Control method and device of automobile air conditioner, computing device and computer program product

Abstract

The embodiment of the present specification provides a control method of an automobile air conditioner, which obtains the cabin heat load corresponding to the request signal in the simulation process; then determines the automobile cabin air outlet air temperature and the air blower speed required to offset the cabin heat load; and determines the temperature control target based on the air outlet temperature; and then controls the electric compressor according to the temperature control target, and controls the air blower in combination with the air blower speed. Thus, the simulation process of the automobile air conditioner based on parameter control is realized. Since the automobile cabin air outlet air temperature and the air blower speed are used to represent the cabin heat load, the parameter adjustment of the air conditioner system related temperature control components is realized, the data acquisition and data processing process through a large number of road tests are avoided, and the efficiency of controlling the automobile air conditioner system is improved.

Description

Technical Field

[0001] This specification relates to the field of computer application technology, specifically to the control technology of automotive air conditioning in the field of computer application technology, and more specifically to a control method, device, computing equipment and computer program product for automotive air conditioning. Background Technology

[0002] With the development of automotive technology, the demand for vehicle comfort is increasing. As a key component for regulating the in-vehicle climate, the air conditioning system's control performance has naturally become a focus of public attention.

[0003] Generally, the control process of air conditioning can be achieved by fitting the controller control scheme with the actual data collected from the vehicle air conditioning system to obtain control conclusions in order to meet the needs of comfort.

[0004] However, the process of collecting data during road tests is time-consuming and labor-intensive, and there are many variables in the processing, which affects the efficiency and accuracy of air conditioning control. Summary of the Invention

[0005] This specification provides an embodiment of a method, apparatus, computing device, and computer program product for controlling an automotive air conditioner, in order to improve the efficiency and accuracy of air conditioner control.

[0006] To achieve the above technical objectives, the embodiments of this specification provide the following technical solutions:

[0007] Firstly, one embodiment of this specification provides a method for controlling an automotive air conditioner, comprising:

[0008] Acquire the request signal associated with the physical simulation system for automotive air conditioning, and determine the cabin heat load corresponding to the request signal;

[0009] Determine the required vehicle cabin air outlet temperature and blower speed to offset the cabin heat load;

[0010] The air temperature at the vehicle cabin vent is converted into the temperature of the evaporator surface, and the temperature control target of the evaporator surface is determined based on the temperature of the evaporator surface.

[0011] The electric compressor of the air conditioning system in the physical simulation system is controlled according to the temperature control target and the actual temperature value of the evaporator surface, and the blower in the physical simulation system is controlled in conjunction with the blower speed, in order to respond to the execution of the request signal.

[0012] Optionally, in some possible implementations, determining the vehicle cabin vent air temperature and blower speed required to offset the cabin heat load includes:

[0013] Based on the cabin heat load, determine the additional heat load that needs to be offset in the cabin environment.

[0014] The adjustment heat load that needs to be offset during the temperature difference adjustment process of the cabin environment is determined based on the set temperature indicated by the request signal.

[0015] By combining the newly added heat load and the adjusted heat load, the required cooling load of the air conditioning system can be obtained;

[0016] Based on the equivalent relationship between the cooling load required by the air conditioning system and the heat load of the cabin, the required air temperature at the vehicle cabin air outlet and the blower speed to offset the heat load of the cabin are determined.

[0017] Optionally, in some possible implementations, determining the additional heat load that needs to be offset in the cabin environment based on the cabin heat load includes:

[0018] The ambient temperature is obtained, and the ambient temperature difference is determined based on the ambient temperature and the set temperature corresponding to the cabin heat load.

[0019] Determine the ambient air thermal convection parameters based on the ambient temperature difference;

[0020] Determining solar radiation parameters based on a physical simulation system;

[0021] By combining the ambient air thermal convection parameters and the solar radiation parameters, the additional heat load that needs to be offset in the cabin environment can be obtained.

[0022] Optionally, in some possible implementations, determining the ambient air thermal convection parameters based on the ambient temperature difference includes:

[0023] By adjusting the vehicle speed parameters and environmental parameters in the physical simulation system, ambient air thermal convection data is obtained. The ambient air thermal convection data includes the correspondence between different vehicle speeds, ambient temperatures, and ambient air thermal convection ratio coefficients.

[0024] Data fitting is performed based on the ambient air thermal convection data to obtain a first relationship function;

[0025] The ambient air heat convection ratio coefficient is determined by the ambient temperature difference and the first relationship function.

[0026] The ambient temperature difference is processed according to the ambient air thermal convection ratio coefficient to determine the ambient air thermal convection parameters.

[0027] Optionally, in some possible implementations, the determination of solar radiation parameters based on the physical simulation system includes:

[0028] The solar radiation values ​​are determined based on the physical simulation system described above;

[0029] By adjusting the vehicle speed parameters and environmental parameters in the physical simulation system, solar radiation data is obtained. The solar radiation data includes the correspondence between different vehicle speeds, ambient temperatures, and solar radiation ratio coefficients.

[0030] Data fitting is performed based on the solar radiation data to obtain a second relationship function;

[0031] The solar radiation ratio coefficient is determined by the ambient temperature difference and the second relationship function.

[0032] The solar radiation value is processed according to the solar radiation ratio coefficient to determine the solar radiation parameters.

[0033] Optionally, in some possible implementations, determining the adjustment heat load that needs to be offset during the temperature difference adjustment process of the cabin environment based on the set temperature indicated by the request signal includes:

[0034] The internal temperature difference corresponding to the cabin environment is determined based on the set temperature indicated by the request signal;

[0035] Obtain the comfort index corresponding to the cabin environment;

[0036] Determine the offset ratio coefficient corresponding to meeting the aforementioned comfort index;

[0037] The adjustment heat load that needs to be offset during the temperature difference adjustment process is determined based on the internal temperature difference and the offset ratio coefficient.

[0038] Optionally, in some possible implementations, converting the air temperature at the vehicle cabin vents into the temperature of the evaporator surface, and determining the evaporator surface temperature control target based on the temperature of the evaporator surface, includes:

[0039] The air temperature at the car cabin air vent is converted into the temperature of the evaporator surface, and the boundary constraints on the temperature of the evaporator surface are obtained to obtain constraint parameters.

[0040] Based on the constraint parameters, an anti-integral saturation process is performed to determine the temperature control target for the evaporator surface.

[0041] Optionally, in some possible implementations, obtaining the request signal associated with the physical simulation system for automotive air conditioning includes:

[0042] Determine the amount of heat received by the outer surface of the car cabin from external radiation and air convection.

[0043] A first model is established based on the process by which heat radiated from the outside and heat convected by the air is conducted to the inner surface of the cabin.

[0044] A second model is established based on the process by which heat is transferred from the inner surface of the cabin to the air inside the cabin, causing changes in the cabin environment temperature.

[0045] The first model and the second model are linked to establish a physical simulation system for automotive air conditioning.

[0046] Obtain the request signal associated with the physical simulation system used for automotive air conditioning.

[0047] Optionally, in some possible implementations, the method further includes:

[0048] The air cooling cycle module and the system cabin heat load module in the physical simulation system are evaluated based on steady-state conditions to obtain evaluation information.

[0049] If the parameter variation range indicated by the evaluation information meets the evaluation conditions, then the physical simulation system is configured to be available.

[0050] Optionally, in some possible implementations, the method further includes:

[0051] Obtain the adjustment parameters generated by the physical simulation system during its operation in response to request signals;

[0052] The simulation data associated with the adjustment parameters is displayed on the target interface, which is configured with an entry point for adjusting the system parameters associated with the simulation data.

[0053] Secondly, one embodiment of this specification provides a control device for an automotive air conditioning system, comprising:

[0054] The acquisition unit is used to acquire a request signal associated with the physical simulation system for automotive air conditioning and to determine the cabin heat load corresponding to the request signal.

[0055] Control unit for determining the vehicle cabin vent air temperature and blower speed required to offset the cabin heat load;

[0056] The control unit is also configured to convert the air temperature at the vehicle cabin air outlet into the temperature of the evaporator surface, so as to determine the temperature control target of the evaporator surface based on the temperature of the evaporator surface.

[0057] The control unit is also configured to control the electric compressor of the air conditioning system in the physical simulation system according to the temperature control target and the actual temperature value of the evaporator surface, and to control the blower in the physical simulation system in conjunction with the blower speed, in response to the execution of the request signal.

[0058] Optionally, in some possible implementations, the control unit is specifically configured to determine, based on the cabin heat load, the additional heat load that needs to be offset in the cabin environment;

[0059] The control unit is specifically used to determine the adjustment heat load that needs to be offset during the temperature difference adjustment process of the cabin environment based on the set temperature indicated by the request signal.

[0060] The control unit is specifically used to combine the new heat load and the adjusted heat load to obtain the required cooling load of the air conditioning system;

[0061] The control unit is specifically used to determine the air temperature at the vehicle cabin vents and the blower speed required to offset the cabin heat load based on the equivalent relationship between the cooling load required by the air conditioning system and the heat load of the cabin.

[0062] Optionally, in some possible implementations, the control unit is specifically used to acquire the ambient temperature to determine the ambient temperature difference based on the ambient temperature and the set temperature corresponding to the cabin heat load.

