INTELLIGENT ENERGY MANAGEMENT

CONTROL OFVEHICLE AIR

CONDITIONING VIA LOOK-AHEAD
SYSTEM

Seminar report submitted to Mahatma Gandhi University, Kottayam

in partial fulfillment of the requirements for the award of the degree of
BACHELOR OF TECHNOLOGY
IN
MECHANICAL ENGINEERING
Submitted by
Krishna Sagar
(Reg. No.: 13018194)

SNM INSTITUTE OF MANAGEMENT AND TECHNOLOGY,

 MALIANKARA, MOOTHAKUNNAM, N. PARAVOOR,
ERNAKULAM
MAHATMA GANDHI UNIVERSITY, KOTTAYAM
NOVEMBER 2016

DEPARTMENT OF MECHANICAL ENGINEERING

SNM INSTITUTE OF MANAGEMENT AND TECHNOLOGY,
MALIANKARA, MOOTHAKUNNAM, N. PARAVOOR,
ERNAKULAM

CERTIFICATE

This is to certify that the seminar report entitled Intelligent Energy

Management Control Of Vehicle Air Conditioning Via Look-Ahead
System is the bonafide record of seminar done by Krishna Sagar
(Register No.:13018194 ) in partial fulfillment of the requirements for the
award of degree of Bachelor of Technology in Mechanical Engineering
under Mahatma Gandhi University,Kottayam.
Asst. Prof. Binu A K Prof. George Thomas
Internal Guide Head of the Department

External Examiner: Internal Examiner:

 .

ACKNOWLEDGEMENT

I wish to record my indebtedness and thankfulness to all those who

helped me pre-pare this report titled Intelligent Energy Management
Control Of Vehicle Air Conditioning Via Look-Ahead System and present
it in a satisfactory way.

First and foremost I thank God Almighty for His providence and for
being the guiding light throughout the seminar.

I would like to thank my guide Binu .A.K, Asst. Prof., of Mechanical

Engineering Dept. for providing critical inputs in the preparation of this
report. I also thank all other faculty members in our department for their
guidance.

I am thankful to Dr P A Rajan, Principal and Prof: George Thomas,

Head of Dept. of Mechanical Engineering , for their guidance in preparing
this report.

Finally, I would like to extend my sincere gratitude to friends who have

always been helpful, in preparing and presenting the report and in the
discussion following the presentation.

KRISHNA SAGAR

i
 ABSTRACT

Air conditioning systems (A/C) can be considered the main

auxiliary load on a vehicle engine when it is operating. A/C systems increase
the energy consumption of a vehicle and negatively influence its performance.
This paper presents an intelligent energy management system that is able to
reduce the energy consumption of vehicle and improve its efficiency by using
the look-ahead system uses information from various information systems to
make intelligent decisions. The new energy management system features: a
prediction of road power demand by using look-ahead control of vehicle
systems, an intelligent control strategy to manage the operation of the A/C, the
blower, and the gates, to provide the optimum comfort temperature with the
consideration of the in cabin air quality while minimizing energy consumption.
Two simulations are performed by using the developed fuzzy air conditioning
enhanced look ahead System and ordinary fuzzy air conditioning and then the
results are compared together with the results from Coordinated Energy
Management System (CEMS). The results of fuzzy air conditioning enhanced
with look-ahead system demonstrate it is capable of saving 12% and 3% more
energy comparing with CEMS and ordinary fuzzy air conditioning system
respectively.

