Vehicle air conditioner control method and device, electronic equipment and computer storage medium

Abstract

The invention provides a vehicle air conditioner control method and device, electronic equipment and a computer storage medium, and the method comprises the steps that under the condition that it is determined that an in-vehicle air conditioner needs to be subjected to dynamic optimization of the internal circulation proportion, the target air inlet temperature of the air conditioner is calculated; according to the target air inlet temperature, the actual temperature in the vehicle and the environment temperature, the initial opening degree of a circulating air door of the air conditioner is determined; according to the temperature difference value of the actual air inlet temperature monitored in real time and the target air inlet temperature, the opening degree increment is determined; and the initial opening degree is corrected based on the opening degree increment, and the circulating air door is controlled to reach the corrected opening degree. According to the embodiment of the invention, the opening increment is determined according to the temperature difference value between the actual in-vehicle air inlet temperature monitored in real time and the target air inlet temperature, so that the initial opening is corrected, the opening of the circulating air door of the air conditioner is accurately controlled, the accuracy of in-vehicle temperature and humidity control can be improved, meanwhile, energy consumption can be reduced as much as possible, and the service life of the air conditioner is prolonged. And the energy-saving effect is improved.

Description

Technical Field

[0001] The present application relates to the field of temperature control, and more specifically, to a vehicle air conditioning control method, device, electronic device, and computer storage medium. Background Art

[0002] With the increasing demand for automotive intelligence and comfort, the control accuracy and energy efficiency of automotive air conditioning systems have become key research areas in the industry. Traditional vehicle air conditioning systems often use a discrete control strategy based on fixed gears, with a limited number of preset gears (such as low, medium, and high) corresponding to the air conditioning opening degree.

[0003] However, this gear-based opening adjustment method has significant drawbacks. Due to the lack of continuity and refinement in the adjustment process, it is difficult for the air-conditioning system to accurately control the temperature according to real-time changing factors such as the actual temperature in the car, the number of people, the light intensity, and the external ambient temperature. For example, when the temperature in the car is close to the set temperature, the traditional gear adjustment cannot accurately fine-tune the air-conditioning output, making the temperature in the car easily fluctuate around the set value and unable to always maintain a stable and comfortable range, which greatly affects the comfort experience of the driver and passengers. In addition, since the operating power of the air-conditioning system cannot be accurately controlled according to actual needs, the air-conditioning system often over-operates under unnecessary working conditions, resulting in energy waste. Summary of the Invention

[0004] In view of this, the purpose of the embodiments of the present application is to provide a vehicle air-conditioning control method, device, electronic device and computer storage medium, which can improve the accuracy of temperature and humidity control in the vehicle while improving energy saving effects.

[0005] In a first aspect, an embodiment of the present application provides a vehicle air-conditioning control method, comprising: calculating a target air inlet temperature of the air conditioner when it is determined that the in-vehicle air-conditioning needs to dynamically optimize the internal circulation ratio; determining an initial opening of a circulating damper of the air conditioner based on the target air inlet temperature, the actual temperature in the vehicle, and the ambient temperature; determining an opening increment based on a temperature difference between the actual inlet temperature monitored in real time and the target inlet temperature; correcting the initial opening based on the opening increment, and controlling the circulating damper to reach the corrected opening.

[0006] In the above implementation process, the initial opening of the air-conditioning circulation damper is determined according to the target air-inlet temperature, the actual air-inlet temperature in the vehicle and the ambient temperature, and the opening increment is determined according to the temperature difference between the actual air-inlet temperature in the vehicle and the target air-inlet temperature monitored in real time, and then the initial opening is corrected by the opening increment. By precisely controlling the opening of the air-conditioning circulation damper in this "feedforward + feedback" method, the accuracy of temperature and humidity control in the vehicle can be improved, while energy consumption can be minimized as much as possible to improve energy-saving effects.

[0007] In one embodiment, when it is determined that the in-vehicle air conditioning needs to dynamically optimize the internal circulation ratio, the method further includes: determining the current state of the vehicle based on the vehicle's operating mode and / or current gear; when the current state is a stationary state, switching the circulation damper to a full internal circulation mode.

[0008] In the above implementation process, when it is determined that the in-vehicle air conditioning needs to dynamically optimize the internal circulation ratio, the current state of the vehicle is first determined based on the vehicle's operating mode and / or current gear position, and when it is determined that the vehicle is in a static state, it is switched to the full internal circulation mode, which can reduce energy consumption while maintaining the temperature in the vehicle.

[0009] In one embodiment, calculating the target air inlet temperature of the air conditioner includes: determining the dew point temperature of the inner surface of the vehicle's glass; determining the inner surface temperature of the vehicle's glass; determining the fogging risk level based on the dew point temperature and the inner surface temperature of the glass; and calculating the target air inlet temperature based on the fogging risk level and the ambient temperature.

