Vehicle interior temperature adjustment method and device, and vehicle

Abstract

The embodiment of the application is suitable for the technical field of vehicles, and provides a temperature regulation method and device in a vehicle and a vehicle. The method comprises the following steps: determining a temperature difference between a target temperature and a current temperature of a heating module used for regulating the temperature in the vehicle; when the temperature difference is greater than or equal to a first threshold value, determining a target output power acting on the heating module by a first control method; when the temperature difference is less than the first threshold value and greater than or equal to a second threshold value, determining the target output power acting on the heating module based on a current working state of the heating module; when the temperature difference is less than the second threshold value, determining the target output power acting on the heating module by a second control method, wherein the first threshold value is greater than the second threshold value; and outputting the target output power to the heating module, so that the heating module is warmed up to the target temperature. By using the above method, the accuracy of the temperature control in the vehicle can be improved.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of vehicles, and particularly relates to an in-vehicle temperature regulation method and device and a vehicle. BACKGROUND

[0002] The positive temperature coefficient (PTC) effect refers to the increase of the electrical resistance of a material with the increase of temperature. The PTC thermistor can be used to increase the temperature in a vehicle. At present, the PTC thermistor is controlled by an air conditioner controller to increase the temperature in the vehicle. However, when the PTC thermistor is used to control the temperature, the in-vehicle temperature regulation is not accurate enough, which may result in a poor user experience. SUMMARY

[0003] Therefore, the embodiments of the present application provide an in-vehicle temperature regulation method, device and vehicle to improve the accuracy of in-vehicle temperature control.

[0004] A first aspect of the embodiments of the present application provides an in-vehicle temperature regulation method, comprising:

[0005] determining a temperature difference between a target temperature and a current temperature of a heating module used to regulate the temperature in the vehicle;

[0006] when the temperature difference is greater than or equal to a first threshold value, determining a target output power acting on the heating module by a first control method;

[0007] when the temperature difference is less than the first threshold value and greater than or equal to a second threshold value, determining the target output power acting on the heating module based on a current working state of the heating module;

[0008] when the temperature difference is less than the second threshold value, determining the target output power acting on the heating module by a second control method, the first threshold value being greater than the second threshold value;

[0009] outputting the target output power to the heating module to increase the temperature of the heating module to the target temperature.

[0010] A second aspect of the embodiments of the present application provides an in-vehicle temperature regulation device, comprising:

[0011] a determining module configured to determine a temperature difference between a target temperature and a current temperature of a heating module used to regulate the temperature in the vehicle;

[0012] a first control module configured to, when the temperature difference is greater than or equal to a first threshold value, determine a target output power acting on the heating module by a first control method;

[0013] a second control module, configured to determine a target output power acting on the heating module based on a current working state of the heating module when the temperature difference is less than the first threshold value and greater than or equal to a second threshold value;

[0014] a third control module, configured to determine the target output power acting on the heating module by a second control method when the temperature difference is less than the second threshold value, the first threshold value being greater than the second threshold value;

[0015] an output module, configured to output the target output power to the heating module, so as to make the heating module heat up to the target temperature.

[0016] A third aspect of the embodiment of the present application provides a vehicle terminal, including a memory, a processor, and a computer program stored in the memory and executable on the processor, and the processor implements the method in the first aspect when executing the computer program.

[0017] A fourth aspect of the embodiment of the present application provides a computer readable storage medium, which stores a computer program, and the computer program is executable by a processor to implement the method in the first aspect.

[0018] A fifth aspect of the embodiment of the present application provides a vehicle, which includes a heating module, and the vehicle implements the control on the heating module by the method in the first aspect.

[0019] A sixth aspect of the embodiment of the present application provides a computer program product, which, when running on a vehicle terminal, enables the vehicle terminal to execute the method in the first aspect.

[0020] Compared with the prior art, the embodiment of the present application has the following advantages:

