Temperature control method, device and equipment for new energy automobile air conditioner and medium

Abstract

The invention relates to a temperature control method, device and equipment for a new energy automobile air conditioner and a medium, and the method comprises the steps that the environment temperature in an automobile and heater surface temperature data are collected in real time through multiple sensors, a preliminary adjusting instruction is generated in combination with the temperature preset by a user, and a power distribution strategy is dynamically optimized based on battery residual current; a duty ratio adjusting technology is adopted to carry out power control on a heater power supply circuit, overload risk grading response is realized through a grading safety threshold detection mechanism, a closed-loop feedback mechanism is further introduced, and control parameters are dynamically optimized according to real-time temperature feedback and a battery health state. And the problems of large temperature deviation of multiple regions and unbalanced battery energy consumption are solved. Through temperature-current-battery multi-dimensional fusion control, hierarchical dynamic protection and an energy consumption equalization algorithm, the driving comfort is guaranteed, meanwhile, the overload risk of the system is effectively reduced, the service life of the battery is prolonged, and the method is suitable for the intelligent safety temperature control scene of the new energy automobile air conditioner.

Description

Technical Field

[0001] The present invention relates to the technical field of intelligent vehicle temperature control, and particularly to a temperature control method, device, equipment and medium for an air conditioner of a new energy vehicle. Background Technique

[0002] With the rapid development of new energy vehicles, the temperature control technology of the air conditioning system has become a key link in improving driving comfort and the overall energy efficiency of the vehicle. The temperature control method for the air conditioner of a new energy vehicle mainly monitors the in-vehicle environment temperature and the working state of the heater in real time through sensors, and dynamically adjusts the heater power output in combination with the battery power and the user-set target temperature. However, different from traditional fuel vehicles, the battery capacity and discharge characteristics of new energy vehicles pose higher requirements for the power distribution of the air conditioning system, and it is necessary to achieve a balance between accurate temperature control and safe operation of the system under limited electric energy.

[0003] In the prior art, the temperature control methods for the air conditioners of new energy vehicles generally have the following problems: when synchronously adjusting the temperatures of multiple regions, it is difficult to dynamically distribute the heating power due to the influence of environmental temperature fluctuations and battery current changes, resulting in too large temperature deviations in local regions or too high overall energy consumption; secondly, the traditional overload protection mechanism usually triggers power-off using a fixed threshold, lacking a hierarchical response strategy, and is prone to frequent false triggering due to instantaneous current fluctuations, affecting the user experience; in addition, the linkage between the remaining battery power and temperature control is insufficient, and it is impossible to optimize the heating power upper limit in real time according to the battery health status, which may lead to attenuation of the battery life after long-term use. Summary of the Invention

[0004] Based on this, the purpose of the present invention is to provide a temperature control method, device, equipment and medium for an air conditioner of a new energy vehicle that can achieve accurate temperature adjustment, dynamic hierarchical protection and battery energy consumption balance.

[0005] The purpose of the present invention is achieved by the following solutions:

[0006] In the first aspect, the present invention provides a temperature control method for an air conditioner of a new energy vehicle, including the following steps:

[0007] S1: Real-time collect and process the in-vehicle environment temperature and the surface temperature of the heater to generate a temperature data set, and perform a difference comparison process on the temperature data set based on the preset temperature information from the user terminal to generate a preliminary adjustment instruction;

[0008] S2: Real-time monitor the battery of the vehicle to obtain the remaining battery current, and perform a multi-dimensional fusion process on the preliminary adjustment instruction and the in-vehicle environment temperature in the temperature data set based on the remaining battery current to generate a dynamic power output strategy;

[0009] S3: Based on the dynamic power output strategy, adjust the power of the power supply circuit of the heater through duty cycle adjustment processing, generate a power output control signal, and send the power output control signal to the control terminal of the vehicle;

[0010] S4: Conduct safety threshold detection and dynamic correction processing on the power output control signal, perform step-by-step power reduction adjustment on the current and temperature parameters based on the preset safety threshold range, and generate a safety protection instruction;

[0011] S5: Appropriately adjust the safety protection instruction based on the in-vehicle environment temperature real-time feedback of the vehicle, dynamically optimize the temperature control parameters through a closed-loop feedback mechanism, and generate a dynamic temperature control instruction.

[0012] In a second aspect, the present invention provides a temperature control device for a new energy vehicle air conditioner, and this device is configured with the following modules:

[0013] A data acquisition and comparison module, which is used to perform real-time acquisition processing on the in-vehicle environment temperature and the surface temperature of the heater, generate a temperature data set, and perform difference comparison processing on the temperature data set based on the preset temperature information from the user terminal to generate a preliminary adjustment instruction;

[0014] A temperature-current fusion module, which is used to monitor the vehicle's battery in real time, obtain the remaining battery current, and perform multi-dimensional fusion processing on the preliminary adjustment instruction and the in-vehicle environment temperature in the temperature data set based on the remaining battery current to generate a dynamic power output strategy;

[0015] A power output signal generation module, which is used to adjust the power of the power supply circuit of the heater through duty cycle adjustment processing based on the dynamic power output strategy, generate a power output control signal, and send the power output control signal to the control terminal of the vehicle;

[0016] An electrical safety adjustment module, which is used to perform safety threshold detection and dynamic correction processing on the power output control signal, perform step-by-step power reduction adjustment on the current and temperature parameters based on the preset safety threshold range, and generate a safety protection instruction;

[0017] A dynamic temperature optimization module, which is used to appropriately adjust the safety protection instruction based on the in-vehicle environment temperature real-time feedback of the vehicle, dynamically optimize the temperature control parameters through a closed-loop feedback mechanism, and generate a dynamic temperature control instruction.

[0018] In a third aspect, the present application provides a computer device, including a memory and a processor. The memory stores a computer program, and when the processor executes the computer program, it implements any one of the above-mentioned temperature control methods for a new energy vehicle air conditioner.

[0019] Fourthly, the present application provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the temperature control method of any one of the above-mentioned new energy vehicle air conditioners is implemented.

[0020] In summary, the temperature control system of a new energy vehicle air conditioner provided by the present invention can collect the data of the in-vehicle environment temperature and the heater surface temperature in real time through multiple sensors, generate a preliminary adjustment instruction by comparing the difference in combination with the user's preset temperature information, and can achieve the precise matching of the environmental temperature demand and the heater working state; based on the remaining battery current, perform multi-dimensional fusion processing on the adjustment instruction and the temperature data to generate a dynamic power output strategy to achieve the dynamic balance of the battery discharge capacity and the heating power distribution, and solve the problems of energy consumption waste or local temperature control failure caused by the separation of the battery state and the temperature control in the traditional method; adjust the power of the power supply circuit through the duty cycle adjustment technology, and can achieve the refined control of the heater output power to avoid the impact on circuit components caused by power mutation; combine the hierarchical safety threshold detection mechanism to dynamically correct the current and temperature parameters and perform step-by-step power reduction adjustment, which can achieve the hierarchical response and smooth transition of the overload risk, and effectively prevent the mis-triggering or protection delay problems caused by instantaneous fluctuations under the fixed threshold protection mechanism; based on the closed-loop feedback mechanism, optimize the safety protection instruction in real time, and can achieve the continuous collaborative calibration of the in-vehicle environment temperature and the battery health state to solve the long-term contradiction between the accumulation of multi-region temperature deviation and the battery life loss.