[0010] In the above implementation process, by determining the target air inlet temperature based on the fogging risk level and the ambient temperature, the determined target air inlet temperature can ensure that the air humidity in the vehicle is within a comfortable range, while avoiding the risk of fogging caused by improper humidity, thereby improving driving safety while ensuring passenger comfort.

[0011] In one embodiment, determining the dew point temperature of the inner surface of the glass of the vehicle includes: obtaining the initial relative humidity and the air humidity near the inner surface of the glass according to a sensor; determining the corrected relative humidity according to the occupant's biometric characteristics, the actual temperature inside the vehicle, and the initial relative humidity; and determining the dew point temperature according to the corrected relative humidity and the air humidity near the inner surface of the glass.

[0012] In the above implementation process, after obtaining the initial relative humidity, the initial relative humidity is corrected according to the biometric characteristics of the occupants in the vehicle. This can break through the limitations of relying solely on sensors, improve the accuracy of relative humidity determination, and thus improve the accuracy of air conditioning opening adjustment.

[0013] In one embodiment, the occupant biometrics include: the number of occupants and the occupant behavior; determining the corrected relative humidity based on the occupant biometrics of the occupants in the vehicle, the actual temperature in the vehicle, and the initial relative humidity includes: obtaining the number of members and the occupant behavior obtained by the in-vehicle collection device; determining a weighted occupant number based on the occupant number and the occupant behavior; and determining the corrected relative humidity based on the weighted occupant number, the actual temperature in the vehicle, and the initial relative humidity.

[0014] In the above implementation process, by determining the weighted number of occupants in the vehicle based on the number of occupants in the vehicle and the occupant behavior, that is, taking the occupant behavior into consideration when determining the number of occupants, the accuracy of the number of occupants used to correct the relative humidity can be improved, thereby improving the accuracy of the corrected relative humidity.

[0015] In one embodiment, determining the inner surface temperature of the vehicle's glass includes: obtaining the air humidity near the inner surface of the glass according to a sensor; determining the inner surface temperature of the glass according to the air humidity near the inner surface of the glass, the interior contribution temperature, the exterior contribution temperature and the sunlight contribution temperature; wherein the interior contribution temperature is the contribution degree of the air conditioning operation state to the inner surface temperature of the glass, the exterior contribution temperature is the contribution degree of the vehicle's headwind and the exterior temperature to the inner surface temperature of the glass, and the sunlight contribution temperature is the contribution degree of sunlight to the inner surface temperature of the glass.

[0016] In the above implementation process, the inner surface temperature of the glass is determined based on the interior temperature contribution, the exterior temperature contribution, and the sunlight contribution temperature. The inner surface temperature of the glass can be accurately determined by comprehensively considering multiple parameters such as wind volume, vehicle speed, and solar azimuth, thereby improving the accuracy of the calculation of the inner surface temperature of the glass.

[0017] In one embodiment, the method further includes: when the ambient temperature is lower than the set temperature threshold, the target air outlet temperature is higher than the ambient temperature setting range, and the temperature damper of the air conditioner is in the hot end position, determining that the in-vehicle air conditioner needs to dynamically optimize the internal circulation ratio.

[0018] In the above implementation process, whether the in-car air conditioning needs to dynamically optimize the internal circulation ratio is determined based on multiple conditions, and then combined with the real-time situation of the vehicle, an intelligent decision can be made whether to start dynamic optimization control to balance the comfort and energy saving effects in the car.

[0019] In a second aspect, an embodiment of the present application also provides a vehicle air-conditioning control device, comprising: a calculation module for calculating the target air inlet temperature of the air conditioner when it is determined that the air conditioner in the vehicle needs to dynamically optimize the internal circulation ratio; a first determination module for determining the initial opening of the circulation damper of the air conditioner based on the target air inlet temperature, the actual temperature in the vehicle and the ambient temperature; a second determination module for determining the opening increment based on the temperature difference between the actual air inlet temperature monitored in real time and the target air inlet temperature; a correction module for correcting the initial opening based on the opening increment, and controlling the circulation damper to reach the corrected opening.

[0020] In a third aspect, an embodiment of the present application further provides an electronic device comprising: a processor and a memory, wherein the memory stores machine-readable instructions executable by the processor, and when the electronic device is running, the machine-readable instructions are executed by the processor to perform the steps of the method in the above-mentioned first aspect, or any possible implementation of the first aspect.

[0021] In a fourth aspect, an embodiment of the present application further provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps of the vehicle air-conditioning control method according to the first aspect or any possible implementation of the first aspect are executed.