[0021] In the embodiment of the present application, when the heating module is used to adjust the temperature in the vehicle, the temperature difference between the target temperature and the temperature in the vehicle can be determined. When the temperature difference is relatively large, that is, when the temperature difference is greater than or equal to the first threshold value, the target output power acting on the heating module can be determined by the first control method. For example, the first control method can be open-loop control, which refers to a system control method without feedback information, that is, when the temperature difference is relatively large, only the temperature rise is concerned during temperature adjustment, and no control is performed due to the temperature difference feedback information caused by the temperature rise, and the purpose is to achieve rapid temperature rise of the heating module. When the temperature difference is relatively large, the temperature can be quickly raised; the rapid temperature rise can make the temperature difference smaller and there is a possibility of causing the temperature to be too high. Therefore, in the embodiment, when the temperature difference is relatively small, that is, when the temperature difference is less than the second threshold value, the target output power acting on the heating module can be determined by the second control method. For example, the second control method can be closed-loop control, which is controlled according to feedback information, that is, when the temperature difference is relatively small, the current temperature difference can be constantly monitored, so that the target output power is adjusted according to the change of the temperature difference, so that the temperature of the heating module can be maintained at the target temperature. In addition, there is a case that the temperature difference is less than the first threshold value and greater than or equal to the second threshold value, and when the temperature difference is less than the first threshold value and greater than or equal to the second threshold value, the target output power for the heating module can be determined by the working state of the heating module. The method in the embodiment switches the control module under different temperature differences, so that the vehicle can achieve accurate control of the temperature in the vehicle while quickly adjusting the temperature, and the user experience is improved. BRIEF DESCRIPTION OF DRAWINGS

[0022] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the embodiments or prior art description will be briefly introduced as follows.

[0023] Figure 1 is a step flow diagram of a vehicle temperature adjustment method provided by the embodiment of the present application;

[0024] Figure 2 is a schematic diagram of the relationship between the vehicle temperature adjustment mode and the temperature difference provided by the embodiment of the present application;

[0025] Figure 3 is a schematic diagram of a vehicle temperature adjustment device provided by the embodiment of the present application;

[0026] Figure 4 is a schematic diagram of a vehicle terminal provided by the embodiment of the present application. DETAILED DESCRIPTION

[0027] In the following description, for purposes of explanation and not limitation, specific details are set forth such as particular architectures, techniques, etc. in order to provide a thorough understanding of the embodiments of the present application. However, it will be apparent to those skilled in the art that the present application can be practiced in other embodiments that depart from these specific details. In other instances, detailed descriptions of well-known methods, devices, circuits, and

[0028] Due to the characteristics of the positive temperature coefficient thermistor increasing with the increase of temperature, the positive temperature coefficient thermistor is often used for heating. However, when the positive temperature coefficient thermistor is used for temperature control at present, the temperature regulation in the vehicle is not accurate enough, which is easy to bring bad user experience. In addition, when the positive temperature coefficient thermistor is controlled by the air conditioner controller, since the resistance of the thermistor changes with temperature, the temperature change caused by the change of power is difficult to estimate, so the development cost is relatively high when calibrating the gear of the air conditioner controller and the temperature of the positive temperature coefficient thermistor.

[0029] The technical solutions of the present application will be described below through specific embodiments.

[0030] Referring to Figure 1 , a step flow diagram of a vehicle temperature regulation method provided by an embodiment of the present application is shown, which can specifically include the following steps:

[0031] S101, determining the temperature difference between the target temperature and the current temperature of the heating module for regulating the temperature in the vehicle.

[0032] The method in the present application can be applied to a vehicle. The execution subject of the embodiment of the present application can be a vehicle terminal. The vehicle can include a heating module, which can be used to increase the temperature in the vehicle. For example, in winter, the air conditioner device can regulate the temperature in the vehicle by using the heating module as a heat source.

[0033] The target temperature can be the temperature that the vehicle terminal hopes the heating module to reach. For example, the vehicle can include a control panel, and the user can adjust the temperature in the vehicle through the control panel. When the user adjusts the temperature in the vehicle to hot air 30 degrees, the vehicle terminal can receive the instruction, so as to control the temperature of the heating module to rise to 30 degrees, so as to increase the temperature in the vehicle.

[0034] In the embodiments of the present application, the heating module can be a water heating device. For example, the heating module can include a heating bag, which serves as a heat source to heat water, so as to adjust the temperature in the vehicle by hot water. The heating module can include a water inlet and a water outlet. The water temperature of the water outlet is the water temperature after the heating bag of the heating module, that is, the temperature of the hot water used to adjust the temperature in the vehicle. In the embodiments of the present application, the temperature of the heating module can be represented by the temperature of the water outlet. The heating module can generate heat when powered on, and the heat generated by the heating module is different when the output power acting on the heating module is different. Therefore, in the embodiments of the present application, when the heating module is used to adjust the temperature, the output power acting on the heating module can be adjusted to adjust the temperature.