[0063] The control unit is specifically used to determine the ambient air thermal convection parameters based on the ambient temperature difference.

[0064] The control unit is specifically used to determine solar radiation parameters based on a physical simulation system;

[0065] The control unit is specifically used to combine the ambient air thermal convection parameters and the solar radiation parameters to obtain the additional heat load that needs to be offset in the cabin environment.

[0066] Optionally, in some possible implementations, the control unit is specifically used to obtain ambient air thermal convection data by adjusting the vehicle speed parameters and environmental parameters in the physical simulation system. The ambient air thermal convection data includes the correspondence between different vehicle speeds, ambient temperatures, and ambient air thermal convection ratio coefficients.

[0067] The control unit is specifically used to perform data fitting based on the ambient air thermal convection data to obtain a first relationship function;

[0068] The control unit is specifically used to determine the ambient air heat convection ratio coefficient by the ambient temperature difference and the first relationship function;

[0069] The control unit is specifically used to process the ambient temperature difference according to the ambient air heat convection ratio coefficient to determine the ambient air heat convection parameters.

[0070] Optionally, in some possible implementations, the control unit is specifically used to determine the solar radiation value based on the physical simulation system;

[0071] The control unit is specifically used to obtain solar radiation data by adjusting the vehicle speed parameters and environmental parameters in the physical simulation system. The solar radiation data includes the correspondence between different vehicle speeds, ambient temperatures and solar radiation ratio coefficients.

[0072] The control unit is specifically used to perform data fitting based on the solar radiation data to obtain a second relationship function;

[0073] The control unit is specifically used to determine the solar radiation ratio coefficient by the ambient temperature difference and the second relationship function;

[0074] The control unit is specifically used to process the solar radiation value according to the solar radiation ratio coefficient to determine the solar radiation parameters.

[0075] Optionally, in some possible implementations, the control unit is specifically used to determine the internal temperature difference corresponding to the cabin environment based on the set temperature indicated by the request signal;

[0076] The control unit is specifically used to acquire comfort indicators corresponding to the cabin environment;

[0077] The control unit is specifically used to determine the offset ratio coefficient corresponding to satisfying the comfort index;

[0078] The control unit is specifically used to determine the adjustment heat load that needs to be offset during the temperature difference adjustment process based on the internal ambient temperature difference and the offset ratio coefficient.

[0079] Optionally, in some possible implementations, the control unit is specifically used to convert the air temperature at the vehicle cabin air vent into the temperature of the evaporator surface, so as to obtain constraint parameters by boundary constraint on the temperature of the evaporator surface;

[0080] The control unit is specifically used to perform anti-integral saturation processing based on the constraint parameters in order to determine the temperature control target of the evaporator surface.

[0081] Optionally, in some possible implementations, the acquisition unit is specifically used to determine the heat received by the outer surface of the vehicle cabin from external radiation and the heat from air convection.

[0082] The acquisition unit is specifically used to establish a first model based on the process by which heat radiated from the outside and heat convected by the air is conducted to the inner surface of the cabin.

[0083] The acquisition unit is specifically used to establish a second model based on the process by which heat from the inner surface of the cabin is transferred to the air inside the cabin and causes a change in the cabin environment temperature.

[0084] The acquisition unit is specifically used to associate the first model and the second model to establish a physical simulation system for automotive air conditioning.

[0085] The acquisition unit is specifically used to acquire the request signal associated with the physical simulation system for automotive air conditioning.

[0086] Optionally, in some possible implementations, the control unit is specifically used to evaluate the air cooling cycle module and the system cabin heat load module in the physical simulation system based on steady-state conditions to obtain evaluation information;

[0087] The acquisition unit is specifically used to configure the physical simulation system as available if the parameter change range indicated by the evaluation information meets the evaluation conditions.

[0088] Optionally, in some possible implementations, the control unit is specifically used to acquire adjustment parameters generated by the physical simulation system during operation in response to a request signal;

[0089] The control unit is specifically used to display the simulation data associated with the adjustment parameters on the target interface, and the target interface is configured with an adjustment entry for the system parameters associated with the simulation data.

[0090] Thirdly, one embodiment of this specification also provides a computing device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the automotive air conditioning control method described above.

[0091] Fourthly, one embodiment of this specification also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the automotive air conditioning control method described above.

[0092] Fifthly, embodiments of this specification provide a computer program product or computer program, the computer program product including a computer program that can be stored in a computer-readable storage medium or in the cloud; the processor of the computer device reads the computer program, and when the processor executes the computer program, it implements the steps of the above-described automotive air conditioning control method.

[0093] As can be seen from the above technical solution, the automotive air conditioning control method provided in this specification obtains a request signal associated with the physical simulation system for automotive air conditioning and determines the cabin heat load corresponding to the request signal; then, it determines the air temperature at the vehicle cabin air outlet and the blower speed required to offset the cabin heat load; and converts the air temperature at the vehicle cabin air outlet into the temperature of the evaporator surface, thereby determining the temperature control target of the evaporator surface based on the evaporator surface temperature; furthermore, it controls the electric compressor of the air conditioning system in the physical simulation system according to the temperature control target and the actual temperature value of the evaporator surface, and controls the blower in the physical simulation system in conjunction with the blower speed to respond to the execution of the request signal. This achieves a parameter-based automotive air conditioning simulation process. Because the air temperature at the vehicle cabin air outlet and the blower speed are used to characterize the cabin heat load, the parameters of the associated temperature control components of the air conditioning system can be adjusted, and fine-grained control can be achieved. This avoids the need for extensive road testing to obtain and process data, thus improving the efficiency and accuracy of controlling the automotive air conditioning system. Attached Figure Description

[0094] To more clearly illustrate the technical solutions in the embodiments or prior art of this specification, the drawings used in the description of the embodiments or prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of this specification. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0095] Figure 1 A schematic diagram illustrating the application environment of a control method for an automotive air conditioner provided as one embodiment of this specification;

[0096] Figure 2 A flowchart illustrating a method for controlling an automotive air conditioner, provided as one embodiment of this specification;

[0097] Figure 3 A schematic diagram illustrating a scenario of a control method for an automotive air conditioner provided as one embodiment of this specification;

[0098] Figure 4 A schematic diagram of a control model architecture for an automotive air conditioner is provided as one embodiment of this specification;

[0099] Figure 5 A schematic diagram of test results for a control method for an automotive air conditioner provided as one embodiment of this specification;

[0100] Figure 6 A schematic diagram of test results for another automotive air conditioning control method provided as one embodiment of this specification;

[0101] Figure 7 A schematic diagram illustrating the execution flow of a control method for an automotive air conditioner, provided as one embodiment of this specification;

[0102] Figure 8 A schematic diagram of a scenario for another method of controlling an automotive air conditioner, provided as one embodiment of this specification;

[0103] Figure 9 A schematic diagram of a scenario for another method of controlling an automotive air conditioner, provided as one embodiment of this specification;

[0104] Figure 10 A schematic diagram of test results for another automotive air conditioning control method provided as one embodiment of this specification;

[0105] Figure 11 A schematic diagram of test results for another automotive air conditioning control method provided as one embodiment of this specification;

[0106] Figure 12 A schematic diagram of a scenario for another method of controlling an automotive air conditioner, provided as one embodiment of this specification;

[0107] Figure 13 A schematic diagram of test results for another automotive air conditioning control method provided as one embodiment of this specification;

[0108] Figure 14 A schematic diagram of a control simulation model for an automotive air conditioner is provided as one embodiment of this specification;

[0109] Figure 15 A schematic diagram of test results for another automotive air conditioning control method provided as one embodiment of this specification;

[0110] Figure 16 A schematic diagram of the functional modules of a control device for an automotive air conditioner provided in one embodiment of this specification;

[0111] Figure 17 This is a schematic diagram of the structure of a computing device provided for one embodiment of this specification. Detailed Implementation

[0112] Unless otherwise defined, the technical or scientific terms used in the embodiments of this specification shall have the ordinary meaning understood by one of ordinary skill in the art to which this specification pertains. The terms "first," "second," and similar terms used in the embodiments of this specification do not indicate any order, quantity, or importance, but are merely used to avoid confusion of constituent elements.

[0113] Unless the context otherwise requires, throughout this specification, "a plurality of" means "at least two," and "including" is interpreted as open-ended or encompassing, that is, "including, but not limited to." In the description of this specification, terms such as "one embodiment," "some embodiments," "exemplary embodiment," "example," "specific example," or "some examples" are intended to indicate that a particular feature, structure, material, or characteristic associated with that embodiment or example is included in at least one embodiment or example of this specification. The illustrative representations of the above terms do not necessarily refer to the same embodiment or example.

[0114] The technical solutions in the embodiments of this specification will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this specification, and not all embodiments. Based on the embodiments in this specification, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this specification.

[0115] With the development of automotive technology, the demand for vehicle comfort is increasing. As a key component for regulating the in-vehicle climate, the air conditioning system's control performance has naturally become a focus of public attention.

[0116] Generally, the control process of air conditioning can be achieved by fitting the controller control scheme with the actual data collected from the vehicle air conditioning system to obtain control conclusions in order to meet the needs of comfort.

