A temperature collection method and device, a storage medium and an equipment

Abstract

The application provides a temperature collection method and device, a storage medium and equipment. In the method, a target temperature sensor is arranged in an air inlet channel of a vehicle air conditioner. By regularly switching a circulating air door, the purpose of simultaneously collecting an indoor temperature and an outdoor temperature by one temperature sensor is achieved. Moreover, an outdoor temperature sampling value and an indoor temperature collection value detected by the target temperature sensor are corrected to obtain a corrected outdoor temperature and a corrected indoor temperature. In this way, the accuracy of the temperature value applied to the real vehicle temperature control is not affected, and the sensor cost is effectively reduced.

Description

Technical Field

[0001] This application relates to the field of automotive air conditioning technology, and more specifically, to a temperature acquisition method, device, storage medium, and equipment. Background Technology

[0002] With the rapid development of automotive technology, cars have become an important means of transportation in people's daily lives. In-vehicle air conditioning is a crucial component of a car, regulating the interior temperature to provide a comfortable environment for passengers. Currently, in-vehicle air conditioning typically uses external temperature sensors and internal temperature sensors to collect ambient and interior temperature data for real-time temperature control. However, from a market demand perspective, the cost of in-vehicle air conditioning needs further reduction. Therefore, how to reduce the cost of in-vehicle air conditioning is a pressing issue that needs to be addressed in the market. Summary of the Invention

[0003] The purpose of this application is to provide a temperature acquisition method, device, storage medium and equipment, which aims to solve the problem of high cost in the related technology of vehicle air conditioning that uses two temperature sensors to collect ambient temperature and vehicle interior temperature respectively.

[0004] In a first aspect, this application provides a temperature acquisition method, comprising: controlling the recirculation damper of a vehicle air conditioner to periodically switch between external circulation and internal circulation; when the recirculation damper switches to external circulation, acquiring a sampled value of the outside temperature detected by a target temperature sensor; when the recirculation damper switches to internal circulation, acquiring a sampled value of the inside temperature detected by the target temperature sensor; the target temperature sensor being disposed in the air intake channel of the vehicle air conditioner; and obtaining corrected outside temperature and corrected inside temperature by respectively correcting the sampled outside temperature and the sampled inside temperature.

[0005] In the above implementation process, the target temperature sensor is placed in the air intake channel of the vehicle's air conditioning system. By periodically switching the recirculation damper, a single temperature sensor can simultaneously collect both the interior and exterior temperatures. Furthermore, the exterior and interior temperature samples detected by the target temperature sensor are corrected to obtain the corrected exterior and interior temperatures. This effectively reduces sensor costs without affecting the accuracy of the temperature values ​​used for actual vehicle temperature control.

[0006] Furthermore, in some examples, the control of the vehicle air conditioner's recirculation damper to periodically switch between external and internal circulation includes: when the vehicle air conditioner is in automatic circulation mode, controlling the recirculation damper to switch in the order of current position, internal circulation, external circulation, and current position, and pausing at the internal and external circulation points for a first time value, and at the current position for a second time value; when the vehicle air conditioner is in manual internal circulation mode, controlling the recirculation damper to switch to external circulation once at the second time value interval, and pausing at the external circulation point for the first time value; when the vehicle air conditioner is in manual external circulation mode, controlling the recirculation damper to switch to internal circulation once at the second time value interval, and pausing at the internal circulation point for the first time value.

[0007] In the above implementation process, a specific method for periodically switching the circulating air damper is provided, so as to obtain discrete in-vehicle temperature sampling values ​​and out-of-vehicle temperature sampling values ​​without reducing comfort.

[0008] Furthermore, in some examples, the step of correcting the outside temperature sampling value and the inside temperature sampling value to obtain the corrected outside temperature and the corrected inside temperature includes: extracting the outside temperature sampling value from the outside temperature sampling value and the inside temperature sampling value from the inside temperature sampling value based on the response time of the target temperature sensor; establishing an outside temperature sampling value curve based on the outside temperature sampling value and an inside temperature sampling value curve based on the inside temperature sampling value; processing the outside temperature sampling value curve and the inside temperature sampling value curve respectively using a first-order low-pass filtering algorithm to obtain an outside temperature filtered value and an inside temperature filtered value; determining the corrected outside temperature based on the outside temperature filtered value, and obtaining the corrected inside temperature based on the inside environment parameters, the outside environment parameters, and the inside temperature filtered value.

[0009] In the above implementation process, the temperature sampled values ​​are filtered according to the sensor response time. After constructing a curve using the filtered sampled values, the curve is subjected to a first-order low-pass filter. In this way, the discrete temperature sampled values ​​are corrected and made into continuous temperature values. Furthermore, considering that the in-vehicle temperature is easily affected by the in-vehicle environment and the external environment, the in-vehicle temperature filter value is further corrected according to the in-vehicle environment parameters and the external environment parameters to obtain a more accurate in-vehicle temperature.

[0010] Furthermore, in some examples, the target temperature sensor includes an NTC thermistor; the response time is the time required for the target temperature sensor to reach 95% of its final value after the measured quantity changes by one step.

[0011] In the above implementation process, a method is provided to obtain the response time of the target temperature sensor.