[0021] For better understanding and implementation, the present invention will be described in detail below with reference to the accompanying drawings. Description of the Drawings

[0022] Figure 1 It is a schematic flowchart of a temperature control method for a new energy vehicle air conditioner provided by an embodiment of the present application;

[0023] Figure 2 It is a schematic flowchart of generating a safety protection instruction provided by an embodiment of the present application;

[0024] Figure 3 It is a schematic structural diagram of a temperature control device for a new energy vehicle air conditioner provided by another embodiment of the present application. Detailed Embodiments

[0025] To facilitate the understanding of the present invention, the present invention will be described more comprehensively below with reference to the relevant drawings. The preferred embodiments of the present invention are shown in the drawings. However, the present invention can be implemented in many different forms and is not limited to the embodiments described herein. On the contrary, these embodiments are provided to make the understanding of the disclosure of the invention more thorough and comprehensive.

[0026] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the technical field to which this invention belongs. The terms used in the description of the invention herein are for the purpose of describing particular embodiments only and are not intended to limit the invention. The term "and / or" used herein includes any and all combinations of one or more of the associated listed items.

[0027] In one embodiment, as Figure 1 shown, a temperature control method for a new energy vehicle air conditioner is provided. In this embodiment, this method is exemplified by being applied to a terminal. It can be understood that this method can also be applied to a server, and can also be applied to a system including a terminal and a server, and is implemented through the interaction between the terminal and the server. In this embodiment, the method includes the following steps:

[0028] S1: Real-time collect and process the in-vehicle environment temperature and the heater surface temperature to generate a temperature data set, and perform a difference comparison process on the temperature data set based on the preset temperature information from the user terminal to generate a preliminary adjustment instruction.

[0029] Specifically, the system continuously collects the in-vehicle environment temperature and the heater surface temperature at a preset frequency through high-precision temperature sensors arranged at key positions inside the vehicle. These sensors transmit the collected temperature values in the form of digital signals along the communication lines inside the vehicle to the data processing center of the computer system. During this process, the system will perform a series of processing operations such as preliminary screening, calibration, and format conversion on the massive temperature data transmitted, removing abnormal data points caused by sensor errors or external interference, ensuring the accuracy and reliability of the data, and then generating an ordered temperature data set with time stamps closely associated with the temperature values, providing a solid data basis for subsequent analysis and decision-making.

[0030] At the same time, the system maintains a communication connection with the user terminal of the vehicle to receive in real time the target temperature information set by the user through interfaces such as the central control screen or mobile application. When this preset temperature is received, the system starts a preset difference comparison algorithm to precisely calculate the difference between the current actual in-vehicle environment temperature recorded in the temperature data set and the target temperature expected by the user. During this process, the system will comprehensively consider factors such as the distribution characteristics of the temperature in different areas inside the vehicle and the trend of temperature change to ensure that the difference comparison result can truly reflect the deviation between the in-vehicle temperature and the preset temperature.

[0031] Based on the calculated temperature difference, the system generates preliminary adjustment instructions according to pre-set adjustment rules, such as the advanced proportional-integral-derivative (PID) control algorithm, etc. This instruction is based on an accurate mathematical model and details the direction and amplitude of the heater power adjustment. Its core purpose is to gradually reduce the deviation between the actual temperature inside the vehicle and the preset temperature by adjusting the power output of the heater, so that the interior environment temperature of the vehicle steadily and efficiently approaches the target temperature desired by the user, creating a comfortable and pleasant interior environment for the driver and passengers.

[0032] S2: Monitor the vehicle's battery in real time, obtain the remaining battery current, and perform multi-dimensional fusion processing on the preliminary adjustment instruction and the interior environment temperature in the temperature data set based on the remaining battery current to generate a dynamic power output strategy.

[0033] Specifically, the system uses the current sensor in the battery management system to monitor the remaining battery current of the vehicle in real time. After obtaining the remaining battery current, the system combines the remaining battery current information with the preliminary adjustment instruction and the interior environment temperature in the temperature data set. In this fusion process, on the one hand, the system considers the deviation degree between the actual temperature inside the vehicle and the preset temperature, and the heater power required to achieve the temperature control target; on the other hand, it fully considers the power support range that the current remaining battery can provide, and the limitation of the power output by the health status of the battery during long-term use. The system uses a preset dynamic power distribution algorithm, such as a dynamic weighting algorithm based on the state of charge (SOC) and temperature of the battery, to comprehensively weigh and calculate the above various factors. This algorithm is based on a mathematical model and realizes the precise distribution and optimization adjustment of the heater power by assigning corresponding weight coefficients to different factors.

[0034] At the same time, the system will also predict the performance change of the battery in the short term in the future according to the historical charge and discharge data and temperature change trend of the battery, so as to make a preliminary judgment on the power adjustment in advance, ensuring that the power output of the heater can not only meet the needs of the vehicle interior temperature control, but also will not cause adverse effects such as over-discharging the battery or accelerating the battery life attenuation, achieving a delicate balance between temperature control and battery management.

[0035] S3: Based on the dynamic power output strategy, adjust the power of the heater's power supply circuit through duty cycle adjustment processing to generate a power output control signal, and send the power output control signal to the vehicle's control terminal.

[0036] Specifically, the intelligent control unit within the system receives the dynamic power output strategy in real time. According to the specified power levels and adjustment frequencies therein, it precisely calculates the corresponding duty cycle parameters. The principle of duty cycle adjustment is to change the duty cycle of the Pulse Width Modulation (PWM) signal in the heater power supply circuit, that is, by adjusting the ratio of the high-level duration of the PWM signal to the period, to achieve precise control of the actual power output of the heater. Specifically, when it is necessary to increase the heater power, the system will increase the duty cycle, enabling the heater to obtain more electrical energy per unit time. Conversely, it will decrease the duty cycle to reduce the power output. This process involves complex circuit control and signal processing technologies to ensure that the heater can operate stably according to the optimized strategy. After completing the duty cycle adjustment, the system converts the adjusted power supply parameters into a power output control signal. This signal contains information such as the heater operating modes (such as heating, cooling, or balancing modes), power levels, and operating duration, and is sent to the vehicle's control terminal via the vehicle's communication bus. After receiving the signal, the control terminal will strictly adjust the heater power supply circuit according to the instructions therein to ensure that the heater can accurately output the corresponding power, enabling the vehicle interior temperature to gradually change towards the expected target, achieving a comfortable and energy-saving temperature control effect. The entire process reflects the system's precise control ability over the heater power supply circuit.

[0037] S4: Conduct safety threshold detection and dynamic correction processing on the power output control signal, and perform step-by-step power reduction adjustment on the current and temperature parameters based on the preset safety threshold range to generate a safety protection instruction.

[0038] Specifically, the system presets a series of safety threshold ranges related to the heater power output, including current thresholds, temperature thresholds, and power change rate thresholds, etc. During the detection process, the expected current, temperature, and other parameters corresponding to the power output control signal are compared one by one with the preset safety threshold ranges. If it is found that there are situations exceeding the safety thresholds, such as too high current or too rapid temperature rise, etc., the dynamic correction mechanism is immediately activated. According to the degree of exceeding the threshold and the specific situation, in accordance with the preset step-by-step power reduction adjustment strategy, such as first reducing a certain proportion of the heater power, and if the safety requirements are still not met, further reducing, etc., perform step-by-step power reduction adjustment on the power output control signal until all parameters are within the safety threshold ranges. On this basis, a safety protection instruction is generated. This instruction not only contains the adjusted power output information but may also contain corresponding fault warning information, so that the vehicle's control system can timely take further safety measures, such as prompting the user to check the battery or heating system, etc., to ensure the safe and stable operation of the vehicle air conditioning system.

[0039] S5: Appropriately adjust the safety protection instruction based on the real-time feedback of the vehicle interior environment temperature, and dynamically optimize the temperature control parameters through a closed-loop feedback mechanism to generate a dynamic temperature control instruction.