[0022] In order to make the above-mentioned objects, features and advantages of the present application more obvious and easy to understand, the following embodiments are given in conjunction with the accompanying drawings for detailed description as follows. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without creative work.

[0024] Figure 1 A schematic diagram illustrating the interaction between various devices in a vehicle air-conditioning control system according to an embodiment of the present application;

[0025] Figure 2 A block diagram of an electronic device provided in an embodiment of the present application;

[0026] Figure 3 A flow chart of a vehicle air conditioning control method provided in an embodiment of the present application;

[0027] Figure 4 A schematic diagram of the functional modules of the vehicle air-conditioning control device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0028] The technical solutions in the embodiments of the present application will be described below in conjunction with the accompanying drawings in the embodiments of the present application.

[0029] It should be noted that similar reference numerals and letters represent similar items in the following drawings. Therefore, once an item is defined in one drawing, it does not need to be further defined or explained in subsequent drawings. At the same time, in the description of this application, the terms "first", "second", etc. are only used to distinguish the description and should not be understood as indicating or implying relative importance.

[0030] The decline in electric vehicle range in winter is a core bottleneck hindering the industry's development. This is due to two physical mechanisms: the polarization effect caused by the increased viscosity of lithium-ion battery electrolytes at low temperatures, and the surge in cabin heating demand, which leads to increased air conditioning energy consumption. Traditional electric heating methods are particularly energy-intensive and have low energy efficiency. While heat pump systems are relatively efficient, their performance is limited in extreme low temperatures. While existing energy-saving strategies have optimized in-vehicle air circulation to some extent, they struggle to achieve maximum energy savings while ensuring driver safety and passenger comfort.

[0031] In view of this, the present application proposes a vehicle air-conditioning control method, which determines the initial opening of the air-conditioning circulation damper according to the target air-inlet temperature, the actual air-inlet temperature in the vehicle and the ambient temperature, and determines the opening increment according to the temperature difference between the actual air-inlet temperature in the vehicle and the target air-inlet temperature monitored in real time, and then corrects the initial opening according to the opening increment. By precisely controlling the opening of the air-conditioning circulation damper in this "feedforward + feedback" method, the accuracy of the temperature and humidity control in the vehicle can be improved, while minimizing energy consumption and improving energy-saving effects.

[0032] To facilitate understanding of this embodiment, a vehicle air-conditioning control system that executes a vehicle air-conditioning control method disclosed in an embodiment of the present application is first introduced in detail.

[0033] like Figure 1 , which is a schematic diagram of the interaction between various devices in the vehicle air conditioner 600 control system provided in an embodiment of the present application, including: an image acquisition device 200, a temperature sensor 300, a humidity sensor 400, a pressure sensor 500, an electronic device and an air conditioner 600.

[0034] The electronic device is connected to one or more of the image acquisition device 200 , the temperature sensor 300 , the humidity sensor 400 , the pressure sensor 500 and the air conditioner 600 via a network for data communication or interaction.

[0035] Optionally, the electronic device may be a network server, a database server, a personal computer (PC), a tablet computer, a smart phone, a personal digital assistant (PDA), etc. The electronic device may be selected according to actual conditions.

[0036] The electronic device can be provided independently of the air conditioner 600 or integrated inside the air conditioner 600. The specific location of the electronic device can be selected according to actual conditions.

[0037] In one embodiment, the image acquisition device 200 , the temperature sensor 300 , the humidity sensor 400 , the pressure sensor 500 , and the electronic device are existing devices in the vehicle.

[0038] The image acquisition device 200 here can be a driving recorder, a vehicle-mounted camera, a camera in a vehicle-mounted computer, etc. The image acquisition device 200 can be selected according to actual conditions.

[0039] The image acquisition device 200 can be used to obtain the biometric characteristics of the passengers in the vehicle, such as the number of passengers, the perspiration level of the passengers, whether the passengers are wearing masks, etc. The biometric characteristics can be selected according to the actual situation.

[0040] The temperature sensor 300 and humidity sensor 400 may be an integrated whole sensor, or may be a plurality of independent sensors. The specific structures of the temperature sensor 300 and humidity sensor 400 may be selected according to actual conditions.

[0041] The temperature sensor 300 includes one or more temperature sensors, which can be set inside and / or outside the vehicle to obtain the actual temperature inside the vehicle and / or the ambient temperature.

[0042] The humidity sensor 400 may be disposed around the glass of the vehicle to obtain the air humidity near the inner surface of the glass.

[0043] The pressure sensor 500 here can be set on the seat to obtain the pressure of the seat and determine the number of passengers based on the seat pressure.

[0044] To facilitate understanding of this embodiment, the electronic device that executes the vehicle air conditioner 600 control method disclosed in the embodiment of the present application is introduced in detail below.