[0012] Furthermore, in some examples, the in-vehicle environmental parameters include the passenger-side vent temperature, the passenger compartment heat load, and the passenger-side seating status; the external environmental parameters include light intensity.

[0013] In the above implementation process, optional types of in-vehicle environmental parameters and external environmental parameters are provided.

[0014] Furthermore, in some examples, obtaining the corrected in-vehicle temperature based on in-vehicle environmental parameters, external environmental parameters, and in-vehicle temperature filter value includes: obtaining a first correction coefficient, a second correction coefficient, a third correction coefficient, and a fourth correction coefficient sequentially based on the passenger-side air vent temperature, passenger compartment heat load, passenger-side seating status, and light intensity; wherein, the first correction coefficient represents the correction of the in-vehicle temperature by the passenger-side air vent temperature; the second correction coefficient represents the correction of the in-vehicle temperature by the passenger compartment heat load; the third correction coefficient represents the correction of the in-vehicle temperature by the passenger-side seating status; and the fourth correction coefficient represents the correction of the in-vehicle temperature by the light intensity; and the first correction coefficient, the second correction coefficient, the third correction coefficient, the fourth correction coefficient, and the in-vehicle temperature filter value are summed to obtain the corrected in-vehicle temperature.

[0015] In the above implementation process, the correction of the vehicle interior temperature is divided into four parts: the correction of the interior temperature by the air outlet temperature, the correction of the interior temperature by the heat load, the correction of the interior temperature by the occupants, and the correction of the interior temperature by sunlight. After calculating the corresponding values ​​of these four corrections in sequence based on the air outlet temperature of the front passenger seat, the heat load of the passenger compartment, the passenger seat status, and the light intensity, these values ​​are added to the interior temperature filter value to obtain the corrected vehicle interior temperature.

[0016] Furthermore, in some examples, the step of obtaining the first correction coefficient, second correction coefficient, third correction coefficient, and fourth correction coefficient sequentially based on the passenger-side air vent temperature, passenger compartment heat load, passenger-side seating status, and light intensity includes: when the passenger-side air vent mode is face-blowing mode, the first correction coefficient is determined to be zero; when the passenger-side air vent mode is foot-blowing mode, the first correction coefficient is obtained by consulting a first correction table based on the passenger-side air vent temperature and interior temperature sampling values; the second correction coefficient is obtained by consulting a second correction table based on the passenger compartment heat load; when the passenger-side seating status is unoccupied, the third correction coefficient is determined to be zero; when the passenger-side seating status is occupied, the third correction coefficient is obtained by consulting a third correction table based on the interior temperature sampling values; the sunlight-induced interior temperature correction value is obtained by consulting a fourth correction table based on light intensity; the sunlight-induced interior temperature correction factor is obtained by consulting a fifth correction table based on vehicle speed; and the sunlight-induced interior temperature correction value and the sunlight-induced interior temperature correction factor are multiplied together to obtain the fourth correction coefficient.

[0017] In the above implementation process, a specific method is provided for obtaining the correction of internal temperature by outlet air temperature, the correction of internal temperature by heat load, the correction of internal temperature by occupants, and the correction of internal temperature by sunlight.

[0018] Secondly, this application provides a temperature acquisition device, comprising: a control module for controlling the recirculation damper of a vehicle air conditioner to periodically switch between external circulation and internal circulation; an acquisition module for acquiring an external temperature sample value detected by a target temperature sensor when the recirculation damper switches to external circulation; and acquiring an internal temperature sample value detected by the target temperature sensor when the recirculation damper switches to internal circulation; the target temperature sensor being disposed in the air intake channel of the vehicle air conditioner; and a correction module for obtaining corrected external temperature and corrected internal temperature by correcting the external temperature sample value and the internal temperature sample value, respectively.

[0019] Thirdly, this application provides an electronic device comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor, when executing the computer program, implements the steps of the method described in any of the first aspects.

[0020] Fourthly, this application provides a computer-readable storage medium storing instructions that, when executed on a computer, cause the computer to perform the method described in any of the first aspects.

[0021] Fifthly, this application provides a computer program product that, when run on a computer, causes the computer to perform the method described in any of the first aspects.

[0022] Other features and advantages disclosed in this application will be set forth in the following description, or some features and advantages may be inferred from the description or determined without doubt, or may be learned by practicing the above-described technology disclosed in this application.

[0023] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0024] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0025] Figure 1A flowchart illustrating a temperature acquisition method provided in this application embodiment;

[0026] Figure 2 A schematic diagram illustrating the workflow of a vehicle air conditioning control scheme provided in an embodiment of this application;

[0027] Figure 3 This is a schematic diagram of the trend of the sampling value curve of an NTC thermistor provided in an embodiment of this application. The horizontal axis of the sampling value curve is time, and the vertical axis is the percentage of the NTC thermistor reaching a new temperature.

[0028] Figure 4 This is a schematic diagram of a segmented external temperature curve generated based on external temperature sampling values, provided in an embodiment of this application; the horizontal axis of the segmented external temperature curve is time, and the vertical axis is the external temperature sampling value;

[0029] Figure 5 A block diagram of a temperature acquisition device provided in an embodiment of this application;

[0030] Figure 6 This is a structural block diagram of an electronic device provided in an embodiment of this application. Detailed Implementation

[0031] The technical solutions in the embodiments of this application will now be described with reference to the accompanying drawings.