[0117] However, road testing and data collection are time-consuming and labor-intensive, and involve many variables, affecting the efficiency and accuracy of air conditioning control. Specifically, most existing solutions employ reverse engineering, using actual data collected from automotive air conditioning systems to fit controller control schemes and derive control conclusions, resulting in wasted costs for system data collection and debugging, including labor and material costs. Furthermore, the controllers are not effective at controlling the in-vehicle temperature, which is detrimental to passenger comfort. Additionally, controller development models can only consider passenger comfort after the temperature stabilizes, failing to provide a detailed assessment of passenger comfort during the temperature adjustment process.

[0118] To address the aforementioned problems, this specification provides a control system for an automotive air conditioning system, and the control method for the automotive air conditioning system provided in this specification is applied to this control system. This control system utilizes the forward development scheme for the air conditioning controller in the AMEsim engineering software. It applies the principle of PID control, which can improve the controller's control accuracy and response by flexibly adjusting the proportional coefficient. Furthermore, calibrating the proportional coefficient in AMEsim saves significant development costs compared to traditional real-vehicle road test calibration.

[0119] Specifically, the vehicle information interaction system may include systems composed of... Figure 1 The operating environment formed by server 110 and vehicle 120 is described. Vehicle 120 communicates with server 110 via a network connection. The functions implemented within vehicle 120 can be local processing or information received by vehicle 120 and uploaded to cloud server 110, which then processes the information and sends it back to vehicle 120. Server 110 can be an electronic device with certain computing capabilities. It may have a network communication module, processor, and memory, etc. Of course, server 110 can also refer to software running on the electronic device. Server 110 can also be a distributed server, which can be a system with multiple processors, memory, network communication modules, etc., working together. Alternatively, server 110 can also be a cluster of several servers 110. Or, with the development of science and technology, server 110 can also be a new technical means capable of realizing the corresponding functions of the embodiments described in the specification. For example, it can be a new form of "server" based on quantum computing.

[0120] Specifically, when controlling the air conditioning within a vehicle using the aforementioned control system, modeling, simulation, data design, and verification were performed in physical simulation engineering software. This technology employs a forward development approach, where system modeling and simulation are conducted in the engineering software during the early stages of product manufacturing, and the controller data is designed and verified within the software beforehand. This avoids the tedious process of data fitting and verification through extensive road testing after product manufacturing.

[0121] Based on the above concept, this specification provides a method for controlling an automotive air conditioner. The method for controlling an automotive air conditioner provided in this specification will be described exemplarily below with reference to the accompanying drawings.

[0122] To be applied Figure 1 Taking the server in the example, some embodiments of this specification illustrate the control method of the automotive air conditioner, such as... Figure 2 As shown, Figure 2A flowchart illustrating a method for controlling an automotive air conditioner, as provided in one embodiment of this specification, includes:

[0123] 201. Obtain the request signal associated with the physical simulation system for automotive air conditioning and determine the cabin heat load corresponding to the request signal.

[0124] In this embodiment, the physical simulation system can be built using AMEsim engineering software, meaning that modeling, simulation, data design, and verification are performed within AMEsim. This embodiment applies a forward development approach, performing system modeling and simulation in the engineering software during the early stages of product manufacturing, and designing and verifying the controller data in advance within the software. This avoids the tedious process of data fitting and verification through extensive road testing after product manufacturing.

[0125] Specifically, the construction of a physical simulation system for automotive air conditioning begins with the construction of a mathematical model. This involves determining the heat radiated from the outside and the heat convected by the air on the outer surfaces of the vehicle cabin, based on the heat transfer patterns within the vehicle. A first model is then established based on the process of heat radiated from the outside and heat convected by the air being conducted to the inner surfaces of the cabin. A second model is then established based on the process of heat transfer from the inner surfaces of the cabin to the air inside the cabin, causing changes in the cabin's ambient temperature. Finally, the first and second models are linked to establish the physical simulation system for automotive air conditioning, thereby obtaining the request signal associated with the physical simulation system for automotive air conditioning. The establishment of the aforementioned mathematical model is further divided into the following two processes:

[0126] Regarding the first model, a mathematical model was established for the process by which the outer surface of the vehicle cabin receives heat from external radiation and air convection and conducts it to the inner surface of the cabin.

[0127] Regarding the second model, a mathematical model is established for the process by which heat from the inner surface of the vehicle cabin is transferred to the air inside the cabin through convection, ultimately causing changes in the cabin's environmental heat.

[0128] Furthermore, to more clearly express the mathematical models of the two processes mentioned above, the heat transfer process is represented using mathematical symbols, specifically as follows: Figure 3 , Figure 3 This is a schematic diagram of a scenario for a control method of an automotive air conditioner provided as one embodiment of this specification; the mathematical symbols and their meanings contained in the diagram are shown in Table 1.

[0129] Table 1. Mathematical representation of various heat load forms and some physical parameters of vehicle cabins.

[0130]

[0131] Therefore, the mathematical model for the processing of the first model can be established as follows:

[0132]

[0133] in, This indicates the total heat change of the vehicle body sheet metal, in W. This represents the heat load transferred from ambient air to the vehicle body sheet metal per unit time under convection, measured in W. This indicates the heat load transferred from the vehicle body sheet metal to the interior of the vehicle per unit time, measured in W. This indicates the heat load radiated by sunlight to the vehicle body sheet metal per unit time, in W.

[0134] By further expanding equation (1.1), we obtain equation (1.2):

[0135]

[0136] Where, α cv (v car ) represents α cv It's about v car The functional relationship. This represents the heat load radiated by sunlight to the sheet metal surface of the vehicle body per unit time, measured in W. cd Thermal conductivity coefficient, unit: W / (m 2 ·℃). α cv This represents the convective heat transfer coefficient, with units of W / (m³). 2 ·℃). A cv This represents the area of ​​the region involved in thermal convection, in meters (m²). 2 A cd This represents the area of ​​the region involved in heat conduction, in meters (m²). 2 .

[0137] Then, the mathematical model for the processing of the second model can be established as follows:

[0138]

[0139] in, This indicates the change in total heat within the vehicle's cabin, measured in W. This represents the heat load introduced into the cabin by outside air passing through the car's ventilation openings per unit time, measured in W. This represents the heat load introduced by the leakage of cabin air per unit time, measured in W. This indicates the amount of heat dissipated by the occupants of a vehicle per unit time through metabolism, measured in W. This indicates the cooling load introduced into the cabin per unit time by the car's air conditioning system, measured in W. This indicates the heat load transferred from the vehicle body sheet metal to the interior of the vehicle per unit time, measured in W.

[0140] Similarly, by further expanding equation (1.3), we can obtain equation (1.4):

[0141]

[0142] in, express It's about T o ,T c ,w o The functional relationship of w, unit: W. express It's about T o ,T c The functional relationship is expressed in W. express Regarding T c The functional relationship, unit: W. α cd Thermal conductivity coefficient, unit: W / (m 2 ·℃). A cd Area of ​​the region involved in heat conduction, unit: m 2 .

[0143] Since the heat changes in the vehicle body sheet metal are much smaller than those in the passenger compartment, they can be considered negligible. Therefore, it is possible to... Combining equations (1.2) and (1.4), we obtain equation (1.5):

[0144]

[0145] The above expansion (1.5) can be transformed into another expression, as shown in equation (1.6):

[0146]

[0147] In summary, as can be seen from equation (1.6), the mathematical model for the thermal load of the vehicle cabin in this embodiment can be refined into the following six parts:

[0148] A mathematical model was established to determine the heat load introduced by air entering the cabin through the car's ventilation openings.

[0149] A mathematical model was established to investigate the heat load introduced by air leakage from the cabin.

[0150] A mathematical model was established to measure the heat dissipated by the occupants through metabolism.

[0151] A mathematical model for the cooling load introduced into the cabin under the cooling effect of automotive air conditioning is established.

[0152] A mathematical model was established to determine the heat load transferred from ambient air to the vehicle body sheet metal under convection.

[0153] A mathematical model was established for the heat load of sunlight radiating onto the sheet metal surface of the vehicle body.

[0154] Furthermore, by configuring the aforementioned mathematical model, a physical simulation engineering model based on AMESim is built, such as... Figure 4 As shown, Figure 4 A schematic diagram of a control model architecture for an automotive air conditioner is provided for one embodiment of this specification; the diagram shows the following modules:

[0155] ① Automotive air conditioning refrigeration cycle module: It consists of the four basic components of an air conditioner, which are arranged clockwise as follows: compressor-condenser-expansion valve-evaporator cycle, which mainly provides cooling effect for the system.

[0156] ② Evaporator Inlet Air Module: Provides convection environment simulation for ① Automotive Air Conditioning Refrigeration Cycle Module - Evaporator. This module can simulate the adjustment of internal / external circulation and return air ratio.

[0157] ③ Vehicle air conditioning unit module: Simulates the airflow distribution of heat exchange, face / foot / defrost vents in a vehicle air conditioning unit.