ii
 CONTENTS

CHAPTER NO CONTENTS PAGE NO

1. INTRODUCTION 1

2. LITERATURE SURVEY 4

3. ENERGY BALANCE IN THE VEHICLE

ENGINE AND CABIN ROOM 6

4. ENVIRONMENT MODEL 11

5. INTELLIGENT CONTROL SYSTEM 13

6. SIMULATION METHODOLOGY 21

7. SIMULATION RESULTS AND DISCUSSION 28

8. CONCLUTION 30

iii
 LIST OF FIGURES

FIG NO. FIGURE NAME PAGE NO

1. ENERGY FLOW DIAGRAM IN VEHICLE ENGINE 6

2. ENERGY FLOW DIAGRAM IN VEHICLE CABIN ROOM 8

3. INCREASE IN THE CARBON DIOXIDE LEVEL IN THE

CABIN OF VARYING NUMBER OCCUPANTS 9

4. LOOK-AHEAD PREDICTION METHOD.

SAMPLING LOCATIONS 12
CALCULATION SYSTEM 12

5. OVERVIEW OF THE ORDINARY FUZZY A/C CONTROLLER 13

6. MEMBERSHIP FUNCTIONS OF FUZZY AIR CONDITIONING

CONTROLLER INPUTS 14

7. MEMBERSHIP FUNCTIONS OF FUZZY AIR CONDITIONING

CONTROLLER OUTPUTS 14

iv
8. OVERVIEW OF THE FUZZY AIR CONDITIONING CONTROLLER
ENHANCED WITH LOOK-AHEAD SYSTEM 16

9. MEMBERSHIP FUNCTIONS OF FUZZY AIR CONDITIONING

CONTROLLER INPUTS 17

10. MEMBERSHIP FUNCTIONS OF FUZZY AIR CONDITIONING

CONTROLLER OUTPUTS 17

11. THE CONTROL STRATEGY ALGORITHM 19

12. CABIN ROOM TEMPERATURE AND POWER CONSUMPTION BY

ORDINARY FAC 25

13. CO2 CONCENTRATION LEVEL AND HUMIDITY BY ORDINARY

FAC 25

14. OPENING AND CLOSING OF GATE 1-2 BY ORDINARY FAC 26

15. CABIN ROOM TEMPERATURE AND POWER CONSUMPTION BY

FAC-LA 27

16. CO2 CONCENTRATION LEVEL AND HUMIDITY BY FAC-LA 27

17. OPENING AND CLOSING OF GATE 1-2 BY FAC-LA 28

18. THE FUEL CONSUMPTION BY FAC-LA 28

v
 LIST OF TABLES

SL NO TABLE NAME PAGE NO

1. ORDINARY FAC RULE 15

2. ENHANCED FAC-LA RULE 18

3. SET POINTS 20

6. COMPRESSOR SPECIFICATIONS 21

7. BLOWER SPECIFICATIONS 22

8. CABIN COMFORT SPECIFICATIONS 22

9. DRIVE STRATEGY 22

10. OVERSHOOTING TIME AND STABILITY UNDER DIFFERENT

CONTROLLERS 29

11. ENERGY CONSUMPTION UNDER DIFFERENT CONTROLLERS AT

2400 S 29

vi
 CHAPTER 1

INTRODUCTION

Air conditioning systems (A/C) can be considered as the main

auxiliary load on a vehicle engine when it is operating. A/C system
significantly increases the energy consumption of a vehicle and negatively
influences its performance. According to a study by the National Renewable
Energy Laboratory, the United States uses 26.4 billion liters of fuel per year to
operate light-duty vehicle A/C systems. This is equivalent to 5.5% of the total
light-duty vehicle fuel use in this country. The mechanical compressor of an
A/C system could increase the fuel consumption of the vehicle by 12-17% for
subcompact to mid-size vehicles. The general considerations for air
conditioning design should include such factors as cabin indoor air quality and
thermal comfort, ambient temperatures and humidity, the operational
environment of components, vehicle and engine parameters, electrical power
consumption, cooling capacity, number of occupants, insulation, solar effect,
vehicle usage profile, and so on. In recent years, extensive studies have been
carried out on various aspects of vehicle air conditioning systems and of
management of energy utilization. These efforts have resulted in further
improvements in the efficiency of the air conditioning system. The control of
ventilation and A/C is a difficult problem because even the simplest A/C
models are multi-variable and nonlinear. Furthermore, these systems are acted
upon by multiple uncertain disturbances. Several methods have been developed
to control A/C in vehicles. These methods include: PID and Fuzzy controller.
Using classical PID controllers, it is very difficult to design nonlinear and
complex systems. One recent PID control approach has been investigated by
Khayyam et al. They presented a coordinated energy management system
(CEMS) to reduce the energy consumption of the vehicle air condit