[0032] It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. Furthermore, in the description of this application, terms such as "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0033] As described in the background section, the method used in related technologies for vehicle air conditioning to collect ambient temperature and vehicle interior temperature using two separate temperature sensors suffers from high costs. Therefore, this application provides a temperature acquisition scheme to address the aforementioned problem.

[0034] The embodiments of this application will be described below:

[0035] like Figure 1 As shown, Figure 1 This is a flowchart illustrating a temperature acquisition method provided in an embodiment of this application. The method can be applied to the air conditioning control system of an electric vehicle, or to the vehicle control unit (VCU) of an electric vehicle.

[0036] The method includes:

[0037] Step 101: Control the vehicle's air conditioning recirculation damper to periodically switch between external and internal recirculation;

[0038] Step 102: When the recirculation damper switches to external recirculation, the outside temperature sample value detected by the target temperature sensor is acquired; when the recirculation damper switches to internal recirculation, the inside temperature sample value detected by the target temperature sensor is acquired; the target temperature sensor is installed in the air intake channel of the vehicle air conditioner.

[0039] This embodiment proposes placing a temperature sensor in the air intake channel of the vehicle's air conditioning unit, behind the air conditioning filter. By periodically switching the recirculation damper, it achieves the goal of simultaneously collecting the interior and exterior temperatures of the vehicle, thereby reducing sensor costs.

[0040] In some embodiments, step 101 may include: when the vehicle air conditioner is in automatic circulation mode, controlling the air conditioner's circulation damper to switch in the order of current position, internal circulation, external circulation, and current position, and pausing at the internal and external circulation points for a first time value, and pausing at the current position for a second time value; when the vehicle air conditioner is in manual internal circulation mode, controlling the air conditioner's circulation damper to switch to external circulation once at the second time value interval, and pausing at the external circulation point for a first time value; when the vehicle air conditioner is in manual external circulation mode, controlling the air conditioner's circulation damper to switch to internal circulation once at the second time value interval, and pausing at the internal circulation point for a first time value.

[0041] Automatic recirculation mode, manual recirculation mode, and manual external recirculation mode are the three recirculation modes of a vehicle's air conditioning system. Generally speaking, when the air conditioning is in automatic recirculation mode, the air conditioning control system automatically selects recirculation or external recirculation based on the air conditioning comfort algorithm. When the air conditioning is in manual recirculation mode, the air conditioning control system drives the recirculation damper to achieve a recirculation ratio of 100% internal recirculation, meaning that all the intake air is from inside the vehicle. When the air conditioning is in manual external recirculation mode, the air conditioning control system drives the recirculation damper to achieve a recirculation ratio of 100% external recirculation, meaning that all the intake air is from outside the vehicle. In this embodiment, the recirculation damper is configured as follows: When the air conditioner is in automatic recirculation mode, the recirculation damper switches at intervals, sequentially from current position → internal recirculation → external recirculation → current position, pausing for a first time value t1 at both the internal and external recirculation points to accurately identify the current intake air temperature, and pausing for a second time value t2 at the current position. The entire switching cycle is t3. When the air conditioner is in manual internal recirculation mode, the recirculation damper switches to external recirculation at intervals t2, pausing for a fixed time t1 at the external recirculation point. The entire switching cycle is t4. When the air conditioner is in manual external recirculation mode, the recirculation damper switches to internal recirculation at intervals t2, pausing for a fixed time t1 at the internal recirculation point. The entire switching cycle is t4. In this way, discrete in-vehicle temperature and out-of-vehicle temperature sampling values ​​can be obtained without compromising comfort.

[0042] The target temperature sensor mentioned above can be an NTC (Negative Temperature Coefficient) thermistor or other types of temperature sensors; this application does not impose any restrictions on this. Furthermore, the first time value can be greater than the second time value, which can be set to 1 to 2 minutes. This ensures that the sampling time of the target temperature sensor is maintained without compromising comfort.

[0043] Step 103: By correcting the outside temperature sampling value and the inside temperature sampling value respectively, the corrected outside temperature and the corrected inside temperature are obtained.

[0044] This step refers to correcting the discrete internal and external temperature sampling values ​​to transform them into continuous internal and external vehicle temperatures, thereby obtaining accurate temperature values ​​that can be used for actual vehicle temperature control.

[0045] In some embodiments, this step may include: extracting an external temperature sampling value from the external temperature sampling value and an internal temperature sampling value from the internal temperature sampling value based on the response time of the target temperature sensor; establishing an external temperature sampling value curve based on the external temperature sampling value and an internal temperature sampling value curve based on the internal temperature sampling value; processing the external temperature sampling value curve and the internal temperature sampling value curve respectively using a first-order low-pass filtering algorithm to obtain an external temperature filtered value and an internal temperature filtered value; determining the corrected external temperature based on the external temperature filtered value, and obtaining the corrected internal temperature based on the internal environmental parameters, external environmental parameters, and the internal temperature filtered value.