[0158] ④ Vehicle passenger compartment module: Simulates the heat exchange between the vehicle's side sheet metal, side glass, roof, front and rear windshields and the environment, the heat radiation from the dashboard and seats to the surroundings, and the total heat load released by the occupants themselves. The system comfort is evaluated using AMESim's built-in PMV component.

[0159] ⑤ Vehicle controller: Performs closed-loop control on the established model to achieve the desired control effect.

[0160] Furthermore, to verify the feasibility of the above physical simulation system, the state of each sub-module of the model can be evaluated. For the evaluation process, the air cooling cycle module and the system cabin heat load module in the physical simulation system can be evaluated based on steady-state conditions to obtain evaluation information. If the parameter variation range indicated by the evaluation information meets the evaluation conditions, the physical simulation system can be configured as available.

[0161] Specifically, for the evaluation process of the air cooling cycle module, a pressure-enthalpy diagram is applied to perform a global evaluation of the cooling system, and the AMESim console tool can also be used to evaluate the system's cooling capacity; the specific evaluation results are as follows: Figure 5 As shown, Figure 5The figure shows a test result of a control method for an automotive air conditioner provided in one embodiment of this specification; (1) shows the result of a global evaluation of the refrigeration system using a pressure-enthalpy diagram, and (2) shows the result of an evaluation of the system's refrigeration capacity using the AMESim console tool.

[0162] In addition, for the state assessment of the system cabin thermal load module, that is, to explore the practicality of the AMESim model of the vehicle cabin thermal load under the premise of inputting certain airflow properties into the model, this embodiment sets up two sets of extreme solar radiation intensity simulation tests. For the first set of tests: the vehicle speed is set to 40km / h, the ambient temperature is 40℃, and the solar radiation intensity is 1000W / m 2 For the second group of tests: the vehicle speed was set at 40 km / h, the ambient temperature at 40℃, and the solar irradiance at 0 W / m², as shown in Table 2.

[0163] Table 2. Test Operation Conditions for the Physical Simulation Model of Thermal Load in Automobile Cabin

[0164]

[0165] By running the above two sets of experiments, the corresponding simulation results can be obtained as follows: Figure 6 As shown, Figure 6 A schematic diagram of the test results for another automotive air conditioning control method provided in one embodiment of this specification; Figure (1) shows the simulation results of the physical simulation model; Figure (2) shows the experimental results collected hourly in different cities; the results show that the heat load values ​​in the cabin of the two groups of test vehicles under steady-state conditions are 4714.76W and 1049.86W, respectively. This shows that at a certain vehicle speed and ambient temperature, the solar irradiance can be reduced from 0W / m 2 Up to 1000W / m 2 When the temperature changes, the cabin heat load varies within the range of [1049.86, 4714.76] W, which matches the actual range. Therefore, the feasibility of this physical simulation model of automotive cabin heat load can be proven.

[0166] 202. Determine the required air temperature at the vehicle cabin vents and the blower speed to offset the cabin heat load.

[0167] In this embodiment, the air conditioning is controlled by characterizing the cabin heat load as the air temperature at the car cabin air vents and the blower speed. That is, the air conditioning is controlled from the hardware perspective. Compared with the direct control of the vehicle's heat, the hardware is less affected by external interference and can achieve accurate air conditioning control.

[0168] Specifically, the air temperature at the car cabin air vents and the blower speed are controlled using... Figure 7The controller shown performs the following operations: Figure 7 As shown, Figure 7 This specification provides a schematic diagram of the execution flow of a control method for an automotive air conditioner, as one embodiment of which is illustrated. The diagram shows the physical signal required by the "Cockpit Heat Load Observer" module, output by the "AMESim Physical Simulation Model" module. The "Cockpit Heat Load Observer" module estimates the corresponding cabin heat load and configures the required cabin air outlet temperature T to offset this heat load. out_r and blower wind speed Furthermore, since the temperature at the car cabin air vents is not equal to the surface temperature of the evaporator, the required cabin air vent temperature T needs to be controlled by the "PI controller 1" module. out_r Converted to the required evaporator surface temperature T ea_o Finally, the required evaporator surface temperature T... ea_o After applying boundary constraints and anti-integral saturation treatment, the target temperature T for the evaporator surface can be obtained. ea_r By inputting the target temperature control value and the actual temperature value of the evaporator surface into the "PI controller 2" module, the electric compressor of the air conditioning system can be controlled. Among them, PI controller 1 and PI controller 2 are dynamic adjustment components for setting the air temperature at the air outlet of the car cabin, which can improve the accuracy of parameter adjustment.

[0169] Based on the controller workflow described above, it is evident that the design of the cabin heat load observer is crucial. This is because its primary function is to estimate the cabin heat load and decompose the control objectives required for system cooling. Therefore, the design of the cabin heat load observer can be further divided into the following two sub-points:

[0170] (a) Estimate the heat load of the vehicle cabin and determine the required cooling load of the air conditioning system.

[0171] (b) Based on the cooling load demand of the air conditioning system determined in point (a), the target values ​​for cabin air outlet temperature control and blower speed control are derived.

[0172] Specifically, the equivalent process of determining the cooling load demand of the air conditioning system involves adjusting parameters to the air conditioning unit, which controls the temperature. The temperature control of the air conditioning system is characterized by the cooling load. Therefore, we can first determine the additional heat load that needs to be offset within the cabin based on the cabin heat load; then, based on the set temperature indicated by the request signal, determine the adjustment heat load that needs to be offset during the temperature difference adjustment process; and combine the additional heat load and the adjustment heat load to obtain the cooling load demand of the air conditioning system; finally, based on the equivalent relationship between the cooling load demand of the air conditioning system and the cabin heat load, determine the required air temperature at the vehicle cabin vents and the blower speed to offset the cabin heat load.

[0173] In one possible scenario, the theoretical model for determining the cooling load demand of an air conditioning system is as follows: First, the heat transfer process within the car cabin needs to be considered as a steady-state process. Then, based on the law of conservation of energy, it can be deduced that the demanded cooling load is equivalent to the heat load that needs to be offset. Based on practical experience, the heat load that needs to be offset in the car cabin mainly includes two parts:

[0174] Under the influence of the factors in equation (1.6), the additional heat load that the cabin environment needs to offset is represented by the symbol. express.

[0175] The heat load that needs to be offset during the process of the car cabin environment decreasing from a higher initial temperature to a set temperature is expressed by the expression p*(T). c -T ss )express.

[0176] Therefore, the expression for the cooling load demand of the air conditioning system can be derived as shown in equation (4.1):

[0177]

[0178] in, This indicates the cooling load required by the air conditioning system, in watts (W). The value represents the additional heat load that needs to be offset within the cabin environment, in W; p represents the proportionality factor for offsetting the cabin heat load, in W / ℃; T c This indicates the current cabin temperature, in °C; T ss This indicates the set temperature of the air conditioning system, in °C.

[0179] Understandably, since the controller designed in this embodiment is more geared towards practical applications, the system debugging process needs to have a certain degree of flexibility in order to achieve efficient adjustment of the feedforward process. The automotive cabin thermodynamic model shown in Equation (1.6) is more theoretically oriented, and its solution formulas for each part make it lack flexibility. Therefore, it is necessary to further refine the cabin's thermal load model. Optimization can be performed. The combined process of adding and adjusting heat loads can be configured to be based on proportional coefficient adjustments, thus achieving a precise adjustment process.

[0180] Specifically, the process of determining the additional heat load involves first acquiring the ambient temperature to determine the ambient temperature difference based on the ambient temperature and the set temperature corresponding to the cabin heat load; then determining the ambient air heat convection parameters based on the ambient temperature difference and the proportionality coefficient of the ambient air heat convection term; and finally determining the solar radiation parameters based on the solar radiation values ​​determined by the physical simulation system and the proportionality coefficient of the solar radiation term; and then combining the ambient air heat convection parameters and the solar radiation parameters to obtain the additional heat load that needs to be offset in the cabin environment.

[0181] By analyzing the influencing factors in equation (1.6), the additional heat load of the cabin is mainly determined by two parts: ambient air heat convection and solar radiation. Therefore, the model expression for the additional heat load of the cabin can be obtained as shown in equation (0.1):

[0182]

[0183] Where 'a' represents the proportionality coefficient of the ambient air heat convection term, in W / ℃; and 'b' represents the proportionality coefficient of the solar radiation term, in m³ / s. 2 ;T o P represents the ambient temperature, in °C, and characterizes the effect of the temperature difference between the ambient temperature (sunlight) and the actual temperature on the cooling capacity. sun Indicates solar radiation intensity, unit: W / m 2 .

[0184] Therefore, after substituting equation (0.1) into equation (4.1), the expression for the cooling load demand of the air conditioning system can be further transformed into:

[0185]

[0186] After analyzing equation (0.2), T o T c P sun All values ​​can be obtained through the sensor interface of the AMESim physical simulation model, with the temperature value T set. ss These are known parameters. Therefore, the only unknown parameters in equation (0.2) are the proportionality coefficients a for ambient air thermal convection, b for solar radiation, and p. Furthermore, this is one of the key aspects of this embodiment: determining these three proportionality coefficients using AMESim's DOE (Design of Experiments) tool based on fitting. a b and p. The input parameters for the DOE tool are set to the car speed V. car The air temperature at the cabin vents (T) out Blower speed Ambient temperature T o and solar radiation intensity P sun Please refer to the table for specific values.

