Vehicle temperature control method, device, equipment and storage medium

Abstract

The application discloses a vehicle temperature control method, device, equipment and storage medium, relates to the technical field of vehicle control, and the method comprises the steps of calculating a target air outlet temperature of a vehicle air conditioner air outlet, controlling a cold and heat source of the vehicle according to the target air outlet temperature; obtaining an actual air outlet temperature of the vehicle air conditioner air outlet, determining a current deviation and a deviation increment corresponding to the air outlet temperature based on the target air outlet temperature and the actual air outlet temperature; determining a proportional adjustment coefficient, an integral adjustment coefficient and a differential adjustment coefficient according to the current deviation and the deviation increment; and controlling the temperature of the vehicle based on the proportional adjustment coefficient, the integral adjustment coefficient and the differential adjustment coefficient. Compared with the traditional vehicle temperature control method, the above-mentioned method does not rely on simply opening and closing the cold source and the heat source of the vehicle by detecting the cold and heat load in the vehicle, thereby improving the temperature stability of the vehicle when the temperature is controlled, and avoiding the problem that the temperature in the vehicle is cold and hot.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle control, in particular to a vehicle temperature control method, device, equipment and storage medium. BACKGROUND

[0002] The existing vehicle temperature control method generally simply detects the cold and heat load in the vehicle to determine whether the cold source and the heat source are turned on or not, and realizes the temperature control of the vehicle according to the determination. The control logic of this temperature control method is relatively simple, which makes the cold source and the heat source of the vehicle frequently and crossly turn on and off, so that the stability of the temperature is poor, and the problem of the temperature in the vehicle being cold and hot alternately is easily caused, thereby greatly affecting the riding comfort of the user. Therefore, there is an urgent need in the industry for a vehicle temperature control method capable of improving the temperature stability. SUMMARY

[0003] The main purpose of the present application is to provide a vehicle temperature control method, device, equipment and storage medium, which aims to solve the technical problem of poor temperature stability of the existing vehicle temperature control method.

[0004] To achieve the above-mentioned purpose, the present application provides a vehicle temperature control method, which comprises the following steps:

[0005] calculating a target air outlet temperature of a vehicle air conditioner air outlet, and controlling the cold and heat sources of the vehicle according to the target air outlet temperature;

[0006] obtaining an actual air outlet temperature of the vehicle air conditioner air outlet, determining a current deviation and a deviation increment corresponding to the air outlet temperature based on the target air outlet temperature and the actual air outlet temperature;

[0007] determining a proportional adjustment coefficient, an integral adjustment coefficient and a differential adjustment coefficient according to the current deviation and the deviation increment;

[0008] controlling the temperature of the vehicle based on the proportional adjustment coefficient, the integral adjustment coefficient and the differential adjustment coefficient.

[0009] In an embodiment, the step of calculating a target air outlet temperature of a vehicle air conditioner air outlet and controlling the cold and heat sources of the vehicle according to the target air outlet temperature comprises:

[0010] calculating the target air outlet temperature of the vehicle air conditioner air outlet according to the set temperature, the indoor temperature, the environment temperature and the sunlight intensity of the vehicle at the current time, wherein the target air outlet temperature comprises a first target air outlet temperature corresponding to the main driver of the vehicle and a second target air outlet temperature corresponding to the co-driver of the vehicle;

[0011] selecting the minimum target air outlet temperature and the maximum target air outlet temperature from the first target air outlet temperature and the second target air outlet temperature;

[0012] controlling the vehicle according to the minimum target air outlet temperature and controlling the vehicle according to the maximum target air outlet temperature.

[0013] In an embodiment, the step of determining the current deviation and the deviation increment of the air outlet temperature based on the target air outlet temperature and the actual air outlet temperature comprises:

[0014] determining the difference between the target air outlet temperature and the actual air outlet temperature as the current deviation of the air outlet temperature, and obtaining a historical deviation of the air outlet temperature at a previous time;

[0015] determining the difference between the current deviation and the historical deviation as the deviation increment of the air outlet temperature.

[0016] In an embodiment, the step of determining the proportional adjustment coefficient, the integral adjustment coefficient and the differential adjustment coefficient based on the current deviation and the deviation increment comprises:

[0017] fuzzifying the current deviation and the deviation increment, and constructing a fuzzy rule table corresponding to the proportional adjustment coefficient increment, the integral adjustment coefficient increment and the differential adjustment coefficient increment based on the fuzzification results;

[0018] determining the proportional adjustment coefficient fuzzy value, the integral adjustment coefficient fuzzy value and the differential adjustment coefficient fuzzy value according to the fuzzy rule table;

[0019] determining the proportional adjustment coefficient, the integral adjustment coefficient and the differential adjustment coefficient based on the proportional adjustment coefficient fuzzy value, the integral adjustment coefficient fuzzy value and the differential adjustment coefficient fuzzy value.

[0020] In an embodiment, the step of controlling the temperature of the vehicle based on the proportional adjustment coefficient, the integral adjustment coefficient and the differential adjustment coefficient comprises:

[0021] calculating the temperature damper position of the vehicle at a next time according to the proportional adjustment coefficient, the integral adjustment coefficient and the differential adjustment coefficient;

[0022] controlling the temperature of the vehicle based on the temperature damper position at the next time.

[0023] In an embodiment, the vehicle temperature control method further comprises:

[0024] obtaining the engine water temperature of the vehicle, and determining the output mode of the thermal management system in the vehicle according to the engine water temperature;

[0025] determining whether to increase a thermal management request engine reheat strategy based on an output mode of the thermal management system, the thermal management request engine reheat strategy being used to control starting or stopping of an engine in the vehicle.