1
 ioning system while maintaining the thermal comfort. The
system coordinates and manages the operation of A/C, blower, and fresh air
and recirculation gates to
provide the desired comfort temperature and indoor air quality, under the
various ambient and vehicle conditions, the energy consumption can then be
optimized.
The Coordinated Energy Management System (CEMS) was
developed that includes one PID controller to control A/C, and three stepper
controllers to adjust gates and set points. In the PID controller, a neural
network tuner was employed to automatically adjust the parameters of the
controller. Regarding the design of nonlinear and complex systems, fuzzy logic
controllers have the capability to address the inherent nonlinearity of A/C
components and to allow the control to be expressed in the same heuristic
terms that an occupant would use in describing the level of comfort. The
method for designing a nonlinear controller based on a fuzzy logic for an air
conditioning system consisting of a fan-coil unit installed in a test cell. The
algorithm is applied to temperature control in the air conditioning system.
Comparisons with a nonlinear control scheme based on iterative numerical
optimization show that the developed method requires fewer computations and
achieves better performance. Two fuzzy controllers are designed, one with a
temperature feedback and the other with the predicted mean value index
feedback. The results show that the predicted mean value controller better
controls the thermal comfort temperature and energy consumption. They
optimized the fuzzy controller using a genetic algorithm and reported an
increase in the thermal comfort level and decrease in the energy consumption.
The development of vehicle air conditioning systems by using provided static
and dynamic road geometry information can reduce fuel consumption.
Khayyam et al demonstrated that the information about the geometrical
specification and wind behavior of the road ahead (look-ahead) of a vehicle

2
can be used by an intelligent system to reduce fuel consumption of the vehicle.
The whole direction and road geometry of the journey can be determined by
GPS and GIS. The intelligent energy management system can able to
controlling the operation of A/C, blower, and fresh air and recirculation gates
to provide the desired comfort temperature and indoor air quality, under the
various ambient and vehicle conditions, by using look ahead system. The new
method will be compared with recent approach by Khayyam et al. The new
energy management system has the following features:

1) A look-ahead control of vehicle systems that uses information from

systems such as Global Positioning Systems (GPS), Geographic Information
System (GIS) and others are employed to predict road power demand.
2) The road power demand includes the following: rolling power, up
and down hill power and aerodynamic drag from wind power.
3) The proposed system calculates the energy balance of the cabin
based on ten different load parameters: direct solar radiation, diffuse solar
radiation, radiation reflected by road, ambient, engine, exhaust, ventilation,
cooling, metabolic and road power demand.
4) An intelligent control strategy that manage, the operation of the A/C,
the blower, and the gates to provide the optimum comfort temperature and
indoor air quality with the minimum energy consumption. This is done by
controlling the mass flow rate of air through the operation speed of the blower,
regulating the opening of fresh air as well as recirculation-air gates to optimize
the indoor air quality by controlling the density of CO2 concentration of the
cabin, and controlling the operation of the A/C using an intelligent algorithm.
5) For various input heat loads such as ambient temperature, solar
radiation, vehicle speed and humidity, the optimized energy consumptions
are devised and presented

3
 CHAPTER 2

2.1 LITERATURE SURVEY

From the paper Intelligent energy management control of

vehicle air conditioning via look-ahead system presented by Hamid Khayyam,
Saeid Nahavandi , Eric Hu, Abbas Kouzani , Ashley Chonka, Jemal
Abawajy ,Vincenzo Marano and Sam Davis on 2011 the following information
included in this report, about intelligent control strategy that manage, the
operation of the A/C, the blower, and the gates to provide the optimum comfort
temperature and indoor air quality with the minimum energy consumption. In
this work, two intelligent control systems are developed: ordinary Fuzzy Air
Conditioning Controllers (FAC) and enhanced FAC with look-ahead system -
an algorithm that estimates future road slope is employed.