[0045] like Figure 2 , which is a block diagram of an electronic device. The electronic device 100 may include a memory 111 and a processor 113. A person skilled in the art will understand that Figure 2 The structure shown is only for illustration and does not limit the structure of the electronic device 100. For example, the electronic device 100 may further include Figure 2 More or fewer components than shown, or with Figure 2 Different configurations shown.

[0046] The memory 111 and processor 113 are electrically connected to each other, directly or indirectly, to enable data transmission or interaction. For example, these components may be electrically connected to each other via one or more communication buses or signal lines. The processor 113 is used to execute the executable modules stored in the memory.

[0047] The memory 111 may be, but is not limited to, a random access memory (RAM), a read-only memory (ROM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), etc. The memory 111 is used to store programs, and the processor 113 executes the programs after receiving an execution instruction. The method executed by the electronic device 100 defined by the process disclosed in any embodiment of the present application can be applied to the processor 113 or implemented by the processor 113.

[0048] The processor 113 may be an integrated circuit chip with signal processing capabilities. The processor 113 may be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it may also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. The methods, steps, and logic block diagrams disclosed in the embodiments of the present application may be implemented or executed. The general-purpose processor may be a microprocessor or any conventional processor.

[0049] The electronic device 100 in this embodiment can be used to execute each step in each method provided in the embodiments of the present application. The following describes in detail the implementation process of the vehicle air conditioning control method through several embodiments.

[0050] See also Figure 3 , is a flow chart of the vehicle air conditioning control method provided by the embodiment of the present application. Figure 3 The specific process shown is explained in detail.

[0051] Step S201 : When it is determined that the in-vehicle air conditioner needs to dynamically optimize the internal circulation ratio, the target air inlet temperature of the air conditioner is calculated.

[0052] It should be understood that during vehicle operation, the actual operating conditions can be combined to automatically determine whether the vehicle air conditioner requires dynamic optimization of the internal recirculation ratio. Therefore, before step S201, the method further includes: determining whether the vehicle air conditioner requires dynamic optimization of the internal recirculation ratio based on set conditions.

[0053] The dynamic optimization of the internal circulation ratio here refers to dynamically adjusting the opening of the air conditioning internal circulation according to the actual operating conditions of the vehicle.

[0054] The target inlet air temperature is the air conditioning inlet temperature required to ensure a comfortable interior temperature. A comfortable interior temperature is defined as a temperature that maintains humidity within a preset range while minimizing the risk of fogging.

[0055] Step S202 : determining the initial opening of the air circulation door of the air conditioner according to the target air inlet temperature, the actual temperature in the vehicle, and the ambient temperature.

[0056] It should be understood that after determining the target air inlet temperature, the actual vehicle interior temperature, and the ambient temperature, the initial opening of the recirculation damper can be pre-calculated and the air conditioner's recirculation damper can be controlled to that initial opening. After the air conditioner's recirculation damper is adjusted to the initial opening, the actual air inlet temperature is monitored in real time, and feedback adjustment is performed based on the difference between the actual and target air inlet temperatures to further determine the recirculation damper opening.

[0057] In one embodiment, the calculation formula for the initial opening can be:

[0058] u_ff=(Ttgt_inlet–Tcabin) / (AmbTe-Tcabin)×100%;

[0059] Among them, u_ff is the initial opening, Ttgt_inlet is the target inlet air temperature, Tcabin is the actual temperature in the car, and AmbTe is the ambient temperature.

[0060] Step S203: determining an opening increment based on a temperature difference between the actual inlet air temperature monitored in real time and the target inlet air temperature.

[0061] It can be understood that by monitoring the actual inlet air temperature in real time and determining the deviation between the real-time inlet air temperature and the target inlet air temperature, the opening increment can be calculated through the PID control algorithm.

[0062] In one embodiment, the ID control algorithm may be:

[0063]

[0064] Among them, u fbis the opening increment, Kp is the proportional control parameter, Ki is the integral control parameter, Kd is the differential control parameter, e(k) is the temperature difference at the current moment, is the cumulative sum of the temperature differences, and e(k)-e(k-1) is the rate of change of the temperature differences.

[0065] The cumulative sum of the temperature differences here is used to reflect the error accumulation over a long period of time, and the rate of change of the temperature difference is used to predict the short-term trend of the temperature difference.

[0066] Step S204: correct the initial opening based on the opening increment, and control the circulation damper to reach the corrected opening.

[0067] It is understandable that after determining the opening increment according to the temperature difference, the opening of the air conditioner can be corrected according to the opening increment based on the initial opening, and then the circulation damper is controlled to reach the corrected opening.