[0040] Specifically, the vehicle continuously collects the actual ambient temperature inside the vehicle through a temperature sensor and transmits the data back to the control system in real time. The control system compares and analyzes the received real-time temperature data with the preset temperature to evaluate the current temperature control effect. According to the temperature deviation situation and the temperature change trend, a closed-loop feedback control algorithm, such as an adaptive control algorithm, is used to dynamically optimize and adjust the temperature control parameters. These parameters may include the power adjustment coefficient of the heater, the adjustment frequency, etc., aiming to further improve the accuracy and response speed of the temperature control inside the vehicle. After completing the parameter optimization and adjustment, a new dynamic temperature control instruction is generated, which comprehensively considers factors such as the vehicle battery state, real-time temperature feedback, and safety protection requirements, and can achieve precise, efficient, and safe closed-loop control of the new energy vehicle air conditioner temperature, improving the driving and riding comfort and extending the battery service life.

[0041] In summary, the temperature control method for a new energy vehicle air conditioner provided in this application collects the ambient temperature inside the vehicle and the surface temperature data of the heater in real time through multiple sensors, generates a preliminary adjustment instruction through difference comparison in combination with the user's preset temperature information, and can achieve precise matching between the ambient temperature demand and the working state of the heater; based on the battery residual current, the adjustment instruction and temperature data are processed through multi-dimensional fusion to generate a dynamic power output strategy to achieve the dynamic balance between the battery discharge capacity and the heating power distribution, solving the problems of energy consumption waste or local temperature control failure caused by the separation of the battery state and temperature control in traditional methods; through the duty cycle adjustment technology, the power of the power supply circuit is adjusted, and the refined control of the heater output power can be achieved, avoiding the impact on circuit components caused by sudden power changes; combined with the hierarchical safety threshold detection mechanism, the current and temperature parameters are dynamically corrected and the power is gradually reduced, which can achieve the hierarchical response and smooth transition of the overload risk, effectively preventing mis-triggering or protection delay caused by instantaneous fluctuations under the fixed threshold protection mechanism; based on the closed-loop feedback mechanism, the safety protection instruction is optimized in real time, and the continuous collaborative calibration of the vehicle interior environment temperature and the battery health state can be achieved to solve the long-term contradiction between the accumulation of multi-region temperature deviation and battery life loss.

[0042] The method provided by the present invention integrates the full-link technology of "data collection - dynamic allocation - hierarchical protection - closed-loop optimization", while ensuring the driving and riding comfort, significantly improving the system safety and energy utilization efficiency, and providing a comprehensive solution for the new energy vehicle air conditioner system that takes into account precise temperature control, equipment protection, and battery life extension.

[0043] In one of the embodiments, step S1 of the temperature control method for a new energy vehicle air conditioner provided by the present invention specifically includes the following steps:

[0044] S11: The vehicle interior ambient temperature and heater surface temperature are collected and processed in real time, and noise interference is eliminated through multi-sensor data synchronization calibration technology to generate a standardized temperature data set.

[0045] Specifically, the system continuously acquires temperature data at a high frequency through multiple temperature sensors arranged in different areas of the vehicle. These sensors are distributed in multiple key locations such as the driver's seat, the front passenger seat, the rear seats, and the footwell to ensure that the temperature changes in different areas of the vehicle can be fully captured. At the same time, the heater surface temperature sensor fits tightly to the heating element to sense its operating temperature in real time. All sensors transmit the collected temperature data in the form of digital signals along the communication lines inside the vehicle to the data processing center of the computer system.

[0046] After acquiring the temperature data collected by the sensors, the system starts the multi-sensor data synchronization calibration technology to eliminate noise interference and ensure the consistency and accuracy of the data. This technology can identify and remove abnormal data points caused by factors such as individual differences in sensors, environmental electromagnetic interference, and line noise. The system first aligns the timestamps of the data collected by each sensor to ensure that all data is processed under the same time reference. Then, by comparing the temperature readings of different sensors at the same time, outliers that deviate significantly from the readings of most sensors are identified. These outliers may be caused by sensor failures or transient interference in the local environment.

[0047] Preferably, the system can use the Kalman filter algorithm to smooth these data, and correct or eliminate abnormal values ​​by combining the historical data of the sensor and the readings of adjacent sensors. On this basis, the system further performs linear correction and normalization on the data, converts sensor data from different ranges and accuracies into a unified standard format, and generates a standardized temperature data set. This data set not only contains the precise values ​​of the ambient temperature and heater surface temperature of each area in the car, but also comes with auxiliary information such as timestamps, sensor location identifiers, and data confidence, providing a high-quality data foundation for subsequent temperature adjustment processing.

[0048] S12: performing difference comparison processing on the standardized temperature data set based on the preset temperature information of the user terminal, and generating temperature adjustment data containing the temperature deviation value and gradient change rate of each area.

[0049] Specifically, the system performs in-depth difference comparison processing on the standardized temperature data set based on the preset temperature information provided by the user terminal. The preset temperature information of the user terminal reflects the temperature target of each area in the car that the user expects to achieve. The system accurately compares the user-set temperature with the actual temperature of each area in the car, calculates the temperature deviation value of each area, and provides a basis for subsequent temperature adjustment.

[0050] Specifically, the computer system can utilize a difference calculation model to subtract the actual temperature of each area from the preset temperature, obtaining a temperature deviation value. The positive or negative sign of the deviation value indicates the relationship between the actual temperature and the preset temperature, and the absolute value reflects the magnitude of the difference between the two. Based on the deviation value, the system introduces the calculation of the temperature gradient change rate, determines the temperature change rate and trend through a derivative algorithm, and assists in identifying the dynamic characteristics of temperature changes, such as rapid heating or cooling, which helps to accurately adjust the temperature.

[0051] During the processing, the system takes into account the temperature correlation and independence of different areas inside the vehicle. Through a spatial temperature correlation analysis model, combined with the air flow characteristics inside the vehicle, it comprehensively evaluates the temperature deviation and change rate of each area, constructs a comprehensive temperature adjustment data set, and lays a foundation for subsequent fine adjustment.

[0052] S13: Perform a priority sorting process on the temperature adjustment data, dynamically allocate adjustment weights according to the distribution of heater positions, and generate preliminary adjustment instructions for regional temperature control.

[0053] Specifically, the system performs a priority sorting process on the temperature adjustment data. The system dynamically allocates adjustment weights according to the physical position distribution of the heaters inside the vehicle, combined with the distribution characteristics of the vehicle occupants and their thermal comfort requirements. For example, for the driver and front passenger areas, usually a higher priority is given because these areas have a greater impact on driving safety and passenger comfort. The system determines the urgency of the temperature adjustment requirements for each area by analyzing the temperature deviation and gradient change rate of each area. For areas with a large temperature deviation and a high change rate, the system will preferentially allocate more adjustment resources to quickly reach a comfortable temperature state.

[0054] At the same time, the system also considers the power limit and energy efficiency of the heaters, reasonably allocates adjustment weights, and avoids energy waste or system overload caused by excessive adjustment. Through this dynamic allocation mechanism, the system can generate preliminary adjustment instructions for different areas, providing clear guidance for subsequent heater power adjustment. These instructions specify in detail the operating mode and power output requirements of each heater, ensuring that the vehicle interior temperature can reach the preset comfortable state in the shortest time, while taking into account the efficient use of energy and the stability of the system.

[0055] In one embodiment, step S2 of the temperature control method for a new energy vehicle air conditioner provided by the present invention specifically includes the following steps:

[0056] S21: Perform real-time monitoring on the remaining battery current of the vehicle battery, predict the available discharge capacity in combination with the battery health status model, and generate a dynamic power attenuation coefficient.

[0057] Specifically, the system continuously monitors and processes the remaining battery current of the vehicle battery in real time. Through a current sensor, it collects the discharge current data of the battery at a preset frequency. The current sensor adopts the Hall effect principle and can accurately sense the current changes of the battery under different working conditions, and transmits the current value to the computer system in the form of a high-precision digital signal in real time. At the same time, the system also collects key parameters such as the voltage, temperature, state of charge (SOC), and internal impedance of the battery in real time. These parameters together constitute a comprehensive evaluation basis for the battery health status.