In the paper Coordinated energy management of vehicle air

conditioning system presented by Hamid Khayyam , Abbas Z. Kouzani , Eric
J. Hu Saeid Nahavandi explained system coordinates and manages the
operation of evaporator, blower, and fresh air and recirculation gates to provide
the desired comfort temperature and indoor air quality, under the various
ambient and vehicle conditions, the energy consumption can then be
optimized. Three simulations of the developed coordinated energy
management system are performed to demonstrate its energy saving capacity.

From the paper Intelligent energy management control of vehicle

air conditioning system coupled with engine presented by Hamid Khayyam ,
Jemal Abawajy , Reza N. Jazar on 2012 the following information included in
this report, Intelligent Energy Management Control (IEMC) system presented
in this paper includes an intelligent algorithm which uses five exterior units
and three integrated fuzzy controllers to produce desirable internal temperature
and air quality, improved fuel consumption, low emission, and smooth
driving.They optimised the integrated operation of the air conditioning and the
engine under various driving patterns and performed three simulations. Results
show that the proposed IEMC system developed based on Fuzzy Air
Conditioning Controller with Look-Ahead (FAC-LA) method is a more
efficient controller for vehicle air conditioning system than the previously
developed Coordinated Energy Management Systems (CEMS).

2.2 OBJECTIVES

To study the following:

Control of ventilation and A/C in vehicles

Coordinated Energy Management System (CEMS)

Ordinary Fuzzy Air Conditioning Controllers (FAC)

Enhanced Fuzzy Air Conditioning Controllers (FAC) with look-ahead

And thereby compare the performance of FAC-LA with ordinary FAC

and CEMS
 CHAPTER 3

ENERGY BALANCE IN THE VEHICLE ENGINE

AND CABIN ROOM

A vehicle engine can be treated as a controlled volume system for

study purposes. The inflows of energy to the controlled volume are air and fuel,
while its outputs are mechanical power developed by engine, exhaust gas,
warm air, and heat loss by convection and radiation to the surroundings (see Fig

1). The energy balance equation of the controlled volume is given in Equation
(1), where the left hand side term calculates the generated power and the right
hand side terms give the consuming powers.

Fig 1. Energy flow diagram in vehicle engine

Qcombustion = (Qfuel+ Qair - Qexhaust)

Qwater/oil + Qheatloss+ Proad power
= demand (1)

Proad power Proad_friction + Pdrag +

demand = Pslope+Paccessory+Pacceleration
(Qcombustion) otto mech heat loss
= Proad power demand
= Proad_friction + Pdrag +
Pslope+Paccessory+Pacceleraion
Where;
Proad power demand =Power output of the engine
otto =Otto cycle efficiency
=real fuel air engine
fuel-air efficiency=.75
mech =mechanical efficiency =.90
heat loss =heat loss efficiency =.80

To calculate Qcombustion we can use

Qcombustion= mfuel qcombussion
Then , mfuel = (Proad_friction+Pdrag+Pslope+Paccessory+Paaceleration)
(Qcombustion) otto mech heat loss

To optimize the mass flow rate of fuel combustion, either the quantities
of the denominator in the right hand side of Equation must increase, or the
quantities of the numerator must decrease. To achieve this, it is necessary to
analyze the thermal behaviour of the vehicle under different operating
conditions
The cabin of a vehicle can be treated as a controlled volume to which
various energy loads enter as shown in Fig.2. The energy balance of the cabin is
as follows:
Fig.2. Energy flow diagram in vehicle cabin room

Parameters involved in the above Equation ventilation

and evaporator load can be controlled by the intelligent system to
reduce energy consumption.
3.1 VENTILATION LOAD

Ventilation refers to the air movement into the vehicle from outside to
produce the desired cabin indoor air quality. Based on ASHRAE Standard 55,
the target comfort temperature in the cabin is assumed to be within 22-24 and
humidity is assumed to be 40e60% RH.
The increase in the carbon dioxide level in the cabin of varying
number occupants is shown in Fig.3.

Fig.3. Increase in the carbon dioxide level in the cabin of varying number occupants

Therefore, an automatic ventilation system based on the measurement

of the carbon dioxide level in the cabin room must be implemented. The
measured recirculation and outside-air periods for three occupants are 73%
recirculation-air and 27% fresh air.
Fig. 3 shows the air conditioning system modelled in the work.
Fig.4. Overview of the vehicle air conditioning system.