[0187] Table 3. Detailed settings of input parameters for AMESim's DOE simulation experiment

[0188]

[0189] Specifically, the process of determining the proportionality coefficient of the ambient air thermal convection term is the fitting process under dynamic parameter conditions after fixing the variables. Based on equation (0.2), to determine the proportionality coefficient 'a' of the ambient air thermal convection term, it is first necessary to eliminate the influence of the other two proportionality coefficients, thus obtaining equation (0.3) and establishing the relationship shown in equation (0.4). Therefore, the experimental assumptions required in this embodiment are as follows:

[0190] Assuming the air inside the car cabin is at a constant temperature of 23°C and the humidity is low, ensure that the actual temperature inside the cabin equals the set temperature of the air conditioning system (i.e., T). c =T ss ), to eliminate the influence of the proportionality coefficient p.

[0191] Assume the solar radiation intensity in the environment where the vehicle is located is zero (i.e., P). sun =0), to eliminate the influence of the proportionality coefficient b of the solar radiation term.

[0192]

[0193]

[0194] Then, this embodiment needs to implement the experimental assumptions listed above in the simulation model. After adjusting the AMESim physical simulation model, for the above-mentioned humid air environment assumption, the hot port of the Cabin element can be disconnected in the AMESim physical simulation model, and a heat capacity mass block can be connected as follows. Figure 8 As shown, Figure 8 This diagram illustrates a scenario of another automotive air conditioning control method provided in one embodiment of this specification. The diagram shows an AMESim DOE model of the automotive air conditioning system cabin. Based on this model, the ambient air temperature parameter entering the "Cabin element" is simultaneously set to 23°C, thus achieving the experimental assumption condition 0. Regarding the aforementioned assumption 0, the solar radiation intensity P of the "Solarirradiation element" can be set in the AMESim DOE model. sun =0, settings as follows Figure 9 As shown, Figure 9 This is a schematic diagram of a scenario for another method of controlling an automotive air conditioner provided in one embodiment of this specification; the figure shows the “Solar irradiation element” setting of the AMESim physical simulation DOE model of the automotive air conditioning system cabin, through which the experimental assumption condition 0 can be achieved.

[0195] Therefore, based on the above experimental assumptions, the process of determining the ambient air thermal convection parameters according to the ambient temperature difference first involves adjusting the vehicle speed and environmental parameters in the physical simulation system to obtain ambient air thermal convection data. This data includes the correspondence between different vehicle speeds, ambient temperatures, and the ambient air thermal convection ratio coefficient. Then, data fitting is performed based on the ambient air thermal convection data to obtain the first relationship function. The ambient air thermal convection ratio coefficient is then determined using the ambient temperature difference and the first relationship function. Finally, the ambient temperature difference is processed according to the ambient air thermal convection ratio coefficient to determine the ambient air thermal convection parameters.

[0196] Specifically, the fitting process for the first relational function can be seen in the following scenario example, which is for a specific automotive air conditioning control system, where the specific value of the proportional coefficient 'a' of the air heat convection term in equation (0.4) is determined. Based on the above experimental assumptions, DOE model, and DOE input parameter settings in the table, multiple sets of data on the additional cabin heat load (i.e., the cooling load required by the air conditioning system) were obtained by designing and running DOE simulation experiments in AMESim. The data is used to calculate the value of 'a', and finally, a fitting method is applied. The specific steps are designed as follows:

[0197] Step 1: Under a certain vehicle speed condition, change the ambient temperature T according to the table. o Based on equation (0.4), a set of data on the proportionality coefficient 'a' of the ambient air thermal convection term at the current vehicle speed can be obtained.

[0198] Step 2: Considering that the heat transfer effect between the vehicle and the air is greatly related to the vehicle speed, by changing the vehicle speed and repeating Step 1, we can obtain multiple sets of data on the proportional coefficient 'a' of the ambient air heat convection term at different vehicle speeds.

[0199] Step 3: After applying AMESim's DOE tool and running the simulation, the ambient temperature T at different vehicle speeds can be obtained. o For the vehicle's interior heat load (i.e., the cooling load required by the air conditioning system) The data results showing the impact are shown in the table, and the corresponding test results are as follows: Figure 10 As shown, Figure 10 A schematic diagram of the test results for another automotive air conditioning control method provided in one embodiment of this specification is shown in the figure; the corresponding linear relationship and linear slope (i.e., the proportionality coefficient a of the ambient air heat convection term) in Table 4 are shown in the figure, and the results are shown in Table 3.

[0200] Table 4. Data results on the impact of ambient temperature on vehicle interior heat load at different vehicle speeds.

[0201]

[0202] Step 4: The relationship between vehicle speed and the proportionality coefficient a of the ambient air thermal convection term is fitted using Origin software, as shown in Table 5. That is, the functional relationship between the proportionality coefficient a of the ambient air thermal convection term and vehicle speed. The corresponding fitting function (first relationship function) is shown in Equation (0.5).

[0203]

[0204] Table 5. Linear slope of ambient temperature and demanded cooling load at different vehicle speeds

[0205]

[0206] Furthermore, the process of determining the proportionality coefficient of solar radiation is essentially a fitting process under dynamic parameter conditions after fixing the variables. First, the solar radiation value is determined based on a physical simulation system. Then, by adjusting the vehicle speed and environmental parameters in the physical simulation system, solar radiation data is obtained. This data includes the correspondence between different vehicle speeds, ambient temperatures, and the proportionality coefficient of solar radiation. Data fitting is then performed based on the solar radiation data to obtain a second relationship function. Subsequently, the proportionality coefficient of solar radiation is determined using the ambient temperature difference and the second relationship function. Finally, the solar radiation values ​​are processed according to the proportionality coefficient to determine the solar radiation parameters.

[0207] Specifically, the fitting process for the second relational function can be seen in the following scenario example. Based on equation (0.2), to determine the proportionality coefficient b of the solar radiation term, it is first necessary to eliminate the influence of the other two proportionality coefficients. Considering that the ambient temperature may not always be equal to the set temperature inside the cabin, the influence of the ambient air convection term needs to be retained, thus yielding equation (0.6) and establishing the relational expression as shown in equation (0.7). It should be noted that the function of coefficient a in equation (0.7) has been obtained in the above embodiment. Therefore, the experimental assumptions for this embodiment are as follows:

[0208] Similar to assumption 0 in the above embodiments, the simulation test also requires assuming that the air inside the car cabin is a constant temperature and humidity environment of 23°C to ensure that the actual temperature inside the cabin is equal to the set temperature of the air conditioning system (i.e., T). c =T ss ), excluding the influence of the proportionality coefficient p.

[0209]

[0210]

[0211] Therefore, the implementation of the above assumptions can also be achieved by referring to the above embodiments. Figure 9 The relevant content is sufficient.

[0212] This is the specific value of the proportionality coefficient b for the solar radiation term in formula (0.7). Similarly, based on the above experimental assumptions, DOE model, and DOE input parameter settings in the table, and by designing and running AMESim's DOE simulation experiments to obtain multiple sets of data on the increased cabin heat load, a fitting method is finally applied to determine the final value. The specific steps are designed as follows:

[0213] Step 1: Set a certain vehicle speed and ambient temperature T o Below, refer to the table to change the solar radiation intensity P. sun Based on equation (0.7), a set of data on the proportionality coefficient b of the solar radiation term under the current conditions can be obtained.

[0214] Step 2: Considering the intensity of solar radiation and the ambient temperature T o There is a certain relationship between them. Therefore, by changing the ambient temperature and repeating step 1, we can obtain multiple sets of data on the proportionality coefficient b of solar radiation under different ambient temperatures.

[0215] Step 3: After applying AMESim's DOE tool and running the simulation, the solar radiation intensity P under different ambient temperatures can be obtained. sun The data results on the impact of vehicle interior heat load are shown in Table 6. Based on this data, the following can be obtained: Figure 11 As a result, Figure 11 A schematic diagram of test results for another automotive air conditioning control method provided as an embodiment of this specification; the diagram shows the corresponding linear relationships in Table 6 as follows. Figure 11 As shown in (1), this represents the linear relationship between solar radiation intensity and cooling load demand under different ambient temperatures; and the linear slope (i.e., the proportionality coefficient b of the solar radiation term) is as follows. Figure 11 As shown in (2).

[0216] Table 6 Simulation results of solar radiation intensity and cooling load demand under different ambient temperatures.

[0217]

[0218] Step 4: Fit the ambient temperature T using Origin software. o The relationship between the solar radiation term proportionality coefficient b and the external ambient temperature is shown in Table 7. The corresponding fitting function (second relationship function) is shown in Equation (0.8).

[0219]

[0220] Table 7. Linear slope of solar radiation intensity and cooling load demand under different ambient temperatures.

[0221]

[0222] In addition, the process of determining the proportional coefficient for offsetting cabin heat load items can be adapted to the comfort index corresponding to the cabin environment. That is, firstly, the internal environment temperature difference corresponding to the cabin environment is determined according to the set temperature indicated by the request signal; then, the comfort index corresponding to the cabin environment is obtained; and the offset proportional coefficient corresponding to satisfying the comfort index is determined; then, the adjustment heat load that needs to be offset during the temperature difference adjustment process is determined based on the internal environment temperature difference and the offset proportional coefficient.