[0046] In other words, regarding the correction process for the vehicle exterior temperature sampling values, considering the inherent delay in sensor response, to reduce errors, the exterior temperature sampling values ​​are first extracted from the vehicle exterior temperature sampling values ​​based on the response time of the target temperature sensor. Since the exterior temperature is generally relatively stable, the thermal management system does not require a high update frequency. Therefore, segmented exterior temperature curves can be generated according to the correspondence between exterior temperature sampling values ​​and time. The missing parts are then directly connected to obtain a continuous exterior temperature sampling value curve. Subsequently, a first-order low-pass filter is applied to this exterior temperature sampling value curve to obtain the filtered exterior temperature value. At this point, the filtered exterior temperature value can be directly determined as the corrected exterior temperature.

[0047] The correction process for the in-vehicle temperature sampling values ​​is similar to that for the out-of-vehicle temperature sampling values. First, based on the response time of the target temperature sensor, the in-vehicle temperature sampling values ​​are extracted to generate a segmented in-vehicle temperature curve. Then, the missing parts are connected to obtain a continuous in-vehicle temperature sampling value curve. Next, a first-order low-pass filter is applied to the in-vehicle temperature sampling value curve to obtain the filtered in-vehicle temperature value. Since the in-vehicle temperature is easily affected by both the in-vehicle environment and the external environment, the filtered in-vehicle temperature value is further corrected based on the in-vehicle environment parameters and the external environment parameters to obtain the corrected in-vehicle temperature.

[0048] Specifically, when the target temperature sensor is an NTC thermistor, the aforementioned response time can be defined as the time required for the target temperature sensor to reach 95% of its final value after the measured quantity changes by one step. This response time value can be obtained through experimental calibration. Timing begins when the vehicle transitions from the recirculation damper to full external circulation; this response time is fixed. Therefore, based on this response time, the external temperature sample value after this response time can be taken as the external temperature sample value. Similarly, timing begins when the vehicle transitions from the recirculation damper to full internal circulation; the internal temperature sample value after this response time can be taken as the internal temperature sample value.

[0049] Furthermore, in some embodiments, the aforementioned in-vehicle environmental parameters may include the passenger-side vent temperature, passenger compartment heat load, and passenger-side seating status; external environmental parameters may include light intensity. These in-vehicle environmental parameters can be detected by other sensors throughout the vehicle. For example, the passenger-side seating status can be detected by a gravity sensor on the passenger seat. Light intensity can be directly detected by a photoelectric sensor or obtained from a weather application on the in-vehicle terminal based on the current vehicle location.

[0050] Accordingly, the previously mentioned method of obtaining the corrected in-vehicle temperature based on in-vehicle environmental parameters, external environmental parameters, and in-vehicle temperature filter value can include: obtaining a first correction coefficient, a second correction coefficient, a third correction coefficient, and a fourth correction coefficient sequentially based on the passenger-side air vent temperature, passenger compartment heat load, passenger-side seating status, and light intensity; wherein, the first correction coefficient represents the correction of the in-vehicle temperature by the passenger-side air vent temperature; the second correction coefficient represents the correction of the in-vehicle temperature by the passenger compartment heat load; the third correction coefficient represents the correction of the in-vehicle temperature by the passenger-side seating status; and the fourth correction coefficient represents the correction of the in-vehicle temperature by the light intensity; and the corrected in-vehicle temperature is obtained by summing the first correction coefficient, the second correction coefficient, the third correction coefficient, the fourth correction coefficient, and the in-vehicle temperature filter value. In other words, the correction for the vehicle interior temperature is divided into four parts: the correction for the interior temperature caused by the air outlet temperature, the correction for the interior temperature caused by the heat load, the correction for the interior temperature caused by sunlight, and the correction for the interior temperature caused by occupants. After calculating the corresponding values ​​for these four corrections based on the front passenger air outlet temperature, the heat load of the passenger compartment, the front passenger's seating status, and the light intensity, the final corrected vehicle interior temperature can be obtained as: Interior Temperature Filter Value + Correction for Interior Temperature Caused by Air Outlet Temperature + Correction for Interior Temperature Caused by Heat Load + Correction for Interior Temperature Caused by Sunlight + Correction for Interior Temperature Caused by Occupants.

[0051] Furthermore, the aforementioned method of obtaining the first, second, third, and fourth correction coefficients based on the passenger-side vent temperature, passenger compartment heat load, passenger-side seating status, and light intensity can include: when the passenger-side vent mode is face-blowing mode, the first correction coefficient is determined to be zero; when the passenger-side vent mode is foot-blowing mode, the first correction coefficient is obtained by consulting the first correction table based on the passenger-side vent temperature and interior temperature sampling values; the second correction coefficient is obtained by consulting the second correction table based on the passenger compartment heat load; when the passenger-side seating status is unoccupied, the third correction coefficient is determined to be zero; when the passenger-side seating status is occupied, the third correction coefficient is obtained by consulting the third correction table based on the interior temperature sampling values; the sunlight-induced interior temperature correction value is obtained by consulting the fourth correction table based on light intensity; the sunlight-induced interior temperature correction factor is obtained by consulting the fifth correction table based on vehicle speed; and the sunlight-induced interior temperature correction value and the sunlight-induced interior temperature correction factor are multiplied together to obtain the fourth correction coefficient.