3.2 EVAPORATOR COOLING LOAD

The compressor of a vehicle air conditioning system is belt driven by
the engine of the vehicle and thus runs at a variable rotational speed. The
turning speed of the compressor varies between low values when the engine is
at idle to high values when driving. Evaporator cooling load is produced by the
compressor. The temperatures at locations Z1 to Z11 can be calculated in the
Model. Z9 is the cabin temperature and temperatures at Z7, Z8 and Z9 are
similar at most times. Once all these heating loads are determined, Troop can
be solved as the function of time according to Equation. The energy
management system is capable of maintaining room in the desired range by
optimizing/coordinating the operations of the gates.
 CHAPTER 4
ENVIRONMENT MODEL

Among the factors that are involved in vehicle systems, the environment
conditions such as road geometrical specifications and wind behavior are often
unknown and uncertain during driving. The information about the geometrical
specification and wind behavior of the road ahead of the vehicle can be used by
an intelligent system to reduce fuel consumption of the vehicle. Environmental
information can be categorized in two groups: current and look-ahead. The
data includes road geometry, road friction, wind drag, and ambient
temperature.
4.1 LOOK-AHEAD SYSTEM
Look-ahead environment information can be employed by the
energy management system to achieve a reduction in fuel consumption. Global
Positioning Systems (GPS) and Geographic Information Systems (GIS) can be
used to obtain static and dynamic road information. In this study, look-ahead
system - an algorithm that estimates future road slope is employed. Look-ahead
employs the slope angle of the road within a distance of 300-500 m ahead of
the vehicle. Fig. 5 shows the developed look-ahead prediction method used to
determine the sampling locations of slope, and a look-ahead calculation system
that can employ the data from GPS and GIS information or Probabilistic Road
Model (PRM). In order to calculate the prediction slope angle, the Geometric
Means (GM) is used as follows:
Geometric
Mean , GM=

Where p1, pn are the slope angles in n sampled locations (n is assumed to be

10 in this model).
Fig.4.1. Look-ahead prediction method. (a) Sampling locations.

Fig.4.2. Look-ahead prediction method. (b) Calculation system.

 CHAPTER 5

5.0. INTELLIGENT CONTROL SYSTEM

The cabin temperature is a function of the energy flow into the cabin
through the cabin surfaces plus the existing energy within the cabin. In this
work, two intelligent control systems are developed: ordinary Fuzzy Air
Conditioning Controllers (FAC) and enhanced FAC with look-ahead. Control
parameters of the real-time air conditioning system are temperature, flow rate
of the conditioned air, and open/close gates. To build a closed-loop control
system, the following parameters are measured with sensors: air temperature,
humidity, and CO2 concentration level.

5.1. ORDINARY FUZZY AIR CONDITIONING CONTROLLER

The ordinary fuzzy controller is used to control the system as shown in
Fig. 5

Fig. 5. Overview of the ordinary fuzzy air conditioning controller

 The ordinary FAC has three inputs and four outputs that are
experimentally developed as shown in Figs. 6 and 7.

Fig.6. Membership functions of ordinary fuzzy air conditioning controller

inputs.

Fig.7. Membership functions of ordinary fuzzy air conditioning controller

outputs.

It is important to select proper Fuzzy Inference System (FIS)

parameters, including the optimal number of membership functions for each
individual antecedent
variable. The triangular membership functions and centre average
defuzzification method is adopted. Similar to the membership functions, the
rule-base has also been produced experimentally. Table 2 shows the ordinary
FAC rule-base that controls the AC, blower and gates.
5.2 ENHANCED FUZZY AIR CONDITIONING CONTROLLER
WITH LOOK-AHEAD

In this work, an intelligent control system is developed that includes a

Fuzzy Air Conditioning Controller with look-ahead (FAC-LA) system,
required power measured, and a FAC controller to control A/C, blower, gates,
and adjustment of road power demand under set points. Fig. 8 displays an
overview of the proposed intelligent control system. Depending on the look-
ahead slope angle information, the FAC-LA controls the operation of
components such as the air conditioning system.