[0068] Of course, after correcting the initial opening based on the opening increment, you can continue to monitor the temperature difference between the actual inlet air temperature and the target inlet air temperature in real time, and continue to determine the new opening increment based on the temperature difference, and continue to correct the current opening based on the new opening increment until the temperature difference between the actual inlet air temperature and the target inlet air temperature of the circulating air door is within the preset range.

[0069] The preset range refers to the acceptable range of the difference between the actual air intake temperature and the target air intake temperature. When the difference between the actual air intake temperature and the target air intake temperature is within the preset range, the temperature inside the vehicle can basically reach a comfortable temperature.

[0070] It should be understood that the opening of the circulating air damper is controlled by a feedforward + feedback method, so that the opening of the circulating air damper can be dynamically adjusted according to changes in the in-vehicle environment and humidity requirements, ensuring that the air temperature in the vehicle is always maintained within a comfortable and safe range, while also taking into account the energy efficiency of the vehicle.

[0071] In the above implementation process, the initial opening of the air-conditioning circulation damper is determined according to the target air-inlet temperature, the actual air-inlet temperature in the vehicle and the ambient temperature, and the opening increment is determined according to the temperature difference between the actual air-inlet temperature in the vehicle and the target air-inlet temperature monitored in real time, and then the initial opening is corrected by the opening increment. By precisely controlling the opening of the air-conditioning circulation damper in this "feedforward + feedback" method, the accuracy of temperature and humidity control in the vehicle can be improved, while energy consumption can be minimized as much as possible to improve energy-saving effects.

[0072] In one possible implementation, when it is determined that the in-vehicle air conditioning needs to dynamically optimize the internal circulation ratio, the method also includes: determining the current state of the vehicle based on the vehicle's operating mode and / or current gear; when the current state is a stationary state, switching the circulation damper to a full internal circulation mode.

[0073] The working mode refers to the working state of the vehicle, and the working mode may include driving mode, stop mode, charging mode, refueling mode, etc. The working mode can be selected according to actual conditions.

[0074] The current gear here refers to the gear of the vehicle at the current moment. The current gear can be 1st gear, 2nd gear, 3rd gear, P gear, reverse gear, etc. The current gear can be selected according to actual conditions.

[0075] The above-mentioned current state may include a static state, an action state, etc., and the current state may be selected according to actual conditions.

[0076] It should be understood that the current state of the vehicle needs to be determined based on one or more of the vehicle's operating mode and current gear.

[0077] For example, when the charging device of the vehicle is in a connected state, it can be determined that the vehicle is in a charging state, and then it can be directly determined that the current state of the vehicle is a stationary state.

[0078] For example, when the current gear of the vehicle is the P gear and lasts for a certain period of time, it can also be determined that the current state of the vehicle is a stationary state.

[0079] For example, if the vehicle is in a driving state and is not connected to a charging device, and the P gear duration does not exceed a set time, then the current state of the vehicle is determined to be an action state.

[0080] The above determination of the current state of the vehicle is only exemplary, and the determination of the current state of the vehicle can be adjusted according to actual conditions.

[0081] Understandably, if a vehicle is stationary and there are passengers inside, they may be resting or waiting inside. In this case, the safety of the driving field of view is less important, and energy conservation can be prioritized. Using full internal recirculation mode helps maintain interior temperature while also reducing energy consumption.

[0082] In the above implementation process, when it is determined that the in-vehicle air conditioning needs to dynamically optimize the internal circulation ratio, the current state of the vehicle is first determined based on the vehicle's operating mode and / or current gear position, and when it is determined that the vehicle is in a static state, it is switched to the full internal circulation mode, which can reduce energy consumption while maintaining the temperature in the vehicle.

[0083] In one possible implementation, calculating the target air inlet temperature of the air conditioner includes: determining the dew point temperature of the inner surface of the vehicle's glass; determining the inner surface temperature of the vehicle's glass; determining the fogging risk level based on the dew point temperature and the inner surface temperature of the glass; and calculating the target air inlet temperature based on the fogging risk level and the ambient temperature.

[0084] The fogging risk level is determined by the fact that the inner glass surface temperature is lower than the dew point temperature. The smaller the difference between the inner glass surface temperature and the dew point temperature, the greater the fogging risk. This fogging risk level is used to measure the likelihood of fogging inside the vehicle.

[0085] The dew point temperature here can be calculated using the corresponding humidity obtained by the anti-fog sensor inside the car and the air humidity near the inner surface of the glass.

[0086] The above-mentioned glass inner surface temperature is affected by the environment inside and outside the vehicle, and can be determined based on the interior temperature contribution, the exterior temperature contribution, and the sunlight contribution temperature.