[0035] In the embodiments of the present application, in order to facilitate the control of the heating module, the heating module can have a corresponding controller, which is used to adjust the temperature of the heating module. The controller can be composed of two modules of hardware and software, and is combined with the heating module through a corresponding structure design. The interface between the controller and the heating module can include a high-voltage busbar-adaptor plate loop and a refrigerant temperature sensor loop. The interface between the controller and the vehicle can include a high-voltage power supply loop, a low-voltage control power supply loop, a power control / high-voltage interlocking loop (optional) and a bus communication loop. The controller can receive the control instruction of the vehicle terminal through the communication interface, and control the operation of the heating module. The controller can also have a power supply voltage, a working current, a printed circuit board (PCB) / insulated gate bipolar transistor (IGBT) / refrigerant temperature detection and protection function, a hardware self-checking function, and can automatically cut off the power loop when a fault occurs, and store and feedback the fault according to the demand.

[0036] The controller can receive a temperature control instruction, which can carry the target temperature described above, and the target temperature can be the temperature that the heating module wants to reach. The water outlet of the heating module can be provided with a temperature sensor, and the current temperature described above can be the water outlet temperature of the heating module detected by the temperature sensor.

[0037] In a possible implementation, the heating bag in the heating module described above can include a positive temperature coefficient thermistor, which can generate heat when powered on, thereby serving as a heat source to heat water, and then adjusting the temperature in the vehicle by the temperature of the water. The controller described above can be a water heating PTC controller, which can receive the temperature control instruction of the vehicle terminal, and adjust the output power acting on the positive temperature coefficient thermistor based on the temperature control instruction, so as to adjust the temperature in the vehicle.

[0038] It should be noted that when the temperature difference between the target temperature and the current temperature is less than or equal to zero, it indicates that heating is not required at this time, and the vehicle terminal may not respond to temperature control commands.

[0039] S102, when the temperature difference is greater than or equal to the first threshold, the target output power applied to the heating module is determined by the first control method.

[0040] If the temperature difference is greater than or equal to a first threshold, it indicates that the current temperature inside the vehicle is far below the target temperature, requiring rapid heating. At this point, the target output power can be determined using a first control method. This first control method can be an open-loop control method. Open-loop control is not based on feedback information; that is, when controlling the temperature, it is temperature-inducing and not influenced by the temperature difference after heating. For example, the first threshold could be 8 degrees Celsius. Open-loop control controls the heating module based on the current temperature and the target temperature, aiming to rapidly heat the heating module to reach the target temperature.

[0041] In open-loop control, the target output power can be determined based on the temperature difference and the rate of temperature rise. The target output power can be the sum of the base output power and the automatic adjustment power. The base output power can be determined based on the temperature difference when switching to open-loop control, while the automatic adjustment power can be determined based on the rate of temperature rise. The rate of temperature rise characterizes the time it takes for the heating module's temperature to rise by a unit value. For example, the rate of temperature rise can be expressed as the time it takes for the outlet temperature to rise by 1 degree Celsius.

[0042] Based on the temperature difference, the base output power can be determined. The base output power is the power required to raise the temperature to the target temperature. For example, the base output power can be calculated by multiplying the temperature difference by a preset temperature rise coefficient. For instance, the temperature rise coefficient can be 180, and the base power can be the product of the temperature difference and 180. It should be noted that the base output power generally cannot exceed a set maximum value; for example, the maximum base output power can be limited to 10000W.

[0043] However, when only the base output power is output, the rate of temperature rise of the heating module may not be ideal. If the heating module temperature rises too slowly, the temperature adjustment time may be too long; if the heating module temperature rises too quickly, the temperature may rise rapidly above the target temperature. Therefore, an automatic power adjustment setting can be configured to regulate the target output power value.

[0044] The automatic adjustment power can have an initial value. The value of the automatic adjustment power can be adjusted based on the temperature rise rate. During open-loop control, the temperature rise rate can be monitored in real time, thereby adjusting the automatic adjustment power based on the temperature rise rate. For example, when the temperature rise rate is below a first time threshold, the automatic adjustment power can be reduced; when the temperature rise rate is above or equal to the first time threshold but below a second time threshold, the automatic adjustment power can remain unchanged; when the temperature rise rate is above or equal to the second time threshold, the automatic adjustment power can be increased.