[0223] In one possible scenario, that is, for the proportionality coefficient p of the cabin heat load offset in equation (0.2), according to Figure 7 The block diagram shown illustrates how the optimal solution for the PMV / PPD comfort index can be determined using the PSO optimizer. However, comfort evaluation indices are not limited to PMV-PPD; other types of descriptive indices also exist.

[0224] This embodiment calculates the PMV-PPD index in real time using AMEsim engineering software to assess occupant comfort and visualizes the process trend. This solution quantifies occupant comfort evaluation, making it more reasonable than traditional methods that rely on actual bodily sensations to assess system control effectiveness. Furthermore, traditional methods can only evaluate occupant comfort based on the final stable in-vehicle environment, making it difficult to grasp the process environment; this solution effectively overcomes this problem.

[0225] Furthermore, this embodiment uses the ambient air thermal convection term proportionality coefficient. a The configuration of the proportional coefficients b and p for the solar radiation term combines the coarse tuning in AMEsim with the fine tuning in road testing. This combination of coarse and fine tuning allows for a more precise control over the P, I, and D (i.e., the proportional coefficients for ambient air heat convection) of the controller to better suit the current vehicle's interior space. a The matching relationship between the three values ​​of the solar radiation term (proportionality coefficient b and proportionality coefficient p).

[0226] In addition, optimized MPC controllers and neural network optimized controllers can be applied to replace the MPC controllers and fuzzy PID controllers in the process.

[0227] 203. Convert the air temperature at the vehicle cabin vents to the temperature of the evaporator surface, and determine the temperature control target of the evaporator surface based on the temperature of the evaporator surface.

[0228] In this embodiment, to improve the accuracy of the temperature control target, the air temperature at the vehicle cabin vents can be converted into the temperature of the evaporator surface. Boundary constraints are then applied to the evaporator surface temperature to obtain constraint parameters. Finally, anti-integral saturation processing is performed based on these constraint parameters to determine the temperature control target for the evaporator surface. This avoids anomalies during parameter adjustment.

[0229] 204. Based on the temperature control target and the actual temperature value of the evaporator surface, control the electric compressor of the air conditioning system in the physical simulation system, and control the blower in the physical simulation system in conjunction with the blower speed, in order to respond to the execution of the request signal.

[0230] In this embodiment, the process of controlling the electric compressor and blower is essentially the decomposition of the air conditioning system control objective. After completing the above embodiment, the values ​​of the proportionality coefficients a (ambient air heat convection term), b (solar radiation term), and p (solar radiation term) in expression (0.2) can all be determined. Therefore, the design of the cabin heat load observer's air conditioning system demand cooling load estimation stage is thus completed. Next, it is necessary to further implement the process of decomposing the estimated demand cooling load of the air conditioning system into the required cabin air outlet temperature and blower speed.

[0231] Specifically, the value of the cooling load output by the air conditioning system can also be obtained through expression (0.9). The main reason for using expression (0.9) in addition to the design expression (0.2) in the above embodiment is that this expression contains the cabin air outlet temperature T related to the decomposition of the target to be studied. out and blower wind speed Two parameters.

[0232]

[0233] Based on equation (0.9), the DOE experimental input parameters in Table 3, and Figure 12 As shown, Figure 12 This specification provides a schematic diagram of a scenario for another automotive air conditioning control method, representing one embodiment of the invention. Simulation based on this model yields a series of air conditioning system cooling loads. Air temperature at the air outlet T out and blower wind speed The data showing strong coupling among these three factors are used to analyze and formulate subsequent control target decomposition schemes. However, not all of this data is reasonable. Some data, while showing conditions that meet the required cooling load, may cause occupant discomfort; others, while meeting the required cooling load, may lead to high system energy consumption. Therefore, the obtained strongly coupled data needs further screening to achieve a good balance between occupant comfort and system energy consumption. To this end, this embodiment addresses the issue of occupant comfort in... Figure 12 The PMV / PPD comfort model is incorporated into the simulation model for evaluation. For system energy consumption, the COP model is applied in this embodiment for evaluation.

[0234] Then, after screening and organizing the cooling load of the air conditioning system... Air temperature at the air outlet T out and blower wind speed After obtaining the strongly coupled data from these three sources, the fitting tool in Origin can be used to obtain... Figure 13 The test results Figure 13 A schematic diagram of test results for another automotive air conditioning control method provided as one embodiment of this specification; the figure shows the cooling load of the air conditioning system. With air temperature T at the air outlet out The relationship between them is as follows Figure 13 In equation (1), the corresponding fitting function is shown in equation (0.10), and the cooling load of the air conditioning system. With blower wind speed The relationship between them is as follows Figure 13 As shown in (2), and the corresponding fitting function is shown in equation (0.11).

[0235] Finally, the matching scheme for the decomposition of the control objectives of the air conditioning system can be obtained as follows: Figure 13 (3) Thus, the design of the cabin thermal load observer in this embodiment is completed.

[0236]

[0237]

[0238] Furthermore, regarding the execution process of the physical simulation model responding to the request signal, that is, based on the above AMESim physical simulation model of automotive air conditioning, a corresponding controller is established in MATLAB, such as... Figure 14 As shown. Figure 14This document provides a schematic diagram of a control simulation model for an automotive air conditioning system, as one embodiment of the present invention. The diagram shows a MATLAB simulation model of a fitting-based automotive air conditioning feedforward controller, which, from left to right, includes an anti-integral saturation module simulation model, an evaporator surface temperature limiting module simulation model, an electric compressor fuzzy PI controller simulation model, an automotive air conditioning system AMESim physical simulation model, and a cabin heat load observer simulation model.

[0239] After obtaining the simulation results, they can be presented. Through the simulation of the above scheme, the controller's control effect and PNMV-PPD comfort status at various times can be obtained. Based on the comfort status, the controller's performance can be dynamically evaluated in real time, and the controller parameters can be adjusted in real time to make them approximate the actual situation. For the control results as follows... Figure 15 As shown, Figure 15 A schematic diagram of the test results of another automotive air conditioning control method provided in one embodiment of this specification; Figure (1) shows the simulation results of the fitting-based automotive air conditioning feedforward controller for vehicle cabin temperature control; Figure (2) shows the simulation results of the fitting-based automotive air conditioning feedforward controller for evaporator surface temperature control target tracking; Figure (3) shows the simulation results of the fitting-based automotive air conditioning feedforward controller for blower speed control target tracking; Figure (4) shows the simulation results of the control target before the "evaporator surface temperature control target limiting module" limits the amplitude; Figure (5) shows the PMV simulation results of the fitting-based automotive air conditioning feedforward controller; Figure (6) shows the PPD simulation results of the fitting-based automotive air conditioning feedforward controller.

[0240] In one possible scenario, the process of adjusting controller parameters can be based on an interactive interface. First, the adjustment parameters generated by the physical simulation system in response to the request signal are obtained. Then, the simulation data associated with the adjustment parameters is displayed on the target interface. The target interface is configured with an entry point for adjusting the system parameters associated with the simulation data, thereby realizing real-time adjustment of controller parameters. In the later actual debugging process, it is only necessary to make corrections based on this, which can reduce workload and improve work efficiency.

[0241] In summary, this embodiment acquires the request signal associated with the physical simulation system for automotive air conditioning and determines the cabin heat load corresponding to the request signal. Then, it determines the required cabin air outlet temperature and blower speed to offset the cabin heat load. The cabin air outlet temperature is converted into the evaporator surface temperature, and a temperature control target for the evaporator surface is determined based on this temperature. Furthermore, the electric compressor of the air conditioning system in the physical simulation system is controlled according to the temperature control target and the actual evaporator surface temperature, and the blower in the physical simulation system is controlled in conjunction with the blower speed to respond to the execution of the request signal. This achieves a parameter-based automotive air conditioning simulation process. Because the cabin air outlet temperature and blower speed are used to characterize the cabin heat load, parameter adjustments to the associated temperature control components of the air conditioning system can be made, allowing for fine-grained control. This avoids the need for extensive road testing to acquire and process data, improving the efficiency and accuracy of controlling the automotive air conditioning system.

[0242] It should be noted that the various embodiments described in this specification emphasize the parts that differ from other embodiments, and the embodiments can be explained by comparison with each other. Any combination of the various embodiments described in this specification based on general technical knowledge is covered within the scope of this specification.

[0243] In one exemplary embodiment of this specification, a control device 1600 for an automotive air conditioner is also provided, such as... Figure 16 As shown, Figure 16 A functional module diagram of a control device for an automotive air conditioner provided in one embodiment of this specification; including:

[0244] The acquisition unit 1601 is used to acquire a request signal associated with the physical simulation system for automotive air conditioning and to determine the cabin heat load corresponding to the request signal.

[0245] Control unit 1602 is used to determine the vehicle cabin air outlet temperature and blower speed required to offset the cabin heat load;

[0246] The control unit 1602 is also used to convert the air temperature of the vehicle cabin air outlet into the temperature of the evaporator surface, so as to determine the temperature control target of the evaporator surface based on the temperature of the evaporator surface.