[0087] In one embodiment, the fogging risk level may be expressed by the following formula:

[0088] Frisk=f(Tinner_glass-Tdew);

[0089] Among them, Frisk is the fogging risk level, Tinner_glass is the inner surface temperature of the glass, and Tdew is the dew point temperature.

[0090] It should be understood that due to the characteristics of moist air, lower temperatures reduce its saturated water vapor pressure, leading to a decrease in absolute moisture content. By precisely controlling the target inlet air temperature, the absolute moisture content of the air entering the vehicle can be effectively controlled, thereby achieving precise regulation of the interior air humidity.

[0091] In one embodiment, the target inlet air temperature can be expressed as:

[0092] Ttgt_inlet=f(Frisk,AmbTe);

[0093] Where Ttgt_inlet is the target inlet air temperature, Frisk is the fogging risk level, and AmbTe is the ambient temperature.

[0094] The target air inlet temperature here can be used to ensure that the air humidity in the vehicle is within a comfortable range while avoiding the risk of fogging due to improper humidity.

[0095] In the above implementation process, by determining the target air inlet temperature based on the fogging risk level and the ambient temperature, the determined target air inlet temperature can ensure that the air humidity in the vehicle is within a comfortable range, while avoiding the risk of fogging caused by improper humidity, thereby improving driving safety while ensuring passenger comfort.

[0096] In one possible implementation, determining the dew point temperature of an inner surface of glass of a vehicle includes: obtaining, according to a sensor, an initial relative humidity and an air humidity near the inner surface of the glass; determining a corrected relative humidity according to a biometric characteristic of an occupant in the vehicle, an actual temperature in the vehicle, and the initial relative humidity; and determining the dew point temperature according to the corrected relative humidity and the air humidity near the inner surface of the glass.

[0097] Optionally, the sensor may be a humidity sensor, a temperature sensor, a temperature and humidity sensor, an anti-fog sensor, etc. The type of the sensor may be selected according to actual conditions.

[0098] Among them, passenger biometrics may include: the number of passengers and passenger behavior. For example, passenger behavior may include: sweating, hair wetness, mood, facial expression, whether wearing a mask, whether wearing a hat, etc. The passenger behavior can be selected according to the actual situation.

[0099] The dew point temperature here can be expressed by the following formula:

[0100]

[0101] Where Tdew is the dew point temperature, RHcrct is the corrected relative humidity, and Tinner_glass_air is the air humidity near the inner surface of the glass.

[0102] In the above implementation process, after obtaining the initial relative humidity, the initial relative humidity is corrected according to the biometric characteristics of the occupants in the vehicle. This can break through the limitations of relying solely on sensors, improve the accuracy of relative humidity determination, and thus improve the accuracy of air conditioning opening adjustment.

[0103] In one possible implementation, a corrected relative humidity is determined based on the biometric characteristics of the occupants in the vehicle, the actual temperature in the vehicle, and the initial relative humidity, including: obtaining the number of occupants and the occupant behavior obtained by the in-vehicle collection equipment; determining a weighted number of occupants based on the number of occupants and the occupant behavior; and determining the corrected relative humidity based on the weighted number of occupants, the actual temperature in the vehicle, and the initial relative humidity.

[0104] The weighted number of passengers in the car can be expressed by the following formula:

[0105]

[0106] Among them, p is the number of passengers in the car, α is the humidity weighted value, and n is the weighted number of passengers in the car.

[0107] Optionally, the number of passengers in the vehicle can be obtained through an in-vehicle image acquisition device or a seat sensor. The method for obtaining the number of passengers in the vehicle can be selected according to actual conditions.

[0108] The humidity weighted values can be determined based on a comprehensive assessment of occupant behavior. For example, behaviors that increase humidity (e.g., sweating, wet hair, constant talking) are assigned a positive value, while behaviors that decrease humidity (e.g., wearing a mask, scarf, hat, curling up) are assigned a negative value.

[0109] In one embodiment, relative humidity can be corrected using the following formula:

[0110] RHcrct=min(f(n,Tcabin)*RH,100);

[0111] Where RHcrct is the corrected relative humidity, n is the weighted number of occupants in the vehicle, Tcabin is the interior temperature, and RH is the initial relative humidity.

[0112] For example, if the number of passengers p = 3 is obtained through the image acquisition device, and the passenger behavior is analyzed through the personnel images obtained by the image acquisition device, the analysis results are: passenger 1 (driver) wears a mask α1 = -0.1, passenger 2 (co-pilot) has wet hair α2 = 0.25, and passenger 3 (back row) sits still and does not move α3 = 0.

[0113] The weighted number of passengers in the car is calculated as: n = p + (α1 + α2 + α3) = 3 + (-0.1 + 0.25 + 0) = 3.15.