[0045] For example, a temperature sensor at the outlet can monitor the outlet temperature in real time. Whenever the outlet temperature changes by 1°C, the current temperature rise rate can be updated, meaning the time t1 for the 1°C temperature change is used as the new temperature rise rate. Every preset time interval, such as every 10 seconds, the current temperature rise time t1 can be queried, and the automatic adjustment power can be adjusted based on the value of t1. Assuming the automatic adjustment power is denoted by P2, it can be adjusted as follows: if t1 ≥ 10s, then P2 = P2 + 1500W; if 8s ≤ t1 < 10s, then P2 = P2 + 1200W; if 6s ≤ t1 < 8s, then P2 = P2 + 1000W; if 4s ≤ t1 < 6s, then P2 remains unchanged; if t1 < 4s, then P2 = P2 – 1000W. Of course, there is also the possibility of a temperature decrease. The water temperature at the outlet is higher, and the water circulates within the vehicle to heat the interior. After passing through the vehicle, it flows back to the inlet. As the water travels from the outlet to the inlet, heat loss occurs, causing the inlet temperature to drop. When the interior temperature is too low, the temperature drop of the water flowing back from the outlet to the inlet is more significant, resulting in a corresponding decrease in the outlet temperature. For example, when the heating module operates at the same power, it can raise the water temperature by 20 degrees Celsius, meaning the outlet temperature can be 20 degrees Celsius higher than the inlet temperature. Assuming the inlet temperature is 10 degrees Celsius, after being heated by the heating module, the outlet water temperature could be 30 degrees Celsius. However, due to the low interior temperature, the inlet temperature drops to 0 degrees Celsius as the water flows back, and after being heated by the heating module, the outlet water temperature is only 20 degrees Celsius. In this case, the outlet temperature decreases. A drop in temperature indicates that the interior temperature of the vehicle is too low, requiring more power to raise the temperature. In this case, the automatic power adjustment can be increased. That is, when the temperature drops, P2 = P2 + 2300W.

[0046] It should be noted that the minimum value for automatic power adjustment can be 0W, and the maximum value can be 10000W. That is to say, during the above adjustment process, it is necessary to ensure that 0W ≤ P2 ≤ 10000W.

[0047] It should be noted that a temperature difference greater than or equal to the first threshold can include two situations. The first is when the temperature difference is greater than or equal to the first threshold upon receiving a temperature control command. In this case, open-loop control can be performed according to the method in this embodiment, causing the temperature difference to continuously decrease. When the temperature difference decreases to less than the second threshold, the second control method in step S104 can be switched. The second is when the initial temperature difference is less than the second threshold, control is performed using the second control method in step S104. However, there may be situations such as excessively low external temperatures, leading to a continuous increase in the temperature difference. When the temperature difference expands to greater than or equal to the first threshold, open-loop control can be performed based on the steps in this application. When switching from closed-loop control to open-loop control, the initial value of the automatic adjustment power can be the power difference between the target output power and the base output power during closed-loop control, thereby maintaining power stability. In other cases, the initial value of the automatic adjustment power can be set to 0. During open-loop control, the calculated base output power can be determined based on the temperature difference when switching to open-loop control. During open-loop control, the base output power can remain constant, while the automatic adjustment temperature can change with the rate of temperature rise.

[0048] The second control method described above can be a closed-loop control method. The closed-loop control method is a control method based on feedback information, which has been described in detail in step S104 and will not be repeated here.

[0049] S103, when the temperature difference is less than the first threshold and greater than or equal to the second threshold, the target output power acting on the heating module is determined based on the current working state of the heating module.

[0050] The above-mentioned working state refers to whether the heating module is in its initial working state. When a temperature control command is received, if the temperature difference is less than the first threshold and greater than or equal to the second threshold, it indicates that the heating module is in the initial heating state; if the temperature difference is less than the first threshold and greater than or equal to the second threshold after the heating module has been working for a period of time, it indicates that the heating module is in a non-initial heating state.

[0051] If the heating module is in the initial heating state, the target output power applied to the heating module is determined by the first control method when the temperature difference is less than the first threshold and greater than or equal to the second threshold. If the heating module is not in the initial heating state, the target output power applied to the heating module is determined by the current control method when the temperature difference is less than the first threshold and greater than or equal to the second threshold.

[0052] This means that when a temperature control command is received, the temperature difference may be between the first threshold and the second threshold. In this case, the target output power applied to the heating module can be determined through open-loop control.

[0053] In this embodiment, based on temperature regulation, the interior temperature of the vehicle will change. When the temperature difference changes to be less than a first threshold and greater than or equal to a second threshold, the target output power applied to the heating module can be determined according to the current control method. That is, if the initial temperature difference is greater than or equal to the first threshold, when the temperature difference changes from being greater than or equal to the first threshold to between the first and second thresholds, the output power applied to the heating module can still be controlled by the first control method; if the initial temperature difference is less than the second threshold, when the temperature difference changes from being less than the second threshold to between the first and second thresholds, the output power applied to the heating module can still be controlled by the second control method.