[0026] In addition, to achieve the above object, the present application further provides a vehicle temperature control device, which comprises:

[0027] a cold and heat source control module configured to calculate a target air outlet temperature of an air outlet of a vehicle air conditioner and control a cold and heat source of the vehicle according to the target air outlet temperature;

[0028] a deviation calculation module configured to obtain an actual air outlet temperature of the air outlet of the vehicle air conditioner and determine a current deviation and a deviation increment corresponding to the air outlet temperature based on the target air outlet temperature and the actual air outlet temperature;

[0029] a coefficient determination module configured to determine a proportional adjustment coefficient, an integral adjustment coefficient and a differential adjustment coefficient according to the current deviation and the deviation increment;

[0030] a temperature control module configured to control a temperature of the vehicle based on the proportional adjustment coefficient, the integral adjustment coefficient and the differential adjustment coefficient.

[0031] In addition, to achieve the above object, the present application further provides a vehicle temperature control device, which comprises: a memory, a processor and a vehicle temperature control program stored in the memory and executable on the processor, the vehicle temperature control program being configured to implement the steps of the vehicle temperature control method as described above.

[0032] In addition, to achieve the above object, the present application further provides a storage medium, which is a computer readable storage medium, and the storage medium stores a vehicle temperature control program, the vehicle temperature control program being executable on a processor to implement the steps of the vehicle temperature control method as described above.

[0033] In addition, to achieve the above object, the present application further provides a computer program product, which comprises a vehicle temperature control program, the vehicle temperature control program being executable on a processor to implement the steps of the vehicle temperature control method as described above.

[0034] The application calculates a target air outlet temperature of a vehicle air conditioner air outlet, controls a cold and heat source of the vehicle according to the target air outlet temperature, acquires an actual air outlet temperature of the vehicle air conditioner air outlet, determines a current deviation and a deviation increment corresponding to the air outlet temperature based on the target air outlet temperature and the actual air outlet temperature, determines a proportional adjustment coefficient, an integral adjustment coefficient and a differential adjustment coefficient according to the current deviation and the deviation increment, and controls the temperature of the vehicle based on the proportional adjustment coefficient, the integral adjustment coefficient and the differential adjustment coefficient. After the cold and heat source of the vehicle is controlled according to the target air outlet temperature of the vehicle air conditioner air outlet, the proportional adjustment coefficient, the integral adjustment coefficient and the differential adjustment coefficient are determined based on the current deviation and the deviation increment corresponding to the air outlet temperature obtained based on the target air outlet temperature and the actual air outlet temperature, and finally the temperature of the vehicle is controlled according to the proportional adjustment coefficient, the integral adjustment coefficient and the differential adjustment coefficient. Compared with the traditional vehicle temperature control method, the above method of the application does not rely on the simple opening and closing of the cold source and the heat source of the vehicle by detecting the cold and heat load in the vehicle, thereby improving the temperature stability of the vehicle when the temperature is controlled and avoiding the problem of cold and hot in the vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0035] Figure 1 A structural schematic diagram of a vehicle temperature control device related to a hardware running environment of an embodiment scheme of the application;

[0036] Figure 2 A flow schematic diagram of a first embodiment of a vehicle temperature control method of the application;

[0037] Figure 3 A heat management system loop schematic diagram of a vehicle temperature control method of the application;

[0038] Figure 4 A flow schematic diagram of a second embodiment of a vehicle temperature control method of the application;

[0039] Figure 5 A flow schematic diagram of a third embodiment of a vehicle temperature control method of the application;

[0040] Figure 6 A fuzzy rule representation intention corresponding to a proportional adjustment coefficient increment in a vehicle temperature control method of the application;

[0041] Figure 7 A fuzzy rule representation intention corresponding to an integral adjustment coefficient increment in a vehicle temperature control method of the application;

[0042] Figure 8 A fuzzy rule representation intention corresponding to a differential adjustment coefficient increment in a vehicle temperature control method of the application;

[0043] Figure 9A structural block diagram of a first embodiment of a vehicle temperature control device of the present application.

[0044] The implementation, functional features and advantages of the present application will be further described with reference to the embodiments and the accompanying drawings. DETAILED DESCRIPTION

[0045] It should be understood that the specific embodiments described herein merely exemplify the present application and do not limit the present application.

[0046] Reference Figure 1 , Figure 1 A structural schematic diagram of a vehicle temperature control device related to a hardware running environment of an embodiment of the present application.

[0047] As Figure 1 shown, the vehicle temperature control device can include a processor 1001, such as a central processing unit (CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. The communication bus 1002 is used to realize the connection and communication between these components. The user interface 1003 can include a display, an input unit such as a keyboard, and can also include a standard wired interface, a wireless interface. The network interface 1004 can optionally include a standard wired interface, a wireless interface (such as a wireless fidelity (Wi-Fi) interface). The memory 1005 can be a high-speed random access memory (RAM), and can also be a stable non-volatile memory (NVM), such as a disk memory. The memory 1005 can also be a storage device independent of the aforementioned processor 1001.

[0048] Those skilled in the art can understand that Figure 1 the structure shown in the foregoing embodiments does not constitute a limitation on the vehicle temperature control device, and can include more or fewer components than those shown, or combine certain components, or different component arrangements.

[0049] As Figure 1 shown, the memory 1005 as a storage medium can include an operating system, a network communication module, a user interface module, and a vehicle temperature control program.