[0052] In other words, regarding the correction of the air outlet temperature on the interior temperature, if the passenger side air outlet mode is the face blowing mode, the correction is 0. If the passenger side air outlet mode is the foot blowing mode, the correction is made by looking up the table based on the passenger side air outlet temperature and the interior temperature sampling values. This first correction table records the correction of the interior temperature for different operating conditions composed of different passenger side air outlet temperatures and different interior temperature sampling values. Therefore, by looking up the first correction table, the correction of the air outlet temperature on the interior temperature can be obtained.

[0053] The correction for the interior temperature based on heat load is obtained by consulting the second correction table based on the passenger compartment heat load. When the vehicle's air conditioning system heats the passenger compartment, the passenger compartment heat load can be calculated based on the blower airflow, the target air outlet temperature, the actual evaporator temperature, and the heat capacity. When the vehicle's air conditioning system cools the passenger compartment, the passenger compartment heat load can be calculated based on the actual front blower airflow, the front evaporator intake temperature, the target front evaporator temperature, and the heat capacity. This second correction table records the corrections for the interior temperature based on different passenger compartment heat loads; therefore, by consulting the second correction table, the correction for the interior temperature based on the heat load can be obtained.

[0054] Regarding the correction for occupant-induced interior temperature, if no one is detected in the front passenger seat, the correction is 0. If someone is detected in the front passenger seat, the third correction table is consulted based on the interior temperature sampling value. This third correction table records the occupant-induced interior temperature correction under different operating conditions based on the interior temperature sampling values. Therefore, by consulting the third correction table, the occupant-induced interior temperature correction can be obtained.

[0055] The correction for the effect of sunlight on interior temperature can be obtained by multiplying the sunlight-induced interior temperature correction value and the sunlight-induced interior temperature correction factor. The sunlight-induced interior temperature correction value can be obtained by consulting the fourth correction table, which records the corresponding sunlight-induced interior temperature correction values ​​for different light intensities. The sunlight-induced interior temperature correction factor can be obtained by consulting the fifth correction table, which records the sunlight-induced interior temperature correction factors for different vehicle speeds. Therefore, by consulting the fourth and fifth correction tables respectively using light intensity and vehicle speed, the correction for sunlight-induced interior temperature can be obtained.

[0056] The aforementioned first, second, third, fourth, and fifth correction tables can all be obtained during the experimental calibration process by controlling variables. The specific experimental calibration process will not be elaborated here. Furthermore, after obtaining the corrected in-vehicle temperature, a first-order low-pass filter algorithm can be used to process it to obtain a smooth in-vehicle temperature curve.

[0057] In this embodiment, a target temperature sensor is placed in the air intake channel of the vehicle's air conditioning system. By periodically switching the recirculation damper, a single temperature sensor can simultaneously collect both the interior and exterior temperatures. Furthermore, the exterior and interior temperature samples detected by the target temperature sensor are corrected to obtain corrected exterior and interior temperatures. This effectively reduces sensor costs without compromising the accuracy of the temperature values ​​used for actual vehicle temperature control.

[0058] To provide a more detailed explanation of the solution in this application, a specific embodiment is described below:

[0059] This embodiment provides a vehicle air conditioning control scheme. In this scheme, a temperature sensor is placed in the air intake channel of the air conditioning unit, behind the air filter. By periodically switching the recirculation damper, it simultaneously collects the interior and exterior temperatures. Furthermore, the collected interior and exterior temperatures are corrected using parameters from other vehicle sensors and weather forecasts. The workflow of this scheme is as follows: Figure 2 As shown, it includes:

[0060] S201. The circulating damper is driven by a target control strategy.

[0061] The target control strategy is as follows: When the air conditioner is in automatic circulation mode, the circulation damper switches at intervals, sequentially from current position → internal circulation → external circulation → current position, pausing for a first time value t1 at the internal and external circulation points, and for a second time value t2 at the current position, with a total switching cycle of t3; when the air conditioner is in manual internal circulation mode, the circulation damper switches to external circulation at intervals t2, pausing for a fixed time t1 at the external circulation point, with a total switching cycle of t4; when the air conditioner is in manual external circulation mode, the circulation damper switches to internal circulation at intervals t2, pausing for a fixed time t1 at the internal circulation point, with a total switching cycle of t4.

[0062] S202. Obtain the vehicle interior temperature sampling value and the vehicle exterior temperature sampling value;

[0063] S203. Based on the response time of the temperature sensor, extract the outside temperature sampling value from the outside temperature sampling value;

[0064] In this embodiment, the temperature sensor used is an NTC thermistor. Assuming the external temperature is greater than the internal temperature, the circulating damper switches from internal to external circulation. The trend of the sampled value curve is as follows. Figure 3 As shown, by Figure 3 It can be seen that the time required for the NTC to change by 95% ΔT represents the inherent characteristic of the NTC - the response rate. The timing starts when the air circulation damper moves to the full external circulation. This time Tm is fixed. Therefore, the sampling points after Tm can be used as the external temperature sampling values.