[0054] The first control method can be an open-loop control method, and the second control method can be a closed-loop control method. Therefore, in this embodiment, after controlling the heating module to heat up, when the temperature difference changes from being greater than or equal to the first threshold to between the first threshold and the second threshold, the output power acting on the heating module can still be controlled through open-loop control; if the initial temperature difference is less than the second threshold, when the temperature difference changes from being less than the second threshold to between the first threshold and the second threshold, the output power acting on the heating module can still be controlled through closed-loop control. Figure 2 This is a schematic diagram illustrating the relationship between an in-vehicle temperature adjustment mode and temperature difference, provided in an embodiment of this application. Figure 2 The temperature regulation modes include open-loop control and closed-loop control. Figure 2 The dashed lines represent closed-loop control, and the solid lines represent open-loop control. Figure 2 The diagram includes two lines, line 1 and line 2. Line 1 indicates the case where the initial temperature difference is greater than or equal to the first threshold. As shown in line 1, when the temperature difference changes from being greater than or equal to the first threshold to falling between the first and second thresholds, open-loop control can still be used to control the output power acting on the heating module. When the temperature difference is less than the second threshold, closed-loop control is switched to control the output power acting on the heating module. Line 2 indicates the case where the initial temperature difference is less than the second threshold. As shown in line 2, when the temperature difference changes from being less than the second threshold to falling between the first and second thresholds, closed-loop control can still be used to control the output power acting on the heating module. When the temperature difference is greater than the second threshold, open-loop control is used to control the output power acting on the heating module.

[0055] In one possible implementation, a power-on flag, `powerOnFlg`, can be set. This flag can be used to determine the current temperature control mode when the temperature difference is between 1°C and 8°C. The `powerOnFlg` flag can have a first value and a second value. When `powerOnFlg` is the first value, switching between temperature control modes is possible; when it is the second value, switching is not possible. For example, `powerOnFlg = TRUE` allows switching between temperature control modes; `powerOnFlg = False` prevents switching.

[0056] When a temperature difference of 8°C or greater is detected, powerOnFlg can be set to TRUE; when the temperature regulation mode is switched to open-loop control, powerOnFlg should be set to FALSE. This prevents switching to the temperature regulation mode when the temperature difference is between 1°C and 8°C, and keeps the temperature regulation mode in open-loop control.

[0057] When a temperature difference of 1°C or less is detected, powerOnFlg = TRUE can be set. At this point, the temperature control mode can be switched to closed-loop control, and powerOnFlg = FALSE can be set. This prevents switching the temperature control mode when the temperature difference is between 1°C and 8°C, ensuring the temperature control mode remains in closed-loop control.

[0058] S104, when the temperature difference is less than the second threshold, the target output power acting on the heating module is determined by the second control method, wherein the first threshold is greater than the second threshold.

[0059] When using open-loop control, the temperature difference continuously decreases. When the temperature difference falls below a second threshold, it can be determined that the current temperature is close to the target temperature. To achieve precise temperature control, a second control method can be used to determine the target output temperature that needs to be applied to the heating module. This second control method is closed-loop control. Closed-loop control is based on feedback information. During closed-loop control, the temperature difference needs to be monitored. The next closed-loop control can determine the target output power based on the temperature difference resulting from the previous closed-loop control. Because closed-loop control can be based on the temperature difference fed back after control, it allows the temperature after control to be closer to the target temperature, meaning more precise control.

[0060] In one possible implementation, the power output ratio can be determined based on the temperature difference, for example, using the following formula:

[0061]

[0062] Where u(t) is the power output ratio of the tth time, i and t are both positive integers, e(t) is the temperature difference of the tth time, e(t-1) is the temperature difference of the (t-1)th time, kp, ki, and kd are coefficients, and t is the number of times the current closed-loop control is performed.

[0063] Then, the target output power is determined based on the power output ratio and the total power that can be applied to the heating module. That is, the target output power can be the product of the power output ratio and the total power that can be applied to the heating module. For example, if the power output ratio is 20% and the total power that can be applied to the heating module is 10000W, then the target output power is 2000W.

[0064] For example, the call cycle of the closed-loop control algorithm can be 400ms. That is, every 400ms, the power output ratio can be determined, and then the target output power is redefined. The heating module is then controlled based on the new target output power. Specifically, after determining the target output power using closed-loop control, the temperature difference after control based on the target output power can be monitored. After 400ms, a new target output power is determined based on the temperature differences generated after each previous closed-loop control. After control is applied using the new target output power, the temperature difference after control based on the new target output power can continue to be monitored. The next time the target output power is determined through closed-loop control, it can be based on the previous temperature difference.