[0050] In Figure 1The vehicle temperature control device shown in the embodiment of the present application comprises a network interface 1004, a user interface 1003, a processor 1001 and a memory 1005. The network interface 1004 is mainly used for data communication with a network server; the user interface 1003 is mainly used for data interaction with a user; the processor 1001 and the memory 1005 in the vehicle temperature control device of the present application can be arranged in the vehicle temperature control device, and the vehicle temperature control program stored in the memory 1005 is called by the processor 1001 to execute the vehicle temperature control method provided by the embodiment of the present application.

[0051] The embodiment of the present application provides a vehicle temperature control method. Figure 2 , The embodiment of the present application provides a vehicle temperature control method. Figure 2 The embodiment of the present application provides a vehicle temperature control method.

[0052] In the embodiment, the vehicle temperature control method comprises the following steps.

[0053] Step S10: calculating a target air outlet temperature of a vehicle air conditioner air outlet, and controlling a cold heat source of the vehicle according to the target air outlet temperature.

[0054] It should be noted that the execution subject of the method in the embodiment can be a terminal device with data calculation, data processing and program running functions, such as a smart vehicle machine, a computer, etc., or an electronic device with the same or similar functions, such as the vehicle temperature control device described above. The vehicle temperature control device is taken as an example to describe the embodiment and the following embodiments.

[0055] It can be understood that the vehicle can be a hybrid vehicle, i.e., a vehicle whose driving system is composed of two or more single driving systems that can operate simultaneously.

[0056] It should be understood that the target air outlet temperature of the vehicle air conditioner air outlet can be obtained based on the set temperature of the user. The set temperature can be a custom temperature set by the user manually or by voice on the temperature control interface of the vehicle. In particular, when the user does not set the custom temperature, the set temperature can also be a default temperature set by the vehicle temperature control device according to the current environment temperature, and the default temperature is determined as the set temperature after the user agrees.

[0057] Step S20: obtaining an actual air outlet temperature of the vehicle air conditioner air outlet, and determining a current deviation and a deviation increment corresponding to the air outlet temperature based on the target air outlet temperature and the actual air outlet temperature.

[0058] It should be noted that the actual air outlet temperature can be the temperature corresponding to the vehicle air conditioner air outlet after the cold heat source of the vehicle is controlled according to the target air outlet temperature.

[0059] It should be understood that the above current deviation can refer to a temperature difference between the target air outlet temperature and the actual air outlet temperature, and the above deviation increment can refer to an increment of the temperature difference between the target air outlet temperature and the actual air outlet temperature at the previous moment and the temperature difference between the target air outlet temperature and the actual air outlet temperature at the current moment.

[0060] Step S30: determining a proportional adjustment coefficient, an integral adjustment coefficient and a differential adjustment coefficient according to the current deviation and the deviation increment.

[0061] It should be noted that the above proportional adjustment coefficient, integral adjustment coefficient and differential adjustment coefficient can be represented by Kp, Ki and Kd respectively, which together constitute the control parameters in the fuzzy PID control process. Among them, Kp can quickly respond to the error of the system, improve the accuracy and sensitivity of the system, and when the error of the system is large, Kp will play a large adjustment role, so that the system can quickly approach the target value; Ki is mainly used to eliminate the residual influence caused by the error accumulation of the system, and to realize a more stable control process. It accumulates error information by integrating the error, and adjusts the control quantity according to this accumulation, so as to eliminate static error; Kd improves the dynamic performance of the system by predicting the change of error, and improves the instantaneous response and stability of the system. It adjusts the control quantity according to the rate of change of error, so as to suppress the oscillation and overshoot of the system.

[0062] It should be understood that after obtaining the above current deviation and deviation increment, the proportional adjustment coefficient Kp, the integral adjustment coefficient Ki and the differential adjustment coefficient Kd can be determined based on the following rules: when the current deviation is large, in order to quickly correct the deviation, Kp should take a large value, which can speed up the response speed of the system and make the system approach the target value faster; when the current deviation is small, in order to reduce the overshoot and oscillation of the system, Kp should be appropriately reduced, which can ensure that the system is more stable when approaching the target value; when the current deviation is large, in order to eliminate the deviation as soon as possible, Ki can be temporarily taken as a small value or zero, so as to avoid the overshoot and oscillation of the system caused by the integral action; when the current deviation is small, Ki should be appropriately increased to strengthen the integral action, so as to eliminate the steady-state error; when the deviation increment is large, in order to reduce the overshoot and oscillation of the system, Kd should take a large value, which can reduce the control quantity in advance and make the system approach the target value more stably; when the deviation increment is small, Kd can be appropriately reduced, because the system has already approached the target value at this time, and the differential action should not be too strong to avoid unnecessary fluctuations.

[0063] Step S40: temperature control of the vehicle based on the proportional adjustment coefficient, the integral adjustment coefficient and the differential adjustment coefficient.