[0247] The control unit 1602 is also used to control the electric compressor of the air conditioning system in the physical simulation system according to the temperature control target and the actual temperature value of the evaporator surface, and to control the blower in the physical simulation system in conjunction with the blower speed, in response to the execution of the request signal.

[0248] Optionally, in some possible implementations, the control unit 1602 is specifically used to determine the additional heat load that needs to be offset in the cabin environment based on the cabin heat load;

[0249] The control unit 1602 is specifically used to determine the adjustment heat load that needs to be offset during the temperature difference adjustment process of the cabin environment based on the set temperature indicated by the request signal.

[0250] The control unit 1602 is specifically used to combine the new heat load and the adjusted heat load to obtain the required cooling load of the air conditioning system;

[0251] The control unit 1602 is specifically used to determine the air temperature at the vehicle cabin air outlet and the blower speed required to offset the cabin heat load based on the equivalent relationship between the cooling load required by the air conditioning system and the heat load of the cabin.

[0252] Optionally, in some possible implementations, the control unit 1602 is specifically used to acquire the ambient temperature to determine the ambient temperature difference based on the ambient temperature and the set temperature corresponding to the cabin heat load.

[0253] The control unit 1602 is specifically used to determine the ambient air thermal convection parameters based on the ambient temperature difference.

[0254] The control unit 1602 is specifically used to determine solar radiation parameters based on a physical simulation system.

[0255] The control unit 1602 is specifically used to combine the ambient air thermal convection parameters and the solar radiation parameters to obtain the additional heat load that needs to be offset in the cabin environment.

[0256] Optionally, in some possible implementations, the control unit 1602 is specifically used to obtain ambient air thermal convection data by adjusting the vehicle speed parameters and environmental parameters in the physical simulation system. The ambient air thermal convection data includes the correspondence between different vehicle speeds, ambient temperatures and ambient air thermal convection ratio coefficients.

[0257] The control unit 1602 is specifically used to perform data fitting based on the ambient air thermal convection data to obtain a first relationship function;

[0258] The control unit 1602 is specifically used to determine the ambient air heat convection ratio coefficient by the ambient temperature difference and the first relationship function;

[0259] The control unit 1602 is specifically used to process the ambient temperature difference according to the ambient air heat convection ratio coefficient to determine the ambient air heat convection parameters.

[0260] Optionally, in some possible implementations, the control unit 1602 is specifically used to determine the solar radiation value based on the physical simulation system;

[0261] The control unit 1602 is specifically used to obtain solar radiation data by adjusting the vehicle speed parameters and environmental parameters in the physical simulation system. The solar radiation data includes the correspondence between different vehicle speeds, ambient temperatures and solar radiation ratio coefficients.

[0262] The control unit 1602 is specifically used to perform data fitting based on the solar radiation data to obtain a second relationship function;

[0263] The control unit 1602 is specifically used to determine the solar radiation ratio coefficient by the ambient temperature difference and the second relationship function;

[0264] The control unit 1602 is specifically used to process the solar radiation value according to the solar radiation ratio coefficient to determine the solar radiation parameters.

[0265] Optionally, in some possible implementations, the control unit 1602 is specifically used to determine the internal environment temperature difference corresponding to the cabin environment based on the set temperature indicated by the request signal;

[0266] The control unit 1602 is specifically used to acquire comfort indicators corresponding to the cabin environment;

[0267] The control unit 1602 is specifically used to determine the offset ratio coefficient corresponding to satisfying the comfort index;

[0268] The control unit 1602 is specifically used to determine the adjustment heat load that needs to be offset during the temperature difference adjustment process based on the internal environment temperature difference and the offset ratio coefficient.

[0269] Optionally, in some possible implementations, the control unit 1602 is specifically used to convert the air temperature at the vehicle cabin air vent into the temperature of the evaporator surface, so as to obtain constraint parameters by boundary constraint on the temperature of the evaporator surface.

[0270] The control unit 1602 is specifically used to perform anti-integral saturation processing based on the constraint parameters in order to determine the temperature control target of the evaporator surface.

[0271] Optionally, in some possible implementations, the acquisition unit 1601 is specifically used to determine the heat received by the outer surface of the vehicle cabin from external radiation and the heat from air convection.

[0272] The acquisition unit 1601 is specifically used to establish a first model based on the process of heat radiated from the outside and heat convected by the air being conducted to the inner surface of the cabin.

[0273] The acquisition unit 1601 is specifically used to establish a second model based on the process of heat transfer from the inner surface of the cabin to the air inside the cabin, causing changes in the cabin environment temperature.

[0274] The acquisition unit 1601 is specifically used to associate the first model and the second model to establish a physical simulation system for automotive air conditioning.

[0275] The acquisition unit 1601 is specifically used to acquire the request signal associated with the physical simulation system for automotive air conditioning.

[0276] Optionally, in some possible implementations, the control unit 1602 is specifically used to evaluate the air cooling cycle module and the system cabin heat load module in the physical simulation system based on steady-state conditions to obtain evaluation information;

[0277] The acquisition unit 1601 is specifically used to configure the physical simulation system as available if the parameter change range indicated by the evaluation information meets the evaluation conditions.

[0278] Optionally, in some possible implementations, the control unit 1602 is specifically used to acquire adjustment parameters generated by the physical simulation system during operation in response to a request signal;

[0279] The control unit 1602 is specifically used to display the simulation data associated with the adjustment parameters on the target interface, and the target interface is configured with an adjustment entry for the system parameters associated with the simulation data.

[0280] Specifically, the processing unit and interaction unit in this embodiment can correspond to physical components. For example, the processing unit can be a processing module such as a CPU, GPU, or FPGA, while the interaction unit can be an interaction module such as a screen, speaker, or projector. The specific physical component can be any component or combination of components with the above functions. The specific method depends on the actual scenario and is not limited here.

[0281] The aforementioned control device acquires request signals associated with the physical simulation system for automotive air conditioning and determines the cabin heat load corresponding to the request signals. It then determines the required cabin air outlet temperature and blower speed to offset the cabin heat load. The cabin air outlet temperature is converted into the evaporator surface temperature, and a temperature control target for the evaporator surface is determined based on this temperature. Furthermore, the device controls the electric compressor of the air conditioning system in the physical simulation system according to the temperature control target and the actual evaporator surface temperature, and controls the blower in the physical simulation system in conjunction with the blower speed to respond to the execution of the request signals. This achieves a parameter-based automotive air conditioning simulation process. Because the cabin air outlet temperature and blower speed are used to characterize the cabin heat load, parameter adjustments to the associated temperature control components of the air conditioning system can be made, allowing for fine-grained control. This avoids the need for extensive road testing to acquire and process data, improving the efficiency and accuracy of controlling the automotive air conditioning system.

[0282] Specific limitations regarding the control device for automotive air conditioning can be found in the limitations regarding the control method for automotive air conditioning mentioned above, and will not be repeated here. Each unit module in the aforementioned automotive air conditioning control device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device in hardware form, or stored in the memory of a computer device in software form, so that the processor can call and execute the corresponding operations of each module.

[0283] Another embodiment of this application also proposes a computing device, see [link to relevant documentation] Figure 17 As shown, an exemplary embodiment of this specification also provides a computing device, including: a memory and a processor, the memory storing a computer program, the processor executing the computer program to perform the steps of the control method for an automotive air conditioner according to various embodiments of this specification described above.

[0284] The internal structure of the computing device can be as follows: Figure 17 As shown, the computing device includes a processor, memory, network interface, and input devices connected via a system bus. The processor provides computing and control capabilities. The memory includes a non-volatile storage medium and internal memory. The non-volatile storage medium stores an operating system and computer programs. The internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage medium. The network interface is used to communicate with external terminals via a network connection. When the computer program is executed by the processor, it follows the steps of the automotive air conditioning control method according to various embodiments of this specification as described in the above embodiments.

[0285] The processor may include the main processor, as well as baseband chips, modems, etc.

[0286] The memory stores a program that executes the technical solution of this invention, and may also store an operating system and other critical business functions. Specifically, the program may include program code, which includes computer operation instructions. More specifically, the memory may include read-only memory (ROM), other types of static storage devices capable of storing static information and instructions, random access memory (RAM), other types of dynamic storage devices capable of storing information and instructions, disk storage, flash memory, etc.

[0287] The processor can be a general-purpose processor, such as a general-purpose central processing unit (CPU), a microprocessor, etc., or an application-specific integrated circuit (ASIC), or one or more integrated circuits used to control the execution of the program of the present invention. 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.

[0288] Input devices may include devices that receive data and information input by the user, such as keyboards, mice, cameras, scanners, light pens, voice input devices, touch screens, pedometers, or gravity sensors.

[0289] Output devices may include devices that allow information to be output to the user, such as displays, printers, speakers, etc.

[0290] The communication interface may include any transceiver-like device for communicating with other devices or communication networks, such as Ethernet, Radio Access Network (RAN), Wireless Local Area Network (WLAN), etc.