[0065] The temperature difference being less than the second threshold can include two scenarios. First, when a temperature control command is received, the temperature difference is less than the first threshold. In this case, closed-loop control can be performed according to the method in this embodiment, causing the temperature difference to continuously decrease. However, due to other factors, such as excessively low ambient temperatures, the temperature difference may increase, making it greater than or equal to the first threshold. In this case, open-loop control in step S102 can be switched. Second, when the initial temperature difference is greater than or equal to the first threshold, open-loop control is performed through the steps in S102, causing the temperature difference to continuously decrease. When the temperature difference decreases to less than the second threshold, closed-loop control can be switched to determine the target output power.

[0066] S105, output the target output power to the heating module so that the heating module is heated to the target temperature.

[0067] The vehicle may include circuitry that acts on a heating module. By adjusting the output voltage and current of the circuitry, the output power acting on the heating module can be adjusted. For example, the heating module includes a positive temperature coefficient (PTC) thermistor, and the vehicle includes a controller for controlling the PTC thermistor. The controller receives temperature control commands and adjusts the supply voltage and current of the PTC thermistor to output a target output power to the PTC thermistor.

[0068] In this embodiment, when adjusting the vehicle interior temperature, the vehicle terminal can send a temperature control command to the controller, which can carry the target temperature. The vehicle terminal can determine the current temperature of the heating module through a temperature sensor installed at the outlet of the heating module. Based on the target temperature and the current temperature, a temperature difference can be determined. When the temperature difference is greater than or equal to a first threshold, rapid heating can be implemented to quickly raise the current vehicle interior temperature. Open-loop control can then be performed, adjusting the output power based on the temperature rise rate to ensure the temperature does not rise too quickly and avoid overheating. When the temperature difference is less than a second threshold, closed-loop control can be used for precise control of the heating module, thereby improving the accuracy of temperature control.

[0069] In this embodiment, closed-loop control enables more precise temperature control, for example, controlling the temperature error within 1°C, which improves the overall comfort of the vehicle's air conditioning. Furthermore, this embodiment controls the heating module via a controller, reducing the calibration work required for the positive temperature coefficient thermistors in the air conditioning controller, thereby saving development costs.

[0070] It should be noted that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0071] Reference Figure 3 The diagram illustrates an in-vehicle temperature control device according to an embodiment of this application, which may specifically include a determining module 31, a first control module 32, a second control module 33, and an output module 34, wherein:

[0072] The determining module 31 is used to determine the temperature difference between the target temperature and the current temperature of the heating module used to regulate the temperature inside the vehicle.

[0073] The first control module 32 is used to determine the target output power applied to the heating module by a first control method when the temperature difference is greater than or equal to a first threshold.

[0074] The second control module 33 is used to determine the target output power applied to the heating module based on the current working state of the heating module when the temperature difference is less than the first threshold and greater than or equal to the second threshold.

[0075] The third control module 34 is used to determine the target output power applied to the heating module by a second control method when the temperature difference is less than the second threshold, wherein the first threshold is greater than the second threshold.

[0076] The output module 35 is used to output the target output power to the heating module so that the heating module is heated to the target temperature.

[0077] In one possible implementation, the first control module 32 includes:

[0078] The temperature rise rate determination submodule is used to determine the temperature rise rate of the heating module;

[0079] The target output power determination submodule is used to determine the target output power based on the temperature difference and the temperature rise rate.

[0080] In one possible implementation, the target output power determination submodule includes:

[0081] The basic output power determination unit is used to calculate the product between the temperature difference and the preset heating coefficient to obtain the basic output power;

[0082] Automatic power adjustment determination unit, used to determine automatic power adjustment;

[0083] An automatic power adjustment unit is used to adjust the automatic power according to the temperature rise rate;

[0084] The target output power determination unit is used to take the sum of the basic output power and the automatic adjustment power as the target output power.

[0085] In one possible implementation, the automatic power regulation unit includes:

[0086] The first adjustment subunit is used to reduce the automatic adjustment power when the temperature rise rate is lower than the first time threshold.

[0087] The second adjustment subunit is used to keep the automatic adjustment power unchanged when the temperature rise rate is higher than or equal to the first time threshold and lower than the second time threshold.