[0064] In practical implementation, PID control can be applied to the vehicle's thermal management system based on the aforementioned proportional, integral, and derivative control coefficients to achieve vehicle temperature control. (Refer to...) Figure 3 , Figure 3 This is a schematic diagram of the thermal management system loop for the vehicle temperature control method of this application. Figure 3 In this diagram, LT RAD represents the motor circuit heat exchanger, CON represents the refrigerant circuit heat exchanger, HT RAD represents the engine circuit heat exchanger, FAN represents the fan, Tank1 represents the motor circuit water tank, Punp_M represents the motor water pump, MCU represents the motor controller, Engine represents the engine, E_Pump represents the heater water pump, Tank2 represents the heater circuit water tank, F-HVAC represents the air conditioning unit, EVAP represents the evaporator, Heat Core represents the heater core, APTC represents the air resistor, ETXV represents the passenger compartment electronic expansion valve, EXV_Chiller represents the battery-side electronic expansion valve, Battery represents the battery pack, PT1 represents the battery outlet temperature and pressure sensor, T represents the air outlet temperature sensor, Tc represents the heater core temperature sensor, T1 represents the motor outlet water temperature sensor, P1 represents the outdoor heat exchanger outlet pressure sensor, TMM represents the engine thermal management module, COMP represents the compressor, and IHX represents the intermediate heat exchanger.

[0065] This embodiment calculates the target air outlet temperature of the vehicle's air conditioning vents and controls the vehicle's heat source based on the target air outlet temperature. It then obtains the actual air outlet temperature of the vehicle's air conditioning vents and determines the current deviation and deviation increment corresponding to the air outlet temperature based on the target air outlet temperature and the actual air outlet temperature. Finally, it determines the proportional adjustment coefficient, integral adjustment coefficient, and derivative adjustment coefficient based on the current deviation and deviation increment. The embodiment then controls the vehicle's temperature based on these coefficients. In this embodiment, after controlling the vehicle's heat source based on the target air outlet temperature, it determines the proportional adjustment coefficient, integral adjustment coefficient, and derivative adjustment coefficient based on the current deviation and deviation increment corresponding to the air outlet temperature obtained from the target air outlet temperature and the actual air outlet temperature. Finally, it controls the vehicle's temperature based on these coefficients. Compared to traditional vehicle temperature control methods, this method does not rely on simply detecting the vehicle's internal heat load to open and close the vehicle's heat source and cold source, thereby improving the temperature stability of the vehicle during temperature control and avoiding sudden temperature fluctuations inside the vehicle.

[0066] refer to Figure 4 , Figure 4 This is a flowchart illustrating the second embodiment of the vehicle temperature control method of this application.

[0067] In an implementable embodiment, the step S10 can comprise:

[0068] Step S101: calculating target air outlet temperatures of the vehicle air conditioner air outlet according to the set temperature, the indoor temperature, the ambient temperature and the sunlight intensity of the vehicle at the current time, the target air outlet temperatures comprising a first target air outlet temperature corresponding to the main driver of the vehicle and a second target air outlet temperature corresponding to the co-driver of the vehicle.

[0069] In a specific implementation, after obtaining the set temperature, the indoor temperature, the ambient temperature and the sunlight intensity of the vehicle at the current time, the target air outlet temperatures of the vehicle air conditioner air outlet can be calculated based on the following formula: TempTarget=A*TempSet+B*TempAmb+C*Q+D*(TempSet-TempIncar)+E. Wherein, TempTarget represents the target air outlet temperature, TempSet represents the set temperature, TempAmb represents the ambient temperature, TempIncar represents the indoor temperature, Q represents the sunlight intensity, A, B, C, D and E are all calibration coefficients, A, B, C and D change with the change of the ambient temperature. In particular, the calibration values of A, B, C and D can be obtained by test calibration, A and B can be calibrated based on the ambient temperature and the set temperature of the vehicle during the test, C can be calibrated based on the ambient temperature and the irradiance of the vehicle during the test, and D can be calibrated based on the difference between the set temperature and the indoor temperature of the vehicle during the test.

[0070] Step S102: selecting the minimum target air outlet temperature and the maximum target air outlet temperature from the first target air outlet temperature and the second target air outlet temperature.

[0071] In a specific implementation, the target air outlet temperature of the main driver of the vehicle and the target air outlet temperature of the co-driver of the vehicle can be compared, the party with the minimum temperature value is selected as the minimum target air outlet temperature, and the party with the maximum temperature value is selected as the maximum target air outlet temperature.

[0072] Step S103: controlling the cold source of the vehicle according to the minimum target air outlet temperature and controlling the heat source of the vehicle according to the maximum target air outlet temperature.

[0073] In a specific implementation, assuming that the minimum target air outlet temperature is Tmin, Tmin-3℃ can be taken as the lower limit and Tmin+3℃ can be taken as the upper limit. When the outdoor temperature is greater than Tmin+3, the cold source in the vehicle is turned on; when the outdoor temperature is less than Tmin-3, the cold source is turned off; when Tmin-3 is less than the outdoor temperature and Tmin+3, the last value (i.e. turned on or turned off) is output, and the default is turned off.

[0074] Similarly, assuming the maximum target air outlet temperature is Tmax, Tmax-3℃ can be taken as the lower limit and Tmax+3℃ can be taken as the upper limit. When the outdoor temperature > Tmax+3, the heat source in the vehicle is turned off; when the outdoor temperature < Tmax-3℃, the heat source is turned on; when Tmax-3 < outdoor temperature < Tmax+3, the last value (i.e. on or off) is output, and the default is off.

[0075] In a possible implementation, the step S20 can include:

[0076] Step S201: determining the difference between the target air outlet temperature and the actual air outlet temperature as a current deviation corresponding to the air outlet temperature, and obtaining a historical deviation corresponding to the air outlet temperature at the last time.

[0077] Step S202: taking the difference between the current deviation and the historical deviation as a deviation increment corresponding to the air outlet temperature.