[0058] Preferably, the system constructs a battery health status model based on machine learning. This model is trained through a large amount of historical data and can accurately analyze the health status of the battery and predict its available discharge capacity. The model input parameters include the historical charge and discharge records of the battery, the temperature change curve, the voltage fluctuation situation, and the internal impedance change, etc. Through the comprehensive analysis of these parameters, the model can predict the available discharge capacity of the battery under the current working conditions and generate a dynamic power attenuation coefficient according to the health status of the battery. This coefficient reflects the degree of reduction in the discharge capacity of the battery due to factors such as aging and temperature changes, and is an important basis for subsequent power regulation.

[0059] During the processing, the system first filters and calibrates the collected current data to remove outliers caused by sensor errors or external interference. Then, in combination with the battery health status model, the system dynamically predicts the available discharge capacity of the battery. For example, when the battery temperature rises, the model will predict a reduction in the available discharge capacity and adjust the dynamic power attenuation coefficient accordingly. This coefficient is represented in numerical form and ranges from 0 to 1, where 1 indicates that the battery is in an ideal health state and the available discharge capacity has not decayed; approaching 0 indicates that the battery health status has deteriorated severely and the available discharge capacity has decreased significantly. The system stores this coefficient in the memory for use in subsequent power regulation processes.

[0060] S22: Perform multi-dimensional fusion processing on the preliminary adjustment instruction and the in-vehicle environment temperature in the temperature data set based on the dynamic power attenuation coefficient, calculate the power adjustment ratio through the dynamic weight allocation algorithm, and generate a multi-constraint power allocation strategy.

[0061] On the one hand, the system analyzes key information contained in the preliminary adjustment instructions, such as the temperature control priority of each area, the setting of the target temperature, and the preliminary estimated value of the corresponding heater power demand. On the other hand, the system mines detailed information such as the real-time temperature distribution characteristics, temperature change rate, and temperature gradient difference in different areas of the vehicle carried by the temperature data set. On this basis, according to the preset dynamic weight allocation algorithm, the system comprehensively considers multiple factors such as the current actual discharge power upper limit that the battery can provide, the urgency of temperature adjustment in each area, and the physical layout and thermal efficiency difference of the heaters, and dynamically allocates the corresponding power adjustment weights to each heater. By constructing a high-order mathematical model, multiple variables such as the dynamic battery power attenuation coefficient, the in-vehicle temperature adjustment demand, and the heater power characteristics are organically integrated. Through numerical calculation and optimization solution, a multi-constraint power allocation strategy that precisely adapts to the current vehicle operating state and user comfort requirements is finally generated. This strategy not only clarifies the power output upper limit of each heater in different time periods but also carefully stipulates the priority order and step size of power adjustment, ensuring that while meeting the precise control of the in-vehicle temperature, the occurrence of battery overload and energy waste phenomena is maximally avoided.

[0062] S23: Conduct a feasibility verification process on the multi-constraint power allocation strategy, simulate the battery load response under different working conditions, and generate an optimized dynamic power output strategy.

[0063] Specifically, when the system conducts a feasibility verification process on the multi-constraint power allocation strategy, it will start a highly simulated virtual test environment to simulate the battery load response characteristics when the vehicle operates under diverse actual working conditions. These working conditions cover complex scenarios such as frequent starts and stops in urban congested road conditions, continuous power output requirements during highway uniform driving, and significant attenuation of battery performance in extreme temperature environments. During the simulation process, the system adjusts the power output of the virtual heater in real time according to the multi-constraint power allocation strategy and simultaneously monitors the dynamic change trends of key parameters such as the voltage, current, temperature, and SOC (State of Charge, battery remaining charge status) of the battery.

[0064] By strictly comparing and analyzing with the battery performance standard curve provided by the battery manufacturer and the preset safe operation threshold of the system, the system can accurately identify potential risk points such as battery over-discharge, overheating, and excessive power fluctuations under specific working conditions. For these risk points, the system uses intelligent optimization algorithms, such as genetic algorithms or particle swarm optimization algorithms, to dynamically adjust and optimize the key parameters in the multi-constraint power distribution strategy, including but not limited to fine-tuning the power distribution weight, optimizing the power adjustment step size, and adjusting the switching timing of the heater working mode. After multiple rounds of simulation verification and parameter optimization iteration, an optimized dynamic power output strategy is finally generated. This strategy can effectively improve the operating stability and service life of the battery under different working conditions while ensuring that the in-vehicle temperature control effect is not significantly affected, and ensure the reliability and safety of the entire new energy vehicle air-conditioning temperature control system during actual operation, fully demonstrating the system's strong adaptive ability and intelligent decision-making level.

[0065] In one embodiment, step S3 of the temperature control method for an air conditioner of a new energy vehicle provided by the present invention specifically includes the following steps:

[0066] S31: Perform duty cycle conversion processing on the dynamic power output strategy, match the optimal power range based on the heater resistance-temperature characteristic curve, and generate a pulse width modulation reference signal.

[0067] Specifically, the system calls its built-in duty cycle calculation module. According to the heater power levels and adjustment frequencies specified in the dynamic power output strategy, combined with the heater resistance-temperature characteristic curve, using the function mapping relationship between the duty cycle and power output, accurately calculate the corresponding duty cycle value. The resistance-temperature characteristic curve is obtained by fitting a large amount of experimental data, which details the change of the heater resistance value at different temperatures and the corresponding power output characteristics. Through comprehensive analysis of the current in-vehicle ambient temperature, heater surface temperature, and target temperature, the system can accurately locate the optimal power range on the resistance-temperature characteristic curve, that is, the range that can ensure the heater can efficiently output heat while avoiding overheating of the heater due to excessive power or insufficient power affecting the heating effect. Based on this optimal power range, the system fine-tunes and optimizes the initially calculated duty cycle, and finally generates a pulse width modulation (PWM) reference signal that conforms to the actual operating characteristics of the heater. This reference signal provides a basis for subsequent heater power control with accurate time series and duty cycle parameters, ensuring that the heater can operate in the optimal state and achieve precise adjustment of the in-vehicle temperature.

[0068] S32: Perform dynamic compensation processing on the pulse width modulation reference signal, and correct the duty cycle offset in real time according to the power supply voltage fluctuation to generate an anti-interference power output control signal.

[0069] Specifically, the fluctuations in the supply voltage may stem from various factors such as the start and stop of vehicle electrical equipment, changes in engine speed, or external power grid interference. These fluctuations will directly affect the actual duty cycle effect of the PWM signal, thereby causing deviations in the power output of the heater. Based on this, the system is equipped with a voltage sensor to continuously obtain real-time data of the supply voltage at a preset high sampling frequency. Preferably, the system can utilize a voltage fluctuation compensation algorithm to compare and analyze the real-time voltage value with the reference voltage, and calculate the duty cycle offset caused by the voltage fluctuation. According to this offset, the system real-time corrects the duty cycle parameter of the PWM signal through a dynamic compensation mechanism, adopting a combination of feed-forward control and feedback control. On the one hand, it predicts the voltage fluctuation trend and adjusts the duty cycle in advance, and on the other hand, it performs closed-loop correction based on the actually measured deviation, so as to ensure that the duty cycle of the PWM signal can accurately correspond to the expected power output requirements.

[0070] After the dynamic compensation process, the PWM signal has strong anti-interference ability, can stably and reliably control the power output of the heater in a complex vehicle electrical environment, effectively avoids temperature control errors caused by voltage fluctuations, improves the stability and reliability of the entire temperature control system, and provides a continuous and stable comfortable temperature environment for vehicle occupants.