[0088] The third adjustment subunit is used to increase the automatic adjustment power when the temperature rise rate is higher than or equal to the second time threshold.

[0089] In one possible implementation, the second control module 33 includes:

[0090] The power output ratio determination submodule is used to determine the power output ratio based on the temperature difference.

[0091] The target output power determination submodule is used to determine the target output power based on the power output ratio and the total power that can be applied to the heating module.

[0092] In one possible implementation, the power output ratio for the heating module is determined based on the temperature difference using the following formula:

[0093]

[0094] Where u(t) is the power output ratio of the tth time, i and t are both positive integral numbers, e(t) is the temperature difference of the tth time, e(t-1) is the temperature difference of the (t-1)th time, kp, ki, and kd are coefficients, and t is the number of times the second control method is used for control.

[0095] In one possible implementation, the heating module includes a positive temperature coefficient thermistor, and the vehicle includes a target controller for controlling the positive temperature coefficient thermistor. The controller is configured to receive a temperature control command and adjust the supply voltage and current of the positive temperature coefficient thermistor to output the target output power to the thermistor. The temperature control command carries the target temperature.

[0096] In one possible implementation, the second control module 33 includes:

[0097] An initial control submodule is used to determine the target output power applied to the heating module by a first control method when the temperature difference is less than the first threshold and greater than or equal to the second threshold if the heating module is in the initial heating state.

[0098] The hysteresis control submodule is used to continue determining the target output power applied to the heating module according to the current control method if the heating module is in a non-initial heating state and the temperature difference is less than the first threshold and greater than or equal to the second threshold.

[0099] As the apparatus embodiments are basically similar to the method embodiments, they are described in a relatively simple manner. For relevant details, please refer to the description in the method embodiment section.

[0100] Figure 4 This is a schematic diagram of the structure of a vehicle-mounted terminal provided in an embodiment of this application. Figure 4 As shown, the vehicle terminal 400 of this embodiment includes: at least one processor 40 ( Figure 4 (Only one is shown in the diagram), memory 41, and computer program 42 stored in said memory 41 and executable on said at least one processor 40, which, when executed, implements the steps in any of the above method embodiments.

[0101] The vehicle-mounted terminal 400 can be a computing device such as a desktop computer, laptop, handheld computer, or cloud-based vehicle-mounted terminal. This vehicle-mounted terminal may include, but is not limited to, a processor 40 and a memory 41. Those skilled in the art will understand that... Figure 4 This is merely an example of the vehicle terminal 400 and does not constitute a limitation on the vehicle terminal 400. It may include more or fewer components than shown in the figure, or combine certain components, or different components, such as input / output devices, network access devices, etc.

[0102] The processor 40 may be a Central Processing Unit (CPU), or it may be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor.

[0103] In some embodiments, the memory 41 may be an internal storage unit of the vehicle terminal 400, such as a hard disk or memory of the vehicle terminal 400. In other embodiments, the memory 41 may be an external storage device of the vehicle terminal 400, such as a plug-in hard disk, smart media card (SMC), secure digital (SD) card, flash card, etc., equipped on the vehicle terminal 400. Furthermore, the memory 41 may include both internal storage units and external storage devices of the vehicle terminal 400. The memory 41 is used to store the operating system, applications, bootloader, data, and other programs, such as the program code of the computer program. The memory 41 can also be used to temporarily store data that has been output or will be output.

[0104] This application also provides a vehicle that includes a heating module, and the vehicle controls the heating module through the steps described in the above method embodiments.

[0105] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps described in the various method embodiments above.

[0106] This application provides a computer program product that, when run on an in-vehicle terminal, enables the in-vehicle terminal to execute the steps described in the above-described method embodiments.