[0078] In a specific implementation, assuming that the target air outlet temperature and the actual air outlet temperature at the kth time are represented by r(k) and y(k) respectively, the current deviation e(k) corresponding to the air outlet temperature of the vehicle can be represented as e(k) = r(k) - y(k), the historical deviation corresponding to the air outlet temperature at the last time can be represented as e(k-1), and the deviation increment ec(k) corresponding to the air outlet temperature of the vehicle can be represented as ec(k) = e(k) - e(k-1).

[0079] The embodiment calculates the target air outlet temperature of the air outlet of the vehicle air conditioner according to the set temperature, the indoor temperature, the environmental temperature and the sunlight intensity of the vehicle at the current time, the target air outlet temperature including a first target air outlet temperature corresponding to the main driver of the vehicle and a second target air outlet temperature corresponding to the co-driver of the vehicle; selecting the minimum target air outlet temperature and the maximum target air outlet temperature from the first target air outlet temperature and the second target air outlet temperature; controlling the cold source of the vehicle according to the minimum target air outlet temperature and controlling the heat source of the vehicle according to the maximum target air outlet temperature; determining the difference between the target air outlet temperature and the actual air outlet temperature as a current deviation corresponding to the air outlet temperature, and obtaining a historical deviation corresponding to the air outlet temperature at the last time; taking the difference between the current deviation and the historical deviation as a deviation increment corresponding to the air outlet temperature. Compared with the traditional vehicle temperature control method, the above method of the embodiment calculates the target air outlet temperature of the air outlet of the vehicle air conditioner according to the set temperature, the indoor temperature, the environmental temperature and the sunlight intensity of the vehicle, and then controls the cold source and the heat source of the vehicle according to the minimum target air outlet temperature and the maximum target air outlet temperature in the main driver and the co-driver, so that the control of the cold source and the heat source of the vehicle in the embodiment is more in line with the actual vehicle scene, thereby realizing more precise vehicle temperature control.

[0080] ReferenceFigure 5 , Figure 5 Flow chart of the third embodiment of the vehicle temperature control method.

[0081] In one possible implementation, the step S30 can include:

[0082] Step S301: Fuzzifying the current error and the error increment, and constructing a fuzzy rule table corresponding to the proportional adjustment coefficient increment, the integral adjustment coefficient increment and the differential adjustment coefficient increment based on the fuzzification result.

[0083] Step S302: Determining the proportional adjustment coefficient fuzzy value, the integral adjustment coefficient fuzzy value and the differential adjustment coefficient fuzzy value according to the fuzzy rule table.

[0084] Step S303: Determining the proportional adjustment coefficient, the integral adjustment coefficient and the differential adjustment coefficient based on the proportional adjustment coefficient fuzzy value, the integral adjustment coefficient fuzzy value and the differential adjustment coefficient fuzzy value.

[0085] In a specific implementation, first, the fuzzy subsets of the current error e and the error increment ec need to be determined. For the PID control, 7 linguistic variables, i.e., negative big [NB], negative medium [NM], negative small [NS], zero [ZO], positive small [PS], positive medium [PM] and positive big [PB], can be selected to express the fuzzy subsets with sufficient precision. Therefore, the fuzzy subsets of e and ec are both defined as {NB, NM, NS, ZO, PS, PM, PB} in this embodiment. In particular, the fuzzy rule table corresponding to the proportional adjustment coefficient increment can refer to Table 1. Figure 6 , Figure 6 The flow chart of the fuzzy rule table corresponding to the proportional adjustment coefficient increment in the vehicle temperature control method. △ Kp represents the proportional adjustment coefficient increment, E represents the current error, and EC represents the error increment; the fuzzy rule table corresponding to the integral adjustment coefficient increment can refer to Table 2. Figure 7 , Figure 7 The flow chart of the fuzzy rule table corresponding to the integral adjustment coefficient increment in the vehicle temperature control method. △ Ki represents the integral adjustment coefficient increment, E represents the current error, and EC represents the error increment; the fuzzy rule table corresponding to the differential adjustment coefficient increment can refer to Table 3. Figure 8 , Figure 8 The flow chart of the fuzzy rule table corresponding to the differential adjustment coefficient increment in the vehicle temperature control method. △Ki represents a differential adjustment coefficient increment, E represents a current deviation, and EC represents a deviation increment. Finally, after obtaining the fuzzy value of the proportional adjustment coefficient, the fuzzy value of the integral adjustment coefficient, and the fuzzy value of the differential adjustment coefficient, the fuzzy values can be respectively de-fuzzied to obtain the proportional adjustment coefficient, the integral adjustment coefficient, and the differential adjustment coefficient.

[0086] In a possible implementation, the step S40 can include:

[0087] Step S401: calculating the temperature damper position of the vehicle at the next time according to the proportional adjustment coefficient, the integral adjustment coefficient, and the differential adjustment coefficient.

[0088] In a specific implementation, the temperature damper position of the vehicle at the next time can be calculated based on the following formula: TempPos=ΔTempPos+TempPos_M, ΔTempPos=Kp(ΔT_(k)-ΔT_(k-1))+Ki*ΔT_(k)+Kd. Wherein, TempPos represents the temperature damper position at the next time, ΔTempPos represents the damper change amount, TempPos_M represents the damper position at the current time, ΔT_(k) represents the difference between the outlet set temperature and the actual outlet temperature at the current time, ΔT_(k-1) represents the difference between the set temperature and the actual temperature at the previous time, Kp represents the proportional adjustment coefficient, Ki represents the integral adjustment coefficient, and Kd represents the differential adjustment coefficient.

[0089] Step S402: performing temperature control on the vehicle based on the temperature damper position at the next time.