[0065] S204. Generate an external temperature sampling value curve based on the external temperature sampling values;

[0066] Among them, the external temperature sampling values ​​can generate, for example, Figure 4 The segmented external temperature curves shown can be directly connected to obtain a continuous external temperature sampling value curve.

[0067] S205. Perform a first-order low-pass filter on the external temperature sampling curve to obtain the filtered external temperature value.

[0068] The algorithm formula for the first-order low-pass filter is as follows:

[0069] Y(n)=αX(n)+(1-α)Y(n-1)

[0070] In the formula, α is the filtering coefficient; X(n) is the current sampled value; Y(n-1) is the previous filtered output value; and Y(n) is the current filtered output value. By inputting the values ​​from the external temperature sampling curve into this algorithm formula, the filtered external temperature value can be obtained.

[0071] S206. Determine the filtered outside temperature value as the corrected outside temperature of the vehicle.

[0072] S207. Based on the response time of the temperature sensor, extract the interior temperature sampling value from the interior temperature sampling value;

[0073] Among them, S203 to S206 mentioned above are the correction process for the outside temperature sampling value, and S207 to S212 are the correction process for the inside temperature sampling value. There is no fixed order between these two correction processes.

[0074] S208. Generate an internal temperature sampling value curve based on the internal temperature sampling values;

[0075] S209. Perform a first-order low-pass filter on the internal temperature sampling curve to obtain the filtered internal temperature value.

[0076] S210. Based on the co-pilot's air outlet temperature, the passenger compartment heat load, the co-pilot's seating status, and the light intensity, the corrections for the interior temperature based on the air outlet temperature, the interior temperature based on the heat load, the interior temperature based on the passenger, and the interior temperature based on sunlight are obtained in sequence.

[0077] Specifically, regarding the correction of the air outlet temperature to the interior temperature, when the passenger-side air outlet mode is face-blowing mode, the correction is 0. When the passenger-side air outlet mode is foot-blowing mode, the correction is obtained by looking up Table 1 based on the passenger-side air outlet temperature and interior temperature sampling values. Table 1 is the lookup table for the correction of the air outlet temperature to the interior temperature, and its contents are as follows:

[0078] Table 1. Lookup table for the correction of internal temperature by outlet air temperature

[0079]

[0080] To correct the interior temperature based on the heat load, the passenger compartment heat load can be calculated first. When the passenger compartment air conditioning is in heating mode, the passenger compartment heat load = blower airflow * (target air conditioning outlet temperature - actual evaporator temperature) * heat capacity; when the air conditioning is in cooling mode, the passenger compartment heat load = actual front blower airflow * (front evaporator inlet temperature - front evaporator target temperature) * heat capacity. Then, the correction for the interior temperature based on the heat load is obtained from Heat Load Lookup Table 2. Table 2 is the lookup table for the correction of the interior temperature based on the heat load, and its contents are shown below:

[0081] Table 2. Lookup table for the correction of internal temperature by heat load

[0082] Heat load -5000 -3000 -1000 1500 3000 5000 Correction 3 1.5 0.5 -0.5 -1.5 3

[0083] Regarding the correction for interior temperature based on occupant temperature, the correction is 0 when no one is detected in the front passenger seat; when someone is detected in the front passenger seat, the correction for interior temperature based on occupant temperature is obtained by looking up the sampled interior temperature values ​​in Table 3. Table 3 is the lookup table for the correction for interior temperature based on occupant temperature, and its contents are shown below:

[0084] Table 3. Lookup table for occupant correction of internal temperature

[0085]

[0086] The correction for the internal temperature caused by sunlight is obtained by multiplying the internal temperature correction value `sunload_influ` and the internal temperature correction factor `sunload_vel_factor`. The internal temperature correction value `sunload_influ` can be obtained by looking up Table 4, which is shown below:

[0087] Table 4. Lookup table for sunlight's correction value for internal temperature

[0088] Light intensity (%) sunload_influ 0 0 50 1 100 2

[0089] The sun load vel factor, which corrects for internal temperature, can be obtained by looking up Table 5. Table 5 is the lookup table for the sun load vel factor, and its contents are shown below:

[0090] Table 5. Lookup table for sunlight's internal temperature correction factor

[0091] Vehicle speed (km / h) sunload_vel_factor 0 1 20 0.875 120 0.75

[0092] S211. Calculate the corrected interior temperature;

[0093] Among them, the corrected interior temperature = interior temperature filter value + correction of interior temperature by air outlet temperature + correction of interior temperature by heat load + correction of interior temperature by occupants + correction of interior temperature by sunlight.

[0094] S212. Perform a first-order low-pass filter on the corrected vehicle interior temperature to obtain a smooth interior temperature curve after filtering.

[0095] S213. Perform real-vehicle temperature control based on the corrected outside and inside vehicle temperatures.

[0096] This embodiment of the solution can reduce one temperature sensor without compromising comfort or changing the control method, thereby achieving the goal of cost reduction.