[0291] The processor executes the program stored in the memory and calls other devices, which can be used to implement the various steps of any of the automotive air conditioning control methods provided in the above embodiments of this application.

[0292] The computing device may also include a display component and a voice component. The display component may be a liquid crystal display screen or an e-ink display screen. The input device of the computing device may be a touch layer covering the display component, or a button, trackball or touchpad set on the casing of the computing device, or an external keyboard, touchpad or mouse, etc.

[0293] Those skilled in the art will understand that Figure 17The structures shown are merely block diagrams of some structures related to the solutions in this specification and do not constitute a limitation on the computing devices on which the solutions in this specification are applied. Specific computing devices may include more or fewer components than those shown in the figures, or combine certain components, or have different component arrangements.

[0294] In addition to the methods and devices described above, the automotive air conditioning control method provided in the embodiments of this specification can also be a computer program product, which includes a computer program that, when run by a processor, causes the processor to perform the steps in the automotive air conditioning control method according to various embodiments of this specification as described in the "Exemplary Methods" section above.

[0295] The computer program product described herein can be written in any combination of one or more programming languages ​​to perform the operations of the embodiments described herein. These programming languages ​​include object-oriented programming languages ​​such as Java and C++, as well as conventional procedural programming languages ​​such as C or similar languages. The program code can be executed entirely on the user's computing device, partially on the user's computing device, as a standalone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0296] Furthermore, embodiments of this specification also provide a computer-readable storage medium having a computer program stored thereon, the computer program being executed by a processor of the steps in the control method of an automotive air conditioner according to various embodiments of this specification as described in the "Exemplary Methods" section above.

[0297] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the methods described above. Any references to memory, storage, databases, or other media used in the embodiments provided in this specification can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), dual data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), RAMbus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and RAMbus dynamic RAM (RDRAM), etc.

[0298] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0299] The embodiments described above are merely illustrative of several implementation methods outlined in this specification. While the descriptions are specific and detailed, they should not be construed as limiting the scope of the solutions provided in this specification. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this specification, and these all fall within the scope of protection of this specification. Therefore, the scope of protection for this patent should be determined by the appended claims.

Claims

1. A method for controlling an automotive air conditioner, characterized in that, include: Acquire the request signal associated with the physical simulation system for automotive air conditioning, and determine the cabin heat load corresponding to the request signal; Determine the required vehicle cabin air outlet temperature and blower speed to offset the cabin heat load; The air temperature at the vehicle cabin vent is converted into the temperature of the evaporator surface, and the temperature control target of the evaporator surface is determined based on the temperature of the evaporator surface. The electric compressor of the air conditioning system in the physical simulation system is controlled according to the temperature control target and the actual temperature value of the evaporator surface, and the blower in the physical simulation system is controlled in conjunction with the blower speed, in order to respond to the execution of the request signal. The determination of the vehicle cabin air outlet temperature and blower speed required to offset the cabin heat load includes: Based on the aforementioned cabin heat load, determine the additional heat load that needs to be offset within the cabin environment; including: Determining solar radiation parameters based on a physical simulation system; The determination of solar radiation parameters based on the physical simulation system includes: The solar radiation values ​​are determined based on the physical simulation system described above; By adjusting the vehicle speed parameters and environmental parameters in the physical simulation system, solar radiation data is obtained. The solar radiation data includes the correspondence between different vehicle speeds, ambient temperatures, and solar radiation ratio coefficients. Data fitting is performed based on the solar radiation data to obtain a second relationship function; The solar radiation ratio coefficient is determined by the ambient temperature difference and the second relationship function. The solar radiation value is processed according to the solar radiation ratio coefficient to determine the solar radiation parameters.

2. The method according to claim 1, characterized in that, The determination of the vehicle cabin air outlet temperature and blower speed required to offset the cabin heat load also includes: The adjustment heat load that needs to be offset during the temperature difference adjustment process of the cabin environment is determined based on the set temperature indicated by the request signal. By combining the newly added heat load and the adjusted heat load, the required cooling load of the air conditioning system can be obtained; Based on the equivalent relationship between the cooling load required by the air conditioning system and the heat load of the cabin, the required air temperature at the vehicle cabin air outlet and the blower speed to offset the heat load of the cabin are determined.

3. The method according to claim 2, characterized in that, The determination of the additional heat load that needs to be offset in the cabin environment based on the cabin heat load also includes: The ambient temperature is obtained, and the ambient temperature difference is determined based on the ambient temperature and the set temperature corresponding to the cabin heat load. Determine the ambient air thermal convection parameters based on the ambient temperature difference; By combining the ambient air thermal convection parameters and the solar radiation parameters, the additional heat load that needs to be offset in the cabin environment can be obtained.

4. The method according to claim 3, characterized in that, The step of determining the ambient air thermal convection parameters based on the ambient temperature difference includes: By adjusting the vehicle speed parameters and environmental parameters in the physical simulation system, ambient air thermal convection data is obtained. The ambient air thermal convection data includes the correspondence between different vehicle speeds, ambient temperatures, and ambient air thermal convection ratio coefficients. Data fitting is performed based on the ambient air thermal convection data to obtain a first relationship function; The ambient air heat convection ratio coefficient is determined by the ambient temperature difference and the first relationship function. The ambient temperature difference is processed according to the ambient air thermal convection ratio coefficient to determine the ambient air thermal convection parameters.

5. The method according to claim 2, characterized in that, The step of determining the adjustment heat load that needs to be offset during the temperature difference adjustment process of the cabin environment based on the set temperature indicated by the request signal includes: The internal temperature difference corresponding to the cabin environment is determined based on the set temperature indicated by the request signal; Obtain the comfort index corresponding to the cabin environment; Determine the offset ratio coefficient corresponding to meeting the aforementioned comfort index; The adjustment heat load that needs to be offset during the temperature difference adjustment process is determined based on the internal temperature difference and the offset ratio coefficient.

6. The method according to claim 1, characterized in that, The step of converting the air temperature at the vehicle cabin vents into the temperature of the evaporator surface, and determining the temperature control target for the evaporator surface based on the temperature of the evaporator surface, includes: The air temperature at the car cabin air vent is converted into the temperature of the evaporator surface, and the boundary constraints on the temperature of the evaporator surface are obtained to obtain constraint parameters. Based on the constraint parameters, an anti-integral saturation process is performed to determine the temperature control target for the evaporator surface.

7. The method according to claim 1, characterized in that, The request signal for obtaining the physical simulation system associated with the automotive air conditioning system includes: Determine the amount of heat received by the outer surface of the car cabin from external radiation and air convection. A first model is established based on the process by which heat radiated from the outside and heat convected by the air is conducted to the inner surface of the cabin. A second model is established based on the process by which heat is transferred from the inner surface of the cabin to the air inside the cabin, causing changes in the cabin environment temperature. The first model and the second model are linked to establish a physical simulation system for automotive air conditioning. Obtain the request signal associated with the physical simulation system used for automotive air conditioning.

8. The method according to claim 7, characterized in that, The method further includes: The air cooling cycle module and the system cabin heat load module in the physical simulation system are evaluated based on steady-state conditions to obtain evaluation information. If the parameter variation range indicated by the evaluation information meets the evaluation conditions, then the physical simulation system is configured to be available.

9. The method according to any one of claims 1-8, characterized in that, The method further includes: Obtain the adjustment parameters generated by the physical simulation system during its operation in response to request signals; The simulation data associated with the adjustment parameters is displayed on the target interface, which is configured with an entry point for adjusting the system parameters associated with the simulation data.

10. An air conditioning system control device, characterized in that, include: The acquisition unit is used to acquire a request signal associated with the physical simulation system for automotive air conditioning and to determine the cabin heat load corresponding to the request signal. Control unit for determining the vehicle cabin vent air temperature and blower speed required to offset the cabin heat load; The control unit is also configured to convert the air temperature at the vehicle cabin air outlet into the temperature of the evaporator surface, so as to determine the temperature control target of the evaporator surface based on the temperature of the evaporator surface. The control unit is also used to control the electric compressor of the air conditioning system in the physical simulation system according to the temperature control target and the actual temperature value of the evaporator surface, and to control the blower in the physical simulation system in conjunction with the blower speed, in response to the execution of the request signal. The control unit is specifically used to determine the additional heat load that needs to be offset in the cabin environment based on the cabin heat load. The control unit is also specifically used to determine solar radiation parameters based on a physical simulation system; The control unit is also specifically used to determine the solar radiation value based on the physical simulation system; by adjusting the vehicle speed parameters and environmental parameters in the physical simulation system, solar radiation data is obtained, and the solar radiation data includes the correspondence between different vehicle speeds, ambient temperatures and solar radiation ratio coefficients. Data fitting is performed based on the solar radiation data to obtain a second relationship function; The solar radiation ratio coefficient is determined by the ambient temperature difference and the second relationship function. The solar radiation value is processed according to the solar radiation ratio coefficient to determine the solar radiation parameters.

11. A computing device, characterized in that, The system includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the control method for an automotive air conditioner as described in any one of claims 1-9.

12. A computer program product, characterized in that, include: A computer program, which, when executed by a processor, implements the control method for an automotive air conditioner according to any one of claims 1-9.

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