[0071] S33: Perform protocol encapsulation processing on the power output control signal, convert it into an instruction format recognizable by the control terminal through the vehicle bus communication protocol, and send it to the control terminal of the vehicle.

[0072] Specifically, the system calls the corresponding communication protocol stack module according to the communication architecture and bus standard of the vehicle, and performs protocol encapsulation on the power control information contained in the PWM signal after the dynamic compensation process. The encapsulation process follows the vehicle bus communication protocol, such as the CAN (Controller Area Network) protocol or the LIN (Local Interconnect Network) protocol, etc., and converts the power control signal into an instruction format recognizable by the control terminal. This process involves organizing the frame structure of the signal data, including adding a frame header, frame tail, check code, and encoding the signal according to the preset data transmission rate.

[0073] For example, under the CAN bus protocol, the system encapsulates the power control signal into a standard CAN message frame, which includes parts such as arbitration frames, control frames, data frames, and check frames, ensuring the reliable transmission and accurate identification of the signal on the vehicle bus. The encapsulated control signal is sent to the control terminal through the vehicle's communication bus. After receiving the signal, the control terminal analyzes it according to the preset decoding rules, extracts the power adjustment instruction for the heater, and then precisely controls the power supply circuit of the heater to achieve real-time dynamic adjustment of the vehicle interior temperature. Through rigorous protocol encapsulation processing of the power output control signal, the system ensures the compatibility and stability of communication between different modules, guarantees the efficient collaborative operation of the entire new energy vehicle air-conditioning temperature control system in a complex vehicle network environment, fully reflects the forward-looking and reliability of the system design, and effectively improves the accuracy of vehicle interior temperature control and user comfort.

[0074] In one embodiment, as Figure 2 shown, step S4 of a temperature control method for an air conditioner of a new energy vehicle provided by the present invention specifically includes the following steps:

[0075] S41: Perform dynamic calibration processing on the power output control signal, adaptively adjust the current protection threshold based on the ambient temperature change rate, and generate a hierarchical safety threshold interval.

[0076] Specifically, the system obtains real-time ambient temperature data through a high-precision ambient temperature sensor and calculates its change rate. This change rate reflects the fluctuation trend of the ambient temperature over time and may be affected by various factors such as external climate conditions, vehicle movement status, and the operation of the air-conditioning system itself. The system has a mapping model between the ambient temperature change rate and the current protection threshold built in advance based on a large amount of experimental data and system safe operation criteria. By analyzing the current ambient temperature change rate, the system can use this mapping model to adaptively adjust the current protection threshold and generate a hierarchical safety threshold interval.

[0077] The hierarchical safety threshold interval divides the current protection range into multiple levels, each level corresponding to a different degree of overload risk, thus providing an accurate quantitative basis for subsequent overload risk assessment. For example, when the ambient temperature rises rapidly, the system will appropriately lower the current protection threshold to prevent a sudden increase in current caused by high temperature in advance; while when the ambient temperature is stable or decreasing, the system will appropriately relax the current protection threshold to make full use of the battery's discharge capacity and improve the operation efficiency of the air-conditioning system.

[0078] S42: Perform overload risk assessment processing based on the hierarchical safety threshold interval, trigger a step-by-step power reduction mechanism or an emergency shutdown mechanism according to the current overlimit level, and generate multi-level protection instructions, which are used to indicate the power adjustment or emergency shutdown operation of the heater.

[0079] Specifically, the system monitors the actual current value of the heater in real time and compares it one by one with the hierarchical safety threshold intervals. The system performs spectral analysis on the current signal through the Fast Fourier Transform (FFT) algorithm to identify abnormal fluctuations in the current and potential overload characteristic frequencies. Once an overcurrent situation is detected, the system triggers corresponding multi-level protection mechanisms according to the degree of overcurrent. For slight overcurrent, the system starts a step-by-step power reduction mechanism, gradually reducing the power output of the heater according to a preset power reduction step size, and at the same time sending a warning message to the user terminal to remind the user that the current system is in a slight overload state. For severe overcurrent, the system quickly triggers an emergency current cut-off mechanism to immediately cut off the power supply circuit of the heater to prevent electrical failures or safety accidents caused by overload. Preferably, the multi-level protection instructions include hierarchical power reduction instructions, emergency power reduction instructions, and emergency shutdown instructions. The multi-level protection is obtained through the following steps:

[0080] S421: Continuously monitor the real-time current in the power supply circuit, determine the overload level according to the hierarchical safety threshold interval where the current value is located, and generate a level determination result including first-level overload, second-level overload, or emergency shutdown identification.

[0081] Specifically, when the system continuously monitors the real-time current in the power supply circuit, it relies on a current sensor to sample at a microsecond-level frequency to accurately capture the instantaneous changes in the current. The current sensor is deeply integrated with the system hardware to ensure low latency and high fidelity of signal transmission. The system divides the current range into four levels: normal, first-level overload, second-level overload, and emergency shutdown according to the preset hierarchical safety threshold intervals. The hierarchical safety threshold intervals are preset based on a large amount of experimental data and system safety specifications, fully considering the physical limits of the heater, the discharge characteristics of the battery, and the tolerance of the vehicle electrical system. The system quickly determines the current level by comparing the current value with the hierarchical safety threshold intervals in real time using a comparator algorithm and generates a corresponding level determination result. The level determination result is stored in a standardized data structure, including clear identification fields, such as first-level overload identification, second-level overload identification, or emergency shutdown identification, providing an accurate basis for subsequent overload handling.

[0082] S422: Identify the level determination result. If it is determined as the first-level overload identification, perform a stepped attenuation process on the current power to generate a hierarchical power reduction instruction, which is used to instruct the control terminal of the vehicle to reduce the power output of the heater according to a preset hierarchical power ratio at preset time intervals.

[0083] Specifically, the system identifies the generated level determination result. If the determination result is a first-level overload indicator, the system will initiate a stepped attenuation processing program. According to the preset stepped attenuation algorithm, the system calculates the amplitude by which the heater power should be reduced in each preset time period. The system generates a hierarchical power reduction instruction, which details the specific operation parameters for the vehicle control terminal to reduce the heater power output according to the preset hierarchical power ratio in each preset time period. For example, the system can be set to reduce the power output of the heater step by step at intervals of [X] seconds according to the preset hierarchical power ratio (such as reducing the power by [X]% each time). The hierarchical power reduction instruction is sent to the control terminal through the vehicle bus system to ensure that the heater power gradually decreases over multiple time intervals, thereby smoothly reducing the system load and avoiding damage to the battery and heater caused by sudden changes in current.

[0084] S423: Identify the level determination result. If it is determined to be a second-level overload indicator, generate an emergency power reduction instruction, which is used to instruct the control terminal of the vehicle to immediately reduce the power output of the heater by half.

[0085] Specifically, the system identifies the generated level determination result. If the determination result is a second-level overload indicator, the system immediately generates an emergency power reduction instruction. The emergency power reduction instruction requires the control terminal of the vehicle to take prompt action to immediately reduce the power output of the heater to half of the current level. The system achieves an emergency reduction in the heater power by quickly adjusting the duty cycle of the pulse width modulation signal. This measure aims to quickly relieve the load pressure on the battery and prevent potential damage caused by overload. The emergency power reduction instruction is quickly transmitted to the control terminal through the vehicle bus communication system to ensure that the heater can reduce its power output in the shortest possible time and guarantee the safe operation of the system.

[0086] S424: Identify the level determination result. If it is determined to be an emergency shutdown indicator, generate an emergency shutdown instruction, which is used to instruct the control terminal of the vehicle to cut off the power supply to the heater.