[0090] It should be understood that the control of the temperature damper can be realized by a servo motor, and the specific steps are as follows: first, performing an initialization task, including motor initialization (configuring a timer to output a pulse to control the motor), encoder initialization (configuring a timer to read the counting value of the encoder), timer initialization (configuring a basic timer to generate a timing interrupt to perform PID operation), and PID parameter initialization (configuring target value, actual value, error, integral term, proportional gain, integral gain, and differential gain related parameters); then setting the target value (i.e., the temperature damper position of the vehicle at the next time) and enabling the motor, so that the motor rotates and the encoder counts feedback; finally, performing PID operation again according to the feedback result to limit the duty cycle of the motor, until the actual position of the temperature damper reaches the temperature damper position at the next time.

[0091] In a possible implementation, the vehicle temperature control method can further include:

[0092] Step S1: Obtain the engine water temperature of the vehicle, and determine the output mode of the thermal management system in the vehicle according to the engine water temperature.

[0093] In a specific implementation, when the passenger cabin request is a heating mode and the engine water temperature is greater than the outlet target temperature by at least 20℃, it can be determined that the output mode of the thermal management system in the vehicle is passenger cabin engine heating; when the engine water temperature is greater than 60℃, it can be determined that the output mode of the thermal management system in the vehicle is passenger cabin engine and PTC (Positive Temperature Coefficient) mixed heating; if none of the above conditions is met, it can be determined that the output mode of the thermal management system in the vehicle is passenger cabin PTC alone heating.

[0094] Step S2: Determine whether to increase the thermal management request engine heat supplement strategy according to the output mode of the thermal management system, the thermal management request engine heat supplement strategy being used to control the start or shutdown of the engine in the vehicle.

[0095] In a specific implementation, in order to improve the passenger cabin temperature rise rate, the thermal management request engine heat supplement strategy is increased: when the thermal management output mode is passenger cabin PTC alone heating and the PTC outlet water temperature is less than the warm core target water temperature by 10℃ for 3 minutes, an engine start request can be output to the thermal management system; when the thermal management output mode is passenger cabin engine heating / passenger cabin engine and PTC mixed heating and the warm core target water temperature is less than 60 degrees for 2 minutes, no engine start request can be output to the thermal management system. When the thermal management output mode is passenger cabin PTC alone heating, the PTC target power is calculated according to the following control: the control object is the actual outlet temperature, the control target is the target outlet temperature, the control accuracy is 0-1℃, and the PID parameter calculation period is 1000ms. When the thermal management output mode is passenger cabin engine and PTC mixed heating, it is necessary to first determine the air conditioner cold and warm mixed damper position (the mixed damper position of 0% indicates full cold and 100% indicates full heat), when the mixed damper position is greater than or equal to 98%, PTC enabled = 1, and the PTC target power is calculated according to the following control: the control object is the actual outlet temperature, the control target is the target outlet temperature, the control accuracy is 0-1℃, and the PID parameter calculation period is 1000ms. When the mixed damper position is less than or equal to 95%, PTC enabled = 0, and the PTC target power = 0.

[0096] The embodiment determines the proportional adjustment coefficient fuzzy value, the integral adjustment coefficient fuzzy value and the differential adjustment coefficient fuzzy value based on the proportional adjustment coefficient fuzzy value, the integral adjustment coefficient fuzzy value and the differential adjustment coefficient fuzzy value, calculates the temperature damper position of the vehicle at the next time according to the proportional adjustment coefficient, the integral adjustment coefficient and the differential adjustment coefficient, performs temperature control on the vehicle based on the temperature damper position at the next time, obtains the engine water temperature of the vehicle, and determines the output mode of the thermal management system in the vehicle according to the engine water temperature; and determines whether to increase the thermal management request engine heat compensation strategy according to the output mode of the thermal management system, the thermal management request engine heat compensation strategy being used for controlling the start or shutdown of the engine in the vehicle. Compared with the traditional vehicle temperature control method, the above method of the embodiment determines the proportional adjustment coefficient, the integral adjustment coefficient and the differential adjustment coefficient according to the fuzzy results of the current deviation and the deviation increment, so that the rapid adjustment of the PID control parameters related to the vehicle temperature control is realized; and the start or shutdown of the engine in the vehicle is controlled by increasing the thermal management request engine heat compensation strategy, so that the response time and the control precision of the temperature control are further improved.

[0097] In addition, the embodiment of the application further provides a storage medium, and the storage medium stores a vehicle temperature control program. When the vehicle temperature control program is executed by a processor, the steps of the vehicle temperature control method described above are implemented.

[0098] Reference Figure 9 , Figure 9 FIG. 1 is a structural block diagram of a vehicle temperature control device according to a first embodiment of the application.

[0099] As shown in FIG. 1, the vehicle temperature control device according to the first embodiment of the application comprises: Figure 9

[0100] The cold and heat source control module 901 is configured to calculate a target outlet air temperature of an air outlet of a vehicle air conditioner, and perform cold and heat source control on the vehicle according to the target outlet air temperature.

[0101] The deviation calculation module 902 is configured to obtain an actual outlet air temperature of the air outlet of the vehicle air conditioner, and determine a current deviation and a deviation increment corresponding to the outlet air temperature based on the target outlet air temperature and the actual outlet air temperature.

[0102] The coefficient determination module 903 is configured to determine a proportional adjustment coefficient, an integral adjustment coefficient and a differential adjustment coefficient according to the current deviation and the deviation increment.​

[0103] a temperature control module 904, configured to perform temperature control on the vehicle based on the proportional adjustment coefficient, the integral adjustment coefficient and the differential adjustment coefficient.