[0114] The corrected relative humidity is calculated as:

[0115] If the interior temperature Tcabin = 5°C, the initial relative humidity RH = 65%, the correction factor f(3.15,5) = 1.05;

[0116] The corrected humidity is: RHcrct = 1.05 × 65% = 68%.

[0117] In the above implementation process, by determining the weighted number of occupants in the vehicle based on the number of occupants in the vehicle and the occupant behavior, that is, taking the occupant behavior into consideration when determining the number of occupants, the accuracy of the number of occupants used to correct the relative humidity can be improved, thereby improving the accuracy of the corrected relative humidity.

[0118] In one possible implementation, determining the inner surface temperature of the vehicle's glass includes: obtaining the air humidity near the inner surface of the glass according to a sensor; and determining the inner surface temperature of the glass according to the air humidity near the inner surface of the glass, the interior temperature contribution, the exterior temperature contribution, and the sunlight contribution temperature.

[0119] Among them, the interior contribution temperature is the contribution of the air conditioning operation state to the inner surface temperature of the glass, the exterior contribution temperature is the contribution of the vehicle's headwind and the exterior temperature to the inner surface temperature of the glass, and the sunshine contribution temperature is the contribution of sunlight to the inner surface temperature of the glass.

[0120] In one embodiment, the glass inner surface temperature can be expressed as:

[0121] Tinner_glass=

[0122] Tinner_glass_air+Tcabin_inside_contrib-Tcabin_outside_contrib+

[0123] Tsolar_contrib;

[0124] Among them, Tinner_glass_air is the air humidity near the inner surface of the glass, Tcabin_inside_contrib is the interior temperature contribution, Tcabin_outside_contrib is the exterior temperature contribution, Tsolar_contrib is the sunlight contribution temperature, and Tinner_glass is the inner surface temperature of the glass.

[0125] The interior contribution temperature can be obtained by the following formula:

[0126] Tcabin_inside_contrib=f(HsrcTe,BlwFac);

[0127] Among them, Tcabin_inside_contrib is the interior contribution temperature, HsrcTe is the actual temperature of the heat source, and BlwFac is the equivalent air volume ratio.

[0128] The equivalent air volume ratio here can be obtained by calibration table lookup.

[0129] The above-mentioned external contribution temperature can be obtained by the following formula:

[0130] Tcabin_outside_contrib=f(VehSpdRelative,AmbTe);

[0131] Among them, Tcabin_outside_contrib is the outside contribution temperature, VehSpdRelative is the relative wind speed, and AmbTe is the ambient temperature.

[0132] Relative wind speed can be expressed as: VehSpdRelative=VehSpd+AirSpd;

[0133] Wherein, VehSpd is the vehicle speed, and AirSpd is the weighted value of the air speed (i.e., the component of the local wind speed vector in the vehicle's direction of travel).

[0134] Optionally, the local wind speed may be obtained from a weather forecast, and the vehicle's driving direction may be obtained based on GPS coordinates.

[0135] The body contribution temperature here represents the influence of sunlight and can be expressed as:

[0136] Tsolar_contrib=f(SolarRadcrct);

[0137] SolarRadcrct=f(LocalSolarAzimFW,LocalSolarZenetrGD)×SolarRad;

[0138] Among them, SolarRadcrct is the correction value of sunlight radiation intensity, LocalSolarAzimFW is the solar azimuth angle in the local coordinates of the vehicle, LocalSolarZenetrGD is the solar altitude angle in the local coordinates of the vehicle, and SolarRad is the sensor reading.

[0139] For example, if the vehicle speed VehSpd = 60 km / h, the wind speed AirSpd = 10 km / h (headwind), the relative wind speed VehSpdRelative = 60 + 10 = 70 km / h;

[0140] The ambient temperature AmbTe = 5°C. By looking up the table [VehSpdRelative: 50, AmbTe: 5], we can get the outdoor contribution temperature Tcabin_outside_contrib = 3.2°C.

[0141] If the sensor reading is SolarRad = 800W / m 2 , solar altitude angle LocalSolarZenetrGD=30℃, solar azimuth angle LocalSolarAzimFW=45℃, correction factor f=1.2, corrected solar radiation intensity SolarRadcrct=800×1.2=960W / m 2, the solar radiation intensity correction value SolarRadcrct is 960. Then, the solar contribution temperature Tsolar_contrib = 2.5°C.

[0142] Furthermore, if the air humidity near the inner surface of the glass is Tinner_glass_air = 20°C, then the inner surface temperature of the glass can be determined as Tinner_glass = 20 + 1.5 - 3.2 + 2.5 = 20.8°C.