Fig. 8.Overview of the fuzzy air conditioning controller enhanced with look-
ahead system.
 The enhanced FAC-LA has four inputs and outputs that are
experimentally developed as shown in Figs. 8 and 9.

Fig.9. Membership functions of fuzzy air conditioning controller inputs.

Fig.10. Membership functions of fuzzy air conditioning controller outputs.

Similar to the ordinary FAC, the optimal numbers of membership

functions for each individual antecedent variable are used. The triangular
membership functions and centre average defuzzification method are also
adopted. Similar to the membership functions, the rule-base has been
experimentally extended based on the look-ahead slope angle. Table 3 shows
the enhanced FAC-LA rule-base that controls the AC, blower and gates.
5.3 CONTROL STRATEGY ALGORITHM
Both intelligent control systems are constructed using an intelligent
control strategy. The intelligent control strategy algorithm is shown in Fig. 10.
The algorithm starts by initializing several variables including the comfort
zone condition. The data that comes from the sensors is refreshed every 1.0 s.
This data includes cabin temperature, humidity, CO2 concentration and road
power demand. The algorithm includes two components: transient and steady.
Fig.11.The control strategy algorithm.
5.3.1. TRANSIENT

This component is run whenever the cabin temperature is greater than

the ambient temperature. During this time, first Gate 1is open to its maximum
level, and Gate 2 is closed fully. Then, the blower is turned on to its maximum
speed. Once the cabin temperature becomes equal to the ambient temperature,
CO2 concentration level and humidity fall within prespecified Maximum and
minimum levels, then Gate 1, Gate 2, and blower are set to specify set points
(see Table 4), the A/C is turned on.

5.3.2. STEADY STATE

After the completion of the Transient component, the Steady component

commences. First the cabin temperature is tested. If the temperature is outside
the comfort temperature, the PID controller adjusts the A/C level. The humidity
is tested and if found to be outside the comfort humidity level, the A/C set
point is adjusted. Then, the PID controller adjusts the A/C level. Finally, the
CO2 concentration level is tested and if found to be outside the standard CO2
level, Gate 1 and Gate 2 are adjusted, and the speed of the blower is increased.
 CHAPTER 6
SIMULATION METHODOLOGY

The models developed for vehicle air conditioning incorporate a number

of parameters related to essential vehicle specifications, driver strategy,
environmental road (slope), and thermal conditions. The vehicle specifications
and further data are shown below.

6.1. Vehicle specification

Tables 6,7, the blower and evaporator work together to create the comfort temperature
in the cabin. To manage this task, the compressor and the blower take energy (torque, speed) from
engine.
6.2. Driver strategy

The driver determines the drive and comfort strategy by setting the
comfort temperature and setting the vehicle in motion. The cabin comfort
specifications are listed in Table 8. Vehicles are often simulated in urban or
highway conditions. The synthetic highway driving cycle employed for this
study has no bends and no traffic lights. We have formulated a set of rules
called "Drive Strategy" that are shown in Table 9.
6.3. Environment road and drive cycle
As part of the parameters that are used in implementation of the
developed vehicle models are wind drag speed, wind drag direction, and slope.
In order to simulate the heat form exhaust and engine under different loads in
the cabin room, the Federal Highway Driving Schedule (FHDS) drive cycle
has been used. It represents typical daily driving conditions in highways, and
widely used by automotive engineers in U.S.A.

6.4. Thermal conditions

The data that we have used in our simulations to account for the
weather condition is the hourly weather data for a typical sunny summer day
(August 5) in Tokyo. The main reasons for using this data include: (1) high air
temperature,
(2) low wind speed throughout the day, (3) high intensity of solar radiation
(clear sky) during the daytime, and (4) cloudy sky at night (cooling by
nocturnal radiation is reduced).
 CHAPTER 7
SIMULATION RESULTS AND DISCUSSION

Two simulations were conducted in steady state and transient state

conditions. In these simulations, a set of data associated with environmental
thermal factors that influence the cabin temperature is used. These factors
include solar radiation, ambient temperature, and relative humidity.
7.1. Simulation
7.1.1. Simulation 1
In this simulation, the vehicle was tested under sunny condition in 2400
s for the vehicle. The blower, air conditioning and gates were controlled by
ordinary Fuzzy Air Conditioning Controller (FAC).