[0087] Specifically, the system identifies the generated level determination result. If the determination result is an emergency shutdown indicator, the system immediately generates an emergency shutdown instruction. The emergency shutdown instruction is used to instruct the control terminal of the vehicle to immediately perform the operation of cutting off the power supply to the heater. The system quickly shuts down the power electronic switch device (such as MOSFET or IGBT) in the heater power supply circuit through the control terminal to achieve an emergency cut-off of the heater power supply. This measure is the last safeguard when the current seriously exceeds the safe range and aims to prevent possible failures or safety accidents. The emergency shutdown instruction is quickly sent to the control terminal through the vehicle bus system to ensure that the heater power supply can be cut off within an extremely short time and provide the highest level of safety protection for the entire vehicle electrical system.

[0088] S43: Perform conflict resolution on multi-level protection instructions, coordinate the trigger priorities of different protection mechanisms, and generate a globally unified security protection instruction.

[0089] Specifically, when performing conflict resolution on multi-level protection instructions, the system may face the situation where different protection mechanisms may be triggered simultaneously. For example, the step-by-step power reduction mechanism and the emergency shutdown mechanism may issue conflicting instructions simultaneously due to different monitoring parameters or algorithm judgments. To solve this conflict, the system establishes a priority rule library and assigns corresponding priorities to each protection mechanism according to factors such as the urgency of the protection mechanism, its impact on system safety, and its interference with user comfort. The system analyzes the current set of protection instructions in real time, identifies conflicting instruction pairs, and arbitrates based on the priority rule library. For example, the emergency shutdown mechanism usually has the highest priority because it is directly related to the safe operation of the system; while the step-by-step power reduction mechanism has a lower priority because it can still maintain a certain temperature regulation function while reducing power.

[0090] During the conflict resolution process, the system will temporarily suspend low-priority protection instructions, give priority to executing high-priority instructions, and after the high-priority instructions are executed, decide whether to reactivate low-priority instructions or adjust their execution parameters according to the recovery of the system state. Finally, through this coordination mechanism, the system generates a globally unified security protection instruction, ensuring that the entire new energy vehicle air-conditioning temperature control system can protect itself in an orderly and reasonable manner when facing complex overload risks, not only ensuring the safe and stable operation of the system, but also minimizing the adverse impact on the user experience, reflecting the high intelligence and reliability of the system design.

[0091] The above-provided temperature control method for a new energy vehicle air conditioner can achieve real-time adaptation of the safety threshold and generation of a hierarchical interval by dynamically calibrating the safety threshold of the power output control signal and adaptively adjusting the current protection threshold based on the environmental temperature change rate, solving the problem of insufficient protection sensitivity or excessive restriction caused by traditional fixed thresholds due to environmental fluctuations; performing overload risk assessment based on the hierarchical safety threshold interval and triggering the step-by-step power reduction or emergency shutdown mechanism according to the current overlimit level can achieve a smooth transition and hierarchical control of risk response, avoiding the problems of frequent equipment shutdown or protection lag caused by direct shutdown due to instantaneous overload under a single protection mechanism; through conflict resolution and priority coordination of multi-level protection instructions, it can achieve global logical unity of different protection strategies, solve the instruction conflict and execution chaos when multiple mechanisms are triggered in parallel, and ensure the reliability of the security protection instruction and the stability of the system.

[0092] Through the collaborative control of "threshold dynamic calibration - risk classification assessment - instruction conflict resolution", the present invention achieves the dynamic balance of current and temperature parameters under complex working conditions, avoiding equipment damage or safety hazards caused by overload risks, and maximizing the continuous operation ability of the air conditioning system. It provides a comprehensive safety control solution for new energy vehicle air conditioners that adapts to environmental changes, provides hierarchical and precise protection, and collaboratively optimizes multiple mechanisms.

[0093] In one embodiment, step S5 of a temperature control method for a new energy vehicle air conditioner provided by the present invention specifically includes the following steps:

[0094] S51: Dynamically evaluate and process the user's comfort based on the real-time feedback of the in-vehicle environmental temperature, and generate a perceived temperature deviation parameter.

[0095] Specifically, the system continuously receives real-time feedback data of the in-vehicle environmental temperature. These data are provided by high-precision temperature sensors distributed at various key positions in the vehicle, and can accurately reflect the actual temperature conditions in areas such as the driver's seat, passenger seat, rear seats, and footwell. By continuously monitoring these temperature data and combining the preset temperature set by the user through the central control screen or mobile application, the system dynamically evaluates the user's comfort.

[0096] The system internally integrates an evaluation model based on the theory of thermal comfort. This model comprehensively considers factors such as air temperature, radiant temperature, air velocity, relative humidity, and the user's clothing insulation. By calculating the deviation between the current in-vehicle environment and the ideal comfortable environment, the system generates a perceived temperature deviation parameter. This parameter is represented in numerical form and reflects the gap between the user's current perceived comfort and the ideal state. For example, a positive value indicates that the in-vehicle temperature is higher than the comfortable temperature, and a negative value indicates that it is lower. The system continuously updates the perceived temperature deviation parameter to provide an accurate quantitative basis for subsequent temperature adjustment.

[0097] During the evaluation process, the system also considers the weight distribution of temperatures in different regions. For example, the weights of the driver's seat and passenger seat regions are relatively high because the comfort of these regions has a greater impact on driving safety and the overall experience. The weights of the rear seats and footwell are relatively low, but they are still fully considered when calculating the overall comfort. In this way, the system can comprehensively and dynamically evaluate the user's comfort to ensure that the temperature adjustment strategy can meet the actual needs of the user.

[0098] S52: Perform fuzzy control processing on the safety protection instruction based on the perceived temperature deviation parameter, adjust the temperature response rate and power correction threshold, and generate a temperature adjustment instruction that takes into account both comfort and safety.

[0099] Specifically, the system associates the sensed temperature deviation parameter with control variables such as the temperature response rate and the power correction threshold through a fuzzy control algorithm. On the premise of ensuring system safety, the temperature response rate and the power correction threshold are dynamically adjusted according to the magnitude and change trend of the sensed temperature deviation. For example, when the sensed temperature deviation is large, the temperature response rate is appropriately increased and the power correction amplitude is increased to quickly restore the vehicle interior temperature to the comfortable range; while when the deviation is small, the response rate is slowed down and the power correction amplitude is reduced to avoid excessive temperature fluctuations affecting comfort. During the adjustment process, the system comprehensively considers various factors such as the battery state, the heater performance, and the vehicle interior temperature distribution to ensure that the generated temperature adjustment command can effectively improve user comfort and ensure the safe operation of the system.

[0100] S53: Perform energy consumption balancing processing on the temperature adjustment command according to the remaining battery power, and dynamically limit the maximum heating power in combination with the battery health state model to generate a dynamically optimal temperature control command for energy consumption.

[0101] Specifically, the system dynamically evaluates the maximum available energy capacity of the battery and accordingly dynamically limits the maximum heating power of the heater. During the energy consumption balancing process, the system comprehensively considers the current remaining battery power, the battery health state, and the user's temperature requirements, and calculates the optimal heating power distribution scheme through an optimization algorithm. For example, when the remaining battery power is low or the health state is poor, the system will appropriately reduce the maximum heating power of the heater to give priority to ensuring the key driving functions of the vehicle. At the same time, the system will dynamically adjust the power output of the heater according to the real-time battery state and temperature adjustment requirements to ensure optimal control of energy consumption while meeting the user's comfort requirements. The generated dynamically optimal temperature control command not only includes the specific parameters of the heater power adjustment, but also covers optimization suggestions for aspects such as the temperature adjustment rate and the heating duration, providing a reference for the user.