[0107] The embodiments described above are only used to illustrate the technical solutions of this application, and are not intended to limit it. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A method for regulating in-vehicle temperature, characterized in that, include: Determine the temperature difference between the target temperature and the current temperature of the heating module used to regulate the interior temperature; When the temperature difference is greater than or equal to a first threshold, the target output power applied to the heating module is determined by a first control method; the first control method is an open-loop control, used to rapidly heat up the heating module and reduce the temperature difference; The step of determining the target output power for the heating module using the first control method includes: determining the temperature rise rate of the heating module; calculating the product between the temperature difference and a preset temperature rise coefficient to obtain the base output power; determining the automatic adjustment power; reducing the automatic adjustment power when the temperature rise rate is lower than a first time threshold; maintaining the automatic adjustment power unchanged when the temperature rise rate is higher than or equal to the first time threshold and lower than a second time threshold; increasing the automatic adjustment power when the temperature rise rate is higher than or equal to the second time threshold; and using the sum of the base output power and the automatic adjustment power as the target output power; the temperature rise rate is used to characterize the time taken for the temperature of the heating module to rise by a unit value. When the temperature difference is less than the first threshold and greater than or equal to the second threshold, the target output power acting on the heating module is determined based on the current operating state of the heating module. Determining the target output power based on the current operating state of the heating module includes: if the heating module is in an initial heating state, the target output power is determined using a first control method; if the heating module is not in an initial heating state, the target output power is determined using the current control method. Specifically, when a temperature control command is received, if the temperature difference is less than the first threshold and greater than or equal to the second threshold, it indicates that the heating module is in an initial heating state; if, after the heating module has been operating for a period of time, the temperature difference is less than the first threshold and greater than or equal to the second threshold, it indicates that the heating module is not in an initial heating state. When the temperature difference is less than the second threshold, the target output power applied to the heating module is determined by the second control method, where the first threshold is greater than the second threshold. The second control method is a closed-loop control, used to determine the target output power based on the temperature difference caused by the previous closed-loop control, so that the temperature after control is closer to the target temperature. The target output power is output to the heating module to raise the temperature of the heating module to the target temperature.

2. The method as described in claim 1, characterized in that, Determining the target output power for the heating module using the second control method includes: The power output ratio is determined based on the temperature difference. The target output power is determined based on the power output ratio and the total power that can be applied to the heating module.

3. The method as described in claim 2, characterized in that, Based on the temperature difference, the power output ratio for the heating module is determined using the following formula: Where u(t) is the power output ratio of the tth time, i and t are both positive integral numbers, e(t) is the temperature difference of the tth time, e(t-1) is the temperature difference of the (t-1)th time, kp, ki, and kd are coefficients, and t is the number of times the second control method is used for control.

4. The method according to any one of claims 1-3, characterized in that, The heating module includes a positive temperature coefficient thermistor, and the vehicle includes a controller for controlling the positive temperature coefficient thermistor. The controller is used to receive temperature control commands and adjust the supply voltage and current of the positive temperature coefficient thermistor to output the target output power to the temperature coefficient thermistor. The temperature control commands carry the target temperature.

5. A vehicle interior temperature control device, characterized in that, include: The determination module is used to determine the temperature difference between the target temperature and the current temperature of the heating module used to regulate the temperature inside the vehicle. The first control module is used to determine the target output power applied to the heating module through a first control method when the temperature difference is greater than or equal to a first threshold; the first control method is an open-loop control, used to enable the heating module to heat up quickly and reduce the temperature difference; The step of determining the target output power for the heating module using the first control method includes: determining the temperature rise rate of the heating module; calculating the product between the temperature difference and a preset temperature rise coefficient to obtain the base output power; determining the automatic adjustment power; reducing the automatic adjustment power when the temperature rise rate is lower than a first time threshold; maintaining the automatic adjustment power unchanged when the temperature rise rate is higher than or equal to the first time threshold and lower than a second time threshold; increasing the automatic adjustment power when the temperature rise rate is higher than or equal to the second time threshold; and using the sum of the base output power and the automatic adjustment power as the target output power; the temperature rise rate is used to characterize the time taken for the temperature of the heating module to rise by a unit value. The second control module is used to determine the target output power applied to the heating module based on the current operating state of the heating module when the temperature difference is less than the first threshold and greater than or equal to the second threshold. Determining the target output power based on the current operating state of the heating module includes: if the heating module is in an initial heating state, determining the target output power applied to the heating module using a first control method; if the heating module is not in an initial heating state, continuing to determine the target output power applied to the heating module according to the current control method. Specifically, when a temperature control command is received, if the temperature difference is less than the first threshold and greater than or equal to the second threshold, it indicates that the heating module is in an initial heating state; if, after the heating module has been operating for a period of time, the temperature difference is less than the first threshold and greater than or equal to the second threshold, it indicates that the heating module is not in an initial heating state. The third control module is used to determine the target output power applied to the heating module by a second control method when the temperature difference is less than the second threshold, wherein the first threshold is greater than the second threshold; the second control method is a closed-loop control, used to determine the target output power based on the temperature difference caused by the previous closed-loop control, so that the temperature after control is closer to the target temperature. An output module is used to output the target output power to the heating module so that the heating module is heated to the target temperature.

6. A vehicle, characterized in that, The method includes an in-vehicle terminal, which includes a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the method as described in any one of claims 1-4.

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