[0104] The embodiment calculates a target air outlet temperature of a vehicle air conditioner air outlet, performs cold and heat source control on the vehicle according to the target air outlet temperature, acquires an actual air outlet temperature of the vehicle air conditioner air outlet, determines a current deviation and a deviation increment corresponding to the air outlet temperature based on the target air outlet temperature and the actual air outlet temperature, determines a proportional adjustment coefficient, an integral adjustment coefficient and a differential adjustment coefficient according to the current deviation and the deviation increment, and performs temperature control on the vehicle based on the proportional adjustment coefficient, the integral adjustment coefficient and the differential adjustment coefficient. After the cold and heat source control on the vehicle is performed according to the target air outlet temperature of the vehicle air conditioner air outlet, the proportional adjustment coefficient, the integral adjustment coefficient and the differential adjustment coefficient are determined based on the current deviation and the deviation increment corresponding to the air outlet temperature obtained based on the target air outlet temperature and the actual air outlet temperature, and finally the temperature control on the vehicle is performed according to the proportional adjustment coefficient, the integral adjustment coefficient and the differential adjustment coefficient. Compared with the traditional vehicle temperature control method, the above method of the application does not rely on the simple opening and closing of the cold source and the heat source of the vehicle by detecting the cold and heat load in the vehicle, thereby improving the temperature stability of the vehicle when the temperature control is performed and avoiding the problem of cold and hot in the vehicle.

[0105] Based on the first embodiment of the vehicle temperature control device of the application, the second embodiment of the vehicle temperature control device of the application is proposed.

[0106] In the embodiment, the cold and heat source control module 901 is further configured to calculate a target air outlet temperature of a vehicle air conditioner air outlet according to a set temperature, an indoor temperature, an environment temperature and a sunlight intensity of the vehicle at a current time, the target air outlet temperature including a first target air outlet temperature corresponding to a main driver of the vehicle and a second target air outlet temperature corresponding to a co-driver of the vehicle, select a minimum target air outlet temperature and a maximum target air outlet temperature from the first target air outlet temperature and the second target air outlet temperature, perform cold source control on the vehicle according to the minimum target air outlet temperature, and perform heat source control on the vehicle according to the maximum target air outlet temperature.

[0107] Further, the deviation calculation module 902 is further configured to determine a difference between the target air outlet temperature and the actual air outlet temperature as a current deviation corresponding to the air outlet temperature, acquire a historical deviation corresponding to the air outlet temperature at a previous time, and determine a difference between the current deviation and the historical deviation as a deviation increment corresponding to the air outlet temperature.

[0108] Further, the coefficient determination module 903 is further configured to fuzz the current deviation and the deviation increment, and construct a fuzzy rule table corresponding to the proportional adjustment coefficient increment, the integral adjustment coefficient increment and the differential adjustment coefficient increment based on the fuzzing result; determine the proportional adjustment coefficient fuzzy value, the integral adjustment coefficient fuzzy value and the differential adjustment coefficient fuzzy value according to the fuzzy rule table; and determine the proportional adjustment coefficient, the integral adjustment coefficient and the differential adjustment coefficient based on the proportional adjustment coefficient fuzzy value, the integral adjustment coefficient fuzzy value and the differential adjustment coefficient fuzzy value.

[0109] Further, the temperature control module 904 is further configured to calculate the temperature damper position of the vehicle at the next time according to the proportional adjustment coefficient, the integral adjustment coefficient and the differential adjustment coefficient; and perform temperature control on the vehicle based on the temperature damper position at the next time.

[0110] Further, the temperature control module 904 is further configured to acquire the engine water temperature of the vehicle, and determine the output mode of the thermal management system in the vehicle according to the engine water temperature; and determine whether to increase the thermal management request engine heat compensation strategy according to the output mode of the thermal management system, the thermal management request engine heat compensation strategy being used to control the start or shutdown of the engine in the vehicle.

[0111] Other embodiments or specific implementations of the vehicle temperature control device provided in the present application can refer to the above-mentioned method embodiments, and will not be described here again.

[0112] It should be noted that in this document, the terms "comprising", "containing" or any other variant thereof are intended to cover non-exclusive inclusion, so that a process, method, article or system including a series of elements not only includes those elements, but also includes other elements not explicitly listed or inherent to such a process, method, article or system. Without more limitations, the element defined by the statement "comprising a" does not exclude the presence of other identical elements in the process, method, article or system including the element.

[0113] The above-mentioned serial numbers of the embodiments of the present application are only for description, and do not represent the advantages and disadvantages of the embodiments.

[0114] Those skilled in the art can clearly understand the above-mentioned embodiment method can be realized by means of software and the necessary general hardware platform, of course, can also be through hardware, but in many cases the former is a better embodiment. Based on such understanding, the technical solutions of the present application essentially or say the part of the prior art contribution can be embodied in the form of software products, the computer software product is stored in a storage medium (such as read-only memory / random access memory, magnetic disk, optical disk), including a number of instructions to make a terminal device (may be a mobile phone, computer, server, or network equipment, etc.) executes the method described in various embodiments of the present application.