[0102] Preferably, as Figure 3 shown, the present invention provides a temperature control device 600 for a new energy vehicle air conditioner, and the device is configured with the following modules:

[0103] A data acquisition and comparison module 610, configured to perform real-time acquisition and processing on the vehicle interior environment temperature and the heater surface temperature, generate a temperature data set, and perform difference comparison processing on the temperature data set based on preset temperature information from a user terminal to generate a preliminary adjustment command;

[0104] A temperature-current fusion module 620, configured to perform real-time monitoring on the vehicle battery, obtain the remaining battery current, and perform multi-dimensional fusion processing on the preliminary adjustment command and the vehicle interior environment temperature in the temperature data set based on the remaining battery current to generate a dynamic power output strategy;

[0105] The power output signal generation module 630 is configured to adjust the power of the power supply circuit of the heater through duty cycle adjustment processing based on a dynamic power output strategy, generate a power output control signal, and send the power output control signal to the control terminal of the vehicle;

[0106] The electrical safety adjustment module 640 is configured to perform safety threshold detection and dynamic correction processing on the power output control signal, perform step-by-step power reduction adjustment on the current and temperature parameters based on a preset safety threshold range, and generate a safety protection instruction;

[0107] The dynamic temperature optimization module 650 is configured to adjust the safety protection instruction in a timely manner based on the in-vehicle environment temperature fed back by the vehicle in real time, dynamically optimize the temperature control parameters through a closed-loop feedback mechanism, and generate a dynamic temperature control instruction.

[0108] In summary, the temperature control device of a new energy vehicle air conditioner provided by the present invention can accurately match the environmental temperature demand and the working state of the heater by collecting the in-vehicle environment temperature and the heater surface temperature data in real time through multiple sensors and generating a preliminary adjustment instruction by comparing the difference with the user-predefined temperature information; perform multi-dimensional fusion processing on the adjustment instruction and the temperature data based on the remaining battery current to generate a dynamic power output strategy to achieve the dynamic balance of the battery discharge capacity and the heating power distribution, and solve the problems of energy consumption waste or local temperature control failure caused by the separation of the battery state and the temperature control in the traditional method; adjust the power of the power supply circuit through the duty cycle adjustment technology to achieve refined control of the heater output power and avoid the impact of power mutation on circuit components; combine the hierarchical safety threshold detection mechanism to dynamically correct the current and temperature parameters and perform step-by-step power reduction adjustment to achieve hierarchical response and smooth transition of the overload risk, and effectively prevent mis-triggering or protection delay caused by instantaneous fluctuations under the fixed threshold protection mechanism; optimize the safety protection instruction in real time based on the closed-loop feedback mechanism to achieve continuous collaborative calibration of the in-vehicle environment temperature and the battery health state, and solve the long-term contradiction between multi-region temperature deviation accumulation and battery life loss.

[0109] Preferably, the data acquisition and comparison module 610 provided in the embodiment of the present application is configured with the following units:

[0110] The temperature data set generation unit is configured to perform real-time acquisition processing on the in-vehicle environment temperature and the heater surface temperature, eliminate noise interference through multi-sensor data synchronization calibration technology, and generate a standardized temperature data set;

[0111] The temperature adjustment data generation unit is configured to perform difference comparison processing on the standardized temperature data set based on the preset temperature information of the user terminal, and generate temperature adjustment data containing the temperature deviation values and gradient change rates of each region;

[0112] A preliminary adjustment instruction generation unit, configured to perform a priority sorting process on the temperature adjustment data, dynamically allocate adjustment weights according to the heater position distribution, and generate a preliminary adjustment instruction for regionalized temperature control.

[0113] Preferably, the temperature-current fusion module 620 provided in the embodiment of the present application is configured with the following units:

[0114] An attenuation coefficient generation unit, configured to perform real-time monitoring on the remaining battery current of the vehicle battery, combine the battery health state model to predict the available discharge capacity, and generate a dynamic power attenuation coefficient;

[0115] A power distribution strategy generation unit, configured to perform multi-dimensional fusion processing on the preliminary adjustment instruction and the in-vehicle environment temperature in the temperature data set based on the dynamic power attenuation coefficient, calculate the power adjustment ratio through a dynamic weight allocation algorithm, and generate a multi-constraint power distribution strategy;

[0116] A dynamic power generation unit, configured to perform a feasibility verification process on the multi-constraint power distribution strategy, simulate the battery load response under different working conditions, and generate an optimized dynamic power output strategy.

[0117] Preferably, the power output signal generation module 630 provided in the embodiment of the present application is configured with the following units:

[0118] A pulse width modulation reference signal generation unit, configured to perform a duty cycle conversion process on the dynamic power output strategy, match the optimal power range based on the heater resistance-temperature characteristic curve, and generate a pulse width modulation reference signal;

[0119] A power output control signal generation unit, configured to perform a dynamic compensation process on the pulse width modulation reference signal, correct the duty cycle offset in real time according to the power supply voltage fluctuation, and generate an anti-interference power output control signal;

[0120] A control instruction sending unit, configured to perform a protocol encapsulation process on the power output control signal, convert it into an instruction format recognizable by the control terminal through the vehicle bus communication protocol, and send it to the control terminal of the vehicle.

[0121] Preferably, the power consumption safety adjustment module 640 provided in the embodiment of the present application is configured with the following units:

[0122] A hierarchical safety threshold generation unit, configured to perform a dynamic calibration process on the safety threshold of the power output control signal, adaptively adjust the current protection threshold based on the environmental temperature change rate, and generate a hierarchical safety threshold range;

[0123] A multi - level protection instruction generation unit performs overload risk assessment and processing based on a hierarchical safety threshold range, triggers a step - by - step power reduction mechanism or an emergency shutdown mechanism according to the current over - limit level, and generates multi - level protection instructions for indicating power regulation or emergency shutdown.

[0124] A safety protection instruction coordination unit performs conflict resolution processing on the multi - level protection instructions, coordinates the trigger priorities of different protection mechanisms, and generates globally unified safety protection instructions.

[0125] Preferably, the multi - level protection instruction unit includes an overload level determination subunit, a first - level overload power reduction subunit, a second - level overload power reduction subunit, and an emergency shutdown control subunit. Among them, the overload level determination subunit is used to continuously monitor the real - time current of the power supply circuit, determine the overload level according to the hierarchical safety threshold range where the current value is located, and generate a level determination result including first - level overload, second - level overload, or emergency shutdown identification; when the first - level overload power reduction subunit identifies the first - level overload identification, it performs a stepped attenuation process on the current power, generates a hierarchical power reduction instruction, and instructs the control terminal to adjust the heater power output according to a preset hierarchical power ratio every preset time period; when the second - level overload power reduction subunit identifies the second - level overload identification, it generates an emergency power reduction instruction, instructing the control terminal to immediately reduce the heater power output by half; when the emergency shutdown control subunit identifies the emergency shutdown identification, it generates an emergency shutdown instruction, instructing the control terminal to cut off the power supply of the heater.

[0126] Preferably, the dynamic temperature optimization module 650 provided in the embodiment of the present application is configured with the following units:

[0127] A perceived temperature assessment unit is used to perform dynamic assessment and processing on user comfort according to the real - time feedback of the in - vehicle environment temperature, and generate a perceived temperature deviation parameter.

[0128] A fuzzy control adjustment unit performs fuzzy control processing on the safety protection instructions based on the perceived temperature deviation parameter, adjusts the temperature response rate and the power correction threshold, and generates a temperature adjustment instruction that takes into account both comfort and safety.

[0129] An energy consumption balance processing unit performs energy consumption balance processing on the temperature adjustment instructions according to the remaining battery power, dynamically limits the maximum heating power in combination with the battery health state model, and generates a dynamic temperature control instruction with optimal energy consumption.

[0130] In one embodiment, the present application also provides a computer device, including a memory and a processor. The memory stores a computer program, and when the processor executes the computer program, it implements the above - mentioned temperature control method for a new energy vehicle air conditioner.

[0131] In one embodiment, the present application further provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the temperature control method of the new energy vehicle air conditioner described above is implemented.