[0097] Corresponding to the embodiments of the aforementioned methods, this application also provides embodiments of a temperature acquisition device and a terminal for its application:

[0098] like Figure 5 As shown, Figure 5 This is a block diagram of a temperature acquisition device provided in an embodiment of this application. The device includes:

[0099] Control module 51 is used to control the recirculation damper of the vehicle air conditioner to periodically switch between external circulation and internal circulation;

[0100] The acquisition module 52 is used to acquire the outside temperature sample value detected by the target temperature sensor when the recirculation damper switches to external recirculation; and to acquire the inside temperature sample value detected by the target temperature sensor when the recirculation damper switches to internal recirculation; the target temperature sensor is disposed in the air intake channel of the vehicle air conditioner;

[0101] The correction module 53 is used to correct the outside temperature sampling value and the inside temperature sampling value respectively to obtain the corrected outside temperature and the corrected inside temperature.

[0102] The specific implementation process of the functions and roles of each module in the above device can be found in the implementation process of the corresponding steps in the above method, and will not be repeated here.

[0103] This application also provides an electronic device, please refer to [link to application]. Figure 6 , Figure 6 This is a structural block diagram of an electronic device provided in an embodiment of this application. The electronic device may include a processor 610, a communication interface 620, a memory 630, and at least one communication bus 640. The communication bus 640 is used to enable direct communication between these components. In this embodiment, the communication interface 620 of the electronic device is used for signaling or data communication with other node devices. The processor 610 may be an integrated circuit chip with signal processing capabilities.

[0104] The processor 610 described above can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it can also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), an off-the-shelf programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. It can implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of this application. The general-purpose processor can be a microprocessor, or the processor 610 can be any conventional processor.

[0105] The memory 630 may be, but is not limited to, random access memory (RAM), read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), etc. The memory 630 stores computer-readable instructions. When these computer-readable instructions are executed by the processor 610, the electronic device can perform the aforementioned operations. Figure 1 The various steps involved in the method implementation examples.

[0106] Alternatively, the electronic device may also include a storage controller and an input / output unit.

[0107] The memory 630, storage controller, processor 610, peripheral interface, and input / output unit are electrically connected directly or indirectly to achieve data transmission or interaction. For example, these components can be electrically connected to each other through one or more communication buses 640. The processor 610 is used to execute executable modules stored in the memory 630, such as software function modules or computer programs included in electronic devices.

[0108] The input / output unit is used to provide users with the ability to create tasks and to set optional start periods or preset execution times for those tasks, thereby enabling user-server interaction. The input / output unit may be, but is not limited to, a mouse and keyboard.

[0109] Understandable. Figure 6 The structure shown is for illustrative purposes only; the electronic device may also include components that are more advanced than those shown. Figure 6 The more or fewer components shown, or having the same Figure 6 The different configurations shown. Figure 6 The components shown can be implemented using hardware, software, or a combination thereof.

[0110] This application also provides a storage medium storing instructions. When the instructions are run on a computer, the computer program is executed by a processor to implement the method described in the method embodiment. To avoid repetition, the method will not be described again here.

[0111] This application also provides a computer program product that, when run on a computer, causes the computer to perform the method described in the method embodiment.

[0112] In the several embodiments provided in this application, it should be understood that the disclosed apparatus and methods can also be implemented in other ways. The apparatus embodiments described above are merely illustrative. For example, the flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of apparatus, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order than those marked in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram and / or flowchart, and combinations of blocks in block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions.

[0113] In addition, the functional modules in the various embodiments of this application can be integrated together to form an independent part, or each module can exist independently, or two or more modules can be integrated to form an independent part.

[0114] If the aforementioned functions are implemented as software functional modules and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0115] The above description is merely an embodiment of this application and is not intended to limit the scope of protection of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application. It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0116] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0117] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

Claims

1. A temperature acquisition method, characterized in that, include: Control the vehicle's air conditioning recirculation damper to periodically switch between external and internal recirculation; When the recirculation damper switches to external recirculation, the outside temperature sample value detected by the target temperature sensor is acquired; When the recirculation damper switches to internal recirculation, the vehicle interior temperature sampling value detected by the target temperature sensor is acquired; the target temperature sensor is installed in the air intake channel of the vehicle air conditioner. By correcting the outside temperature sampling value and the inside temperature sampling value respectively, the corrected outside temperature and the corrected inside temperature are obtained. The step of correcting the outside temperature sampling value and the inside temperature sampling value to obtain the corrected outside temperature and the corrected inside temperature includes: Based on the response time of the target temperature sensor, the external temperature sampling value is extracted from the external temperature sampling value, and the internal temperature sampling value is extracted from the internal temperature sampling value. Based on the external temperature sampling values, an external temperature sampling value curve is established, and based on the internal temperature sampling values, an internal temperature sampling value curve is established. The external temperature sampling curve and the internal temperature sampling curve are processed by a first-order low-pass filtering algorithm to obtain the external temperature filtered value and the internal temperature filtered value. The corrected outside temperature is determined based on the outside temperature filter value, and the corrected inside temperature is obtained based on the inside environmental parameters, outside environmental parameters, and inside temperature filter value. The in-vehicle environmental parameters include the passenger seat vent temperature, passenger compartment heat load, and passenger seat seating status. The external environmental parameters include light intensity; The process of obtaining the corrected in-vehicle temperature based on in-vehicle environmental parameters, external environmental parameters, and in-vehicle temperature filter value includes: Based on the passenger-side vent temperature, passenger compartment heat load, passenger-side seating status, and light intensity, a first correction coefficient, a second correction coefficient, a third correction coefficient, and a fourth correction coefficient are obtained sequentially. The first correction coefficient represents the correction of the passenger-side vent temperature to the vehicle interior temperature; the second correction coefficient represents the correction of the passenger compartment heat load to the vehicle interior temperature; the third correction coefficient represents the correction of the passenger-side seating status to the vehicle interior temperature; and the fourth correction coefficient represents the correction of the light intensity to the vehicle interior temperature. The corrected vehicle interior temperature is obtained by summing the first correction coefficient, the second correction coefficient, the third correction coefficient, the fourth correction coefficient, and the interior temperature filter value.