7.1.2. Simulation 2
In this simulation, the vehicle was tested in similar conditions to those
of Simulation 1 except that the developed Fuzzy Air Conditioning Controller
was enhanced with look-ahead (FAC-LA).

7.2. Discussions
7.2.1. Simulation 1

The results of the first simulation are given in Fig. 12. They show that in
the first few seconds, the cabin temperature is 50 _C and then the air
conditioning, blower and gates were turned on to achieve the comfort
temperature by using ordinary FAC. The following configurations were made
at the first second mark: air conditioning was set to 4200 W, Gate 1 and
blowers were set to 80%, and Gate 2 was set to 20%. As shown in Fig. 13, the
desired equilibrium temperature was achieved after 45 s and it stayed around
22.5 _C. This figure also shows that the energy
consumption of the air conditioning and blower for the 2400 s varies between 0
and 4200 W. The changes in the CO2 concentration level and humidity during
the simulation are shown in Fig12. These changes are due to the control of the
air quality in the cabin through the opening and closing of the gates as shown
in Fig.13. During the opening of Gate 1, fresh air gives the ambient
temperature and ambient humidity. A/C would be required to provide the
desired temperature in the cabin.

Fig. 12. Cabin room temperature and power consumption by ordinary FAC.

Fig. 13.CO2 concentration level and humidity by ordinary FAC.

Fig. 14. Opening and closing of Gate 1-2 by ordinary FAC.

7.2.2. Simulation 2

The results of the second simulation are given in Fig.15. They show that
in the starting seconds, the cabin room temperature is 50 _C and then the air
conditioning, blower and gates were turned on to achieve the comfort
temperature by using enhanced FAC-LA. The following configurations were
made at first second mark: air conditioning was set to 4000 W, Gate 1 and
blowers were set to 78%, and Gate 2 was set to 22%. As shown in Fig. 16, the
desired equilibrium temperature was achieved after 45 s and then it varies
between 21.5 _C-2.35 _C Temperature. This figure also shows that the energy
consumption of the air conditioning and blower for the 2400 s varies between 0
and 4000 W.
The changes in the CO2 concentration level and humidity during the
simulation are shown in Fig.16. These changes are due to the Control of the air
quality in the cabin room through the opening and closing of the gates as
shown in Fig.17. During the opening of Gate 1, fresh air gives the ambient
temperature and ambient humidity. AC would be required to provide the
desired temperature in the
cabin room. The fuel consumption in each iteration for the simulation is shown
in Fig. 19. Using Equations , the fuel consumption obtained is 6.86 L/100 km
for the travel distance of 49.3 km.

Fig. 15. Cabin room temperature and power consumption by FAC-LA.

Fig. 16. CO2 concentration level and humidity by FAC-LA.

Fig. 17. Opening and closing of Gate 1e2 by FAC-LA.

Fig. 18. The fuel consumption by FAC-LA.

7.2.3. DISCUSSIONS OF SIMULATIONS

The overview of the controllers by CEMS, ordinary FAC and FAC-LA are
shown in Tables. As can be seen from the table, using the ordinary FAC controller
gives the fast rise time (Tr), overshoot (Mp) and settling time (Ts) which are
important factors. According to Fig. 13 and Table 10, the ordinary FAC controller
achieved the overshooting time and Stability. The results of the power
consumption of air conditioning system under different controllers are shown in
Table 11. As can be seen from the table, only 4.67 MJ of energy was required to
achieve the comfort temperature in the cabin room using FAC-LA.

Control method Tr(s) Mp(%) Ts(s)

CEMS 250 0.05 270

Ordinary FAC 40 0.011 40
FAC-LA 40 0.02 80

Table 10
Overshooting time and stability under different controllers.