[0132] In the description of this specification, the descriptions with reference to the terms "one embodiment", "some embodiments", "example", "specific example" or "some examples", etc. mean that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, without contradiction, those skilled in the art can combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples.

[0133] For the device embodiments, since they basically correspond to the method embodiments, the relevant parts can refer to the partial descriptions of the method embodiments. The device embodiments described above are only illustrative. The components described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place, or may be distributed to multiple network units. Some or all of the modules can be selected according to actual needs to achieve the purpose of the present disclosure solution. Those of ordinary skill in the art can understand and implement it without creative efforts.

[0134] As described above, the above are only the specific implementation manners of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art within the technical scope disclosed by the present application can easily think of various changes or substitutions, and these should all be covered by the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A temperature control method for an air conditioner of a new energy vehicle, characterized in that, It includes the following steps: S1: Collect and process the in-vehicle environment temperature and the heater surface temperature in real time to generate a temperature data set, and perform a difference comparison process on the temperature data set based on the preset temperature information from the user terminal to generate a preliminary adjustment instruction; S2: Monitor the vehicle battery in real time to obtain the remaining battery current, and perform multi-dimensional fusion processing on the preliminary adjustment instruction and the in-vehicle environment temperature in the temperature data set based on the remaining battery current to generate a dynamic power output strategy; S3: Based on the dynamic power output strategy, adjust the power of the heater's power supply circuit through duty cycle adjustment processing to generate a power output control signal, and send the power output control signal to the vehicle control terminal; S4: Perform safety threshold detection and dynamic correction processing on the power output control signal, and perform step-by-step power reduction adjustment on the current and temperature parameters based on the preset safety threshold range to generate a safety protection instruction; S5: Adjust the safety protection instruction in a timely manner based on the in-vehicle environment temperature feedback by the vehicle in real time, and dynamically optimize the temperature control parameters through a closed-loop feedback mechanism to generate a dynamic temperature control instruction.

2. The method according to claim 1, wherein The S1 includes: S11: Collect and process the in-vehicle environment temperature and the heater surface temperature in real time, eliminate noise interference through multi-sensor data synchronization calibration technology, and generate a standardized temperature data set; S12: Perform a difference comparison process on the standardized temperature data set based on the preset temperature information from the user terminal to generate temperature adjustment data containing the temperature deviation values and gradient change rates of each region; S13: Perform a priority sorting process on the temperature adjustment data, dynamically allocate adjustment weights according to the heater position distribution, and generate a preliminary adjustment instruction for regional temperature control.

3. The method according to claim 1, characterized in that The S2 includes: S21: Monitor and process the remaining battery current of the vehicle battery in real time, combine the battery health state model to predict the available discharge capacity, and generate a dynamic power attenuation coefficient; S22: Perform multi-dimensional fusion processing on the preliminary adjustment instruction and the in-vehicle environment temperature in the temperature data set based on the dynamic power attenuation coefficient, calculate the power adjustment ratio through the dynamic weight allocation algorithm, and generate a multi-constraint power distribution strategy; S23: Perform a feasibility verification process on the multi-constraint power distribution strategy, simulate the battery load response under different working conditions, and generate an optimized dynamic power output strategy.

4. The method according to claim 1, characterized in that The S3 includes: S31: Perform a duty cycle conversion process on the dynamic power output strategy, match the best power range based on the heater resistance-temperature characteristic curve, and generate a pulse width modulation reference signal; S32: Perform dynamic compensation processing on the pulse width modulation reference signal, correct the duty cycle offset in real time according to the power supply voltage fluctuation, and generate an anti-interference power output control signal; S33: Perform protocol encapsulation processing on the power output control signal, convert it into an instruction format recognizable by the control terminal through the vehicle bus communication protocol and send it to the vehicle control terminal.

5. The method according to claim 1, characterized in that The S4 includes: S41: Perform dynamic calibration processing on the power output control signal, adaptively adjust the current protection threshold based on the ambient temperature change rate, and generate a hierarchical safety threshold range; S42: Perform overload risk assessment processing based on the hierarchical safety threshold range, trigger a step-by-step power reduction mechanism or an emergency shutdown mechanism according to the current overlimit level, and generate multi-level protection instructions, where the multi-level protection instructions are used to indicate the power adjustment or emergency shutdown operation of the heater; S43: Perform conflict resolution processing on the multi-level protection instructions, coordinate the trigger priorities of different protection mechanisms, and generate a globally unified safety protection instruction.

6. The method according to claim 5, characterized in that, The multi-level protection instructions include a hierarchical power reduction instruction, an emergency power reduction instruction, and an emergency shutdown instruction, and S42 includes: S421: Continuously monitor the real-time current in the power supply circuit, determine the overload level according to the hierarchical safety threshold range where the current value is located, and generate a level determination result including a first-level overload, a second-level overload, or an emergency shutdown identifier; S422: Identify the level determination result. If it is determined as a first-level overload identifier, perform a step-by-step attenuation process on the current power, generate a hierarchical power reduction instruction, and the hierarchical power reduction instruction is used to indicate that the control terminal of the vehicle controls the power output of the heater at a preset hierarchical power ratio every preset time period; S423: Identify the level determination result. If it is determined as a second-level overload identifier, generate an emergency power reduction instruction, and the emergency power reduction instruction is used to indicate that the control terminal of the vehicle immediately reduces the power output of the heater by half; S424: Identify the level determination result. If it is determined as an emergency shutdown identifier, generate an emergency shutdown instruction, and the emergency shutdown instruction is used to indicate that the control terminal of the vehicle cuts off the power supply of the heater.

7. The method according to any one of claims 1-6, characterized in that, The S5 includes: S51: Perform dynamic evaluation processing on user comfort based on the real-time feedback of the in-vehicle environment temperature, and generate a body sensation temperature deviation parameter; S52: Perform fuzzy control processing on the safety protection instruction based on the body sensation temperature deviation parameter, adjust the temperature response rate and the power correction threshold, and generate a temperature adjustment instruction that takes into account both comfort and safety; S53: Perform energy consumption balancing processing on the temperature adjustment instruction according to the remaining battery power, and dynamically limit the maximum heating power in combination with the battery health state model to generate a dynamically optimal temperature control instruction for energy consumption.

8. A temperature control device for an air conditioner of a new energy vehicle, characterized in that, The device includes: A data acquisition and comparison module, configured to perform real-time acquisition processing on the in-vehicle environment temperature and the heater surface temperature, generate a temperature data set, and perform difference comparison processing on the temperature data set based on preset temperature information from a user terminal to generate a preliminary adjustment instruction; A temperature-current fusion module, configured to perform real-time monitoring on the vehicle battery, obtain the remaining battery current, and perform multi-dimensional fusion processing on the preliminary adjustment instruction and the in-vehicle environment temperature in the temperature data set based on the remaining battery current to generate a dynamic power output strategy; A power output signal generation module, configured to perform power adjustment on the power supply circuit of the heater through duty cycle adjustment processing based on the dynamic power output strategy, generate a power output control signal, and send the power output control signal to the control terminal of the vehicle; An electrical safety adjustment module, configured to perform safety threshold detection and dynamic correction processing on the power output control signal, perform step-by-step power reduction adjustment on the current and temperature parameters based on a preset safety threshold range, and generate a safety protection instruction; A dynamic temperature optimization module, configured to timely adjust the safety protection instruction based on the in-vehicle environment temperature feedback by the vehicle in real time, dynamically optimize the temperature control parameters through a closed-loop feedback mechanism, and generate a dynamic temperature control instruction.

9. A computer device, comprising a memory and a processor, the memory storing a computer program, characterized in that, When the processor executes the computer program, the method according to any one of claims 1 to 7 is implemented.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, the method according to any one of claims 1 to 7 is implemented.

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