[0115] The above is only the preferred embodiment of the present application, not therefore limit the patent scope of the present application, any equivalent structure or equivalent process transformation using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A vehicle temperature control method characterized by, The method comprises the following steps: calculating a target air outlet temperature of a vehicle air conditioner air outlet, and controlling a cold and heat source of the vehicle according to the target air outlet temperature; obtaining an actual air outlet temperature of the vehicle air conditioner air outlet, and determining a current deviation and a deviation increment corresponding to the air outlet temperature based on the target air outlet temperature and the actual air outlet temperature; determining a proportional adjustment coefficient, an integral adjustment coefficient and a differential adjustment coefficient according to the current deviation and the deviation increment; controlling the temperature of the vehicle based on the proportional adjustment coefficient, the integral adjustment coefficient and the differential adjustment coefficient; The step of calculating a target air outlet temperature of a vehicle air conditioner air outlet and controlling a cold and heat source of the vehicle according to the target air outlet temperature comprises: calculating a target air outlet temperature of a vehicle air conditioner air outlet according to the set temperature, the indoor temperature, the ambient temperature and the sunlight intensity of the vehicle at the current time, wherein the target air outlet temperature comprises a first target air outlet temperature corresponding to the main driver of the vehicle and a second target air outlet temperature corresponding to the co-driver of the vehicle; selecting a minimum target air outlet temperature and a maximum target air outlet temperature from the first target air outlet temperature and the second target air outlet temperature; controlling the cold source of the vehicle according to the minimum target air outlet temperature and controlling the heat source of the vehicle according to the maximum target air outlet temperature.

2. The vehicle temperature control method of claim 1, wherein The step of determining a current deviation and a deviation increment corresponding to the air outlet temperature based on the target air outlet temperature and the actual air outlet temperature comprises: determining the difference between the target air outlet temperature and the actual air outlet temperature as the current deviation corresponding to the air outlet temperature, and obtaining a historical deviation corresponding to the air outlet temperature at the previous time; determining the difference between the current deviation and the historical deviation as the deviation increment corresponding to the air outlet temperature.

3. The vehicle temperature control method of claim 1, wherein, The step of determining a proportional adjustment coefficient, an integral adjustment coefficient and a differential adjustment coefficient according to the current deviation and the deviation increment comprises: fuzzifying the current deviation and the deviation increment, and constructing a fuzzy rule table corresponding to the proportional adjustment coefficient increment, the integral adjustment coefficient increment and the differential adjustment coefficient increment based on the fuzzification result; determining the proportional adjustment coefficient fuzzy value, the integral adjustment coefficient fuzzy value and the differential adjustment coefficient fuzzy value according to the fuzzy rule table; determining the proportional adjustment coefficient, the integral adjustment coefficient and the differential adjustment coefficient based on the proportional adjustment coefficient fuzzy value, the integral adjustment coefficient fuzzy value and the differential adjustment coefficient fuzzy value.

4. The vehicle temperature control method of claim 1, wherein, The step of controlling the temperature of the vehicle based on the proportional adjustment coefficient, the integral adjustment coefficient and the differential adjustment coefficient comprises: calculating the temperature damper position of the vehicle at the next time according to the proportional adjustment coefficient, the integral adjustment coefficient and the differential adjustment coefficient; controlling the temperature of the vehicle based on the temperature damper position at the next time.

5. The vehicle temperature control method of claim 1, wherein, The vehicle temperature control method further comprises: obtaining the engine water temperature of the vehicle, and determining the output mode of the thermal management system in the vehicle according to the engine water temperature; A determination is made as to whether to increase a thermal management request engine heat addition strategy for controlling starting or stopping of an engine in the vehicle based on an output mode of the thermal management system.

6. A vehicle temperature control device characterized by comprising: The vehicle temperature control device includes: A cold and heat source control module configured to calculate a target air outlet temperature of a vehicle air conditioner air outlet, and control a cold and heat source of the vehicle based on the target air outlet temperature; A deviation calculation module configured to obtain an actual air outlet temperature of the vehicle air conditioner air outlet, and determine a current deviation and a deviation increment corresponding to the air outlet temperature based on the target air outlet temperature and the actual air outlet temperature; A coefficient determination module configured to determine a proportional adjustment coefficient, an integral adjustment coefficient, and a differential adjustment coefficient based on the current deviation and the deviation increment; A temperature control module configured to control a temperature of the vehicle based on the proportional adjustment coefficient, the integral adjustment coefficient, and the differential adjustment coefficient; The step of calculating the target air outlet temperature of the vehicle air conditioner air outlet, and controlling the cold and heat source of the vehicle based on the target air outlet temperature includes: Calculating the target air outlet temperature of the vehicle air conditioner air outlet based on a set temperature, an indoor temperature, an ambient temperature, and a sunlight intensity of the vehicle at a current time, the target air outlet temperature including a first target air outlet temperature corresponding to a main driver of the vehicle and a second target air outlet temperature corresponding to a co-driver of the vehicle; Selecting a minimum target air outlet temperature and a maximum target air outlet temperature from the first target air outlet temperature and the second target air outlet temperature; Controlling a cold source of the vehicle based on the minimum target air outlet temperature, and controlling a heat source of the vehicle based on the maximum target air outlet temperature.

7. A vehicle temperature control device characterized by comprising: The device includes a memory, a processor, and a vehicle temperature control program stored on the memory and executable on the processor, the vehicle temperature control program being configured to implement the steps of the vehicle temperature control method according to any one of claims 1 to 5.

8. A storage medium, characterized by The storage medium is a computer-readable storage medium, and the storage medium stores a vehicle temperature control program, the vehicle temperature control program being executable by a processor to implement the steps of the vehicle temperature control method according to any one of claims 1 to 5.

9. A computer program product, characterised in that, The computer program product includes a vehicle temperature control program, the vehicle temperature control program being executable by a processor to implement the steps of the vehicle temperature control method according to any one of claims 1 to 5.

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