2. The method according to claim 1, characterized in that, The control mechanism for periodically switching the recirculation damper of the vehicle's air conditioning system between external and internal recirculation includes: When the vehicle air conditioner is in automatic circulation mode, the air conditioner's circulation damper is controlled to switch in the order of current position, inner circulation, outer circulation, and current position, and stays at the inner and outer circulation positions for a first time value, and at the current position for a second time value. When the vehicle air conditioner is in manual internal circulation mode, the circulation damper is controlled to switch to external circulation once at a second time value interval, and stays at the external circulation point for a first time value. When the vehicle air conditioner is in manual external circulation mode, the circulation damper is controlled to switch to internal circulation once at a second time value interval, and stays in internal circulation for a first time value.

3. The method according to claim 1, characterized in that, The target temperature sensor includes an NTC thermistor; the response time is the time required for the target temperature sensor to reach 95% of its final value after the measured quantity changes by one step.

4. The method according to claim 1, characterized in that, The first, second, third, and fourth correction coefficients are obtained sequentially based on the co-pilot's vent temperature, passenger compartment heat load, co-pilot's seating position, and light intensity, including: When the passenger air vent mode is face blowing mode, the first correction coefficient is set to zero; when the passenger air vent mode is foot blowing mode, the first correction coefficient is obtained by looking up the first correction table based on the passenger air vent temperature and interior temperature sampling values. The second correction factor is obtained by consulting the second correction table based on the crew cabin heat load. When the passenger seat is unoccupied, the third correction coefficient is determined to be zero; when the passenger seat is occupied, the third correction coefficient is obtained by looking up the third correction table based on the internal temperature sampling value. The solar internal temperature correction value is obtained by consulting the fourth correction table based on the light intensity, and the solar internal temperature correction factor is obtained by consulting the fifth correction table based on the vehicle speed. The solar internal temperature correction value and the solar internal temperature correction factor are multiplied to obtain the fourth correction coefficient.

5. A temperature acquisition device, characterized in that, include: The control module is used to control the recirculation damper of the vehicle's air conditioning system to periodically switch between external and internal recirculation. The acquisition module is used to acquire the outside temperature sample value detected by the target temperature sensor when the recirculation damper switches to external recirculation; and to acquire the inside temperature sample value detected by the target temperature sensor when the recirculation damper switches to internal recirculation; the target temperature sensor is disposed in the air intake channel of the vehicle air conditioner; The correction module is used to correct the outside temperature sampling value and the inside temperature sampling value respectively to obtain the corrected outside temperature and the corrected inside temperature. The correction module is specifically used for: extracting external temperature sampling values ​​from the external temperature sampling values ​​and internal temperature sampling values ​​from the internal temperature sampling values ​​based on the response time of the target temperature sensor; establishing an external temperature sampling value curve based on the external temperature sampling values ​​and an internal temperature sampling value curve based on the internal temperature sampling values; processing the external temperature sampling value curve and the internal temperature sampling value curve respectively using a first-order low-pass filtering algorithm to obtain external temperature filtered values ​​and internal temperature filtered values; determining the corrected external temperature based on the external temperature filtered values, and obtaining the corrected internal temperature based on the internal environmental parameters, external environmental parameters, and internal temperature filtered values. The in-vehicle environmental parameters include the passenger seat vent temperature, passenger compartment heat load, and passenger seat seating status. The external environmental parameters include light intensity; The correction module is specifically used to: obtain a first correction coefficient, a second correction coefficient, a third correction coefficient, and a fourth correction coefficient sequentially based on the passenger-side air vent temperature, passenger compartment heat load, passenger-side seating status, and light intensity; wherein, the first correction coefficient represents the correction of the passenger-side air vent temperature to the vehicle interior temperature; the second correction coefficient represents the correction of the passenger compartment heat load to the vehicle interior temperature; the third correction coefficient represents the correction of the passenger-side seating status to the vehicle interior temperature; and the fourth correction coefficient represents the correction of the light intensity to the vehicle interior temperature; and the first correction coefficient, the second correction coefficient, the third correction coefficient, the fourth correction coefficient, and the interior temperature filter value are accumulated to obtain the corrected vehicle interior temperature.

6. A computer-readable storage medium, characterized in that, It stores a computer program thereon, which, when executed by a processor, implements the method as described in any one of claims 1 to 4.

7. An electronic device, characterized in that, It includes a processor, a memory, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the method as described in any one of claims 1 to 4.

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