Control method Blower A/c Total Performance

Mean (W) Mean (W) Energy (MJ) Improvement with
Respect to
CEMS (%)
CEMSNNT 305 1920 5.34 0
PID
Ordinary FAC 295 1705 4.85 9
FAC-LA 298 1647 4.67 12

Table 11
Energy consumption under different controllers at 2400 s.
 CHAPTER 8
CONCLUSION

An intelligent air conditioning control system that reduces the energy

consumption of the vehicle and improves its efficiency was presented. An
intelligent air conditioning system controls the operation of the A/C, blower,
and fresh air and recirculation gates to provide the desired comfort temperature
and indoor air quality. It also uses intelligent energy management that is able to
reduce the energy consumption of vehicle air conditioning and improve its
efficiency by using the look-ahead system and road power demand by
considering rolling power, up and down hill power and aerodynamic drag from
the wind. The look-ahead system is an algorithm that estimates future road
slope within a distance of 300e500 m ahead of the vehicle by determining the
sampling locations of slope. In order to calculate the prediction slope angle,
The geometric means is used and then the angle result can be calculated by
using look-ahead function between the current angle and the predicted angle.
Two simulations were performed under sunny conditions, without/with look-
ahead system and controlling the blower, air conditioning, and the gates. These
simulation results also have been compared with CEMS method. A reduced
amount of energy consumption can be achieved for the desired comfort
temperature and indoor air quality within the cabin. The developed fuzzy air
conditioning enhanced look-ahead system reduced the energy usage under the
reported simulation conditions by approximately 3% compared with using the
ordinary fuzzy air conditioning controller and 12% with CEMS method.
 REFERENCES

1. ASHRAE, ASHRAE Handbook - HVAC Applications (2007).

2. Hamid Khayyam, Saeid Nahavandi , Eric Hu, Abbas Kouzani ,

Ashley Chonka, Jemal Abawajy ,Vincenzo Marano , Sam Davis
Intelligent energy management control of vehicle air conditioning via
look-ahead system Applied Thermal Engineering 31 (2011) 3147e3160

3. Hamid Khayyam , Jemal Abawajy , Reza N. Jazar

Intelligent energy management control of vehicle air conditioning
system coupled with engine Applied Thermal Engineering 48 (2012)
211e224

4. Hamid Khayyam Adaptive Intelligent Control of Vehicle Air

ConditioningSystemPII:S13594311(12)006849DOI:10.1016/j.applther
malen g.2012.10.028Reference: ATE 4455 Accepted Date: 21 October
2012

5. J.P. Rugh, L. Chaney, J. Lustbader, J. Meyer, M. Rustagi, K. Olson,

R.
Kogler, Reduction in Vehicle Temperatures and Fuel Use from Cabin
Ventilation, Solar-Reflective Paint, and a New Solar-Reflective
Glazing. Presented at the 2007 SAE World Congress April 16, (2007)
Detroit, Michigan.

6. Z.M. Durovic, B.D. Kovacevic, "Control of heating,ventilation

and air conditioning system based on neural network," in Neural
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7th Seminar IEEE, 2004.
 QUESTIONS AND ANSWERS

1. How can control CO2 content inside the vehicles?

Ans: An automatic ventilation system based on the measurement of

the carbon dioxide level in the cabin room must be implemented. The
measured recirculation and outside-air periods forthree occupants are 73%
recirculation-air and 27% fresh air. Co2 content can be controlled by
employing the logic gates G1, G2 and G4 as shown in Fig.3.
For e.g., when Co2 content is high, as seen in table2, the gate G1 opens letting
in fresh air and recirculation gate G2 remains closed.

2. What is the difference between ordinary FAC and FAC with look ahead
system?

Ans: Here in FAC-LA along with the ordinary FAC we add an additional
system that gave information about road force parameters ahead such as road
slope that difference is shown in fig 5, so that we can control operation of a/c
system. The control rules of ordinary FAC and FAC LA is shown in table2
and table 3

3. Is it is economical?

Ans: Here the installation cost is higher due to usage of modern technologies
like GPS and GIS. But this increase in cost can be compensated while
considering the energy saving aspect of this system