[0143] The following is a specific example to illustrate the specific implementation process of the vehicle air conditioning control method in the embodiment of the present application:

[0144] First, the target air inlet temperature is calculated based on the fogging risk level and the ambient temperature, and then the opening of the circulating damper is controlled by a feedforward + feedback method. Specifically, the feedforward method determines the initial opening of the circulating damper of the air conditioner based on the target air inlet temperature, the actual temperature inside the vehicle, and the ambient temperature. The initial opening is corrected based on the opening increment to determine the corrected opening. For example, The feedback is based on the temperature difference between the actual inlet air temperature and the target inlet air temperature to determine the opening increment. (If the current deviation e(k) = 3°C, the proportional control parameter Kp = 0.5, the integral control parameter Ki = 0.1, the differential control parameter Kd = 0.2, and the cumulative deviation ∑e(n) = 12)°C, then the opening increment u fb =0.5×3+0.1×12+0.2×(3-previous_e). Wherein, previous_e is the previous deviation.

[0145] In the above implementation process, the inner surface temperature of the glass is determined based on the interior temperature contribution, the exterior temperature contribution, and the sunlight contribution temperature. The inner surface temperature of the glass can be accurately determined by comprehensively considering multiple parameters such as wind volume, vehicle speed, and solar azimuth, thereby improving the accuracy of the calculation of the inner surface temperature of the glass.

[0146] In one possible implementation, the method further includes: when the ambient temperature is lower than the set temperature threshold, the target air outlet temperature is higher than the ambient temperature setting range, and the temperature damper of the air conditioner is in the hot end position, determining that the in-vehicle air conditioner needs to dynamically optimize the internal circulation ratio.

[0147] It should be understood that when the ambient temperature is below the set temperature threshold, it can be determined that the vehicle may need more heat to maintain interior comfort. When the target outlet air temperature is above the set ambient temperature range, it indicates that the air entering the vehicle needs to be heated significantly to meet the required interior temperature. When the temperature dampers are all at the hot end, it indicates that the vehicle is receiving sufficient heat energy and is in the maximum heating state.

[0148] For example, if the vehicle is located in a cold winter with an ambient temperature of -15°C, after the vehicle is started, the passengers expect to quickly increase the temperature inside the vehicle.

[0149] After the vehicle is started, it can be determined whether the current ambient temperature (-15°C) is lower than the set temperature threshold (e.g., 0°C), whether the target air outlet temperature (if 30°C) is higher than the ambient temperature setting range (e.g., 15°C), and whether the temperature damper is in the hot end position.

[0150] It is determined that the current ambient temperature (-15°C) is lower than the set temperature threshold (e.g., 0°C), the target air outlet temperature (if 30°C) is higher than the ambient temperature setting range (e.g., 15°C), and the temperature damper is in the hot end position, then it is determined that the air conditioner in the room needs to dynamically optimize the internal circulation ratio.

[0151] In the above implementation process, whether the in-car air conditioning needs to dynamically optimize the internal circulation ratio is determined based on multiple conditions, and then combined with the real-time situation of the vehicle, an intelligent decision can be made whether to start dynamic optimization control to balance the comfort and energy saving effects in the car.

[0152] Based on the same application concept, a vehicle air-conditioning control device corresponding to the vehicle air-conditioning control method is also provided in the embodiment of the present application. Since the principle of solving the problem by the device in the embodiment of the present application is similar to that of the aforementioned vehicle air-conditioning control method embodiment, the implementation of the device in this embodiment can refer to the description in the embodiment of the above-mentioned method, and the repeated parts will not be repeated.

[0153] See also Figure 4 , is a functional module diagram of the vehicle air conditioning control device provided in an embodiment of the present application. The various modules in the vehicle air conditioning control device in this embodiment are used to perform the various steps in the above method embodiment. The vehicle air conditioning control device includes a calculation module 901, a first determination module 902, a second determination module 903, and a correction module 904; wherein,

[0154] The calculation module 901 is used to calculate the target air inlet temperature of the air conditioner when it is determined that the in-vehicle air conditioner needs to dynamically optimize the internal circulation ratio.

[0155] The first determining module 902 is configured to determine an initial opening of a circulating air door of the air conditioner according to the target air inlet temperature, the actual temperature in the vehicle, and the ambient temperature.

[0156] The second determining module 903 is configured to determine an opening increment according to a temperature difference between the actual inlet air temperature monitored in real time and the target inlet air temperature.

[0157] The correction module 904 is configured to correct the initial opening based on the opening increment, and control the circulation damper to reach the corrected opening.

[0158] In a possible embodiment, the vehicle air-conditioning control device further includes a switching module for determining a current state of the vehicle according to the vehicle's operating mode and current gear position; when the current state is a stationary state, the circulating damper is switched to a full internal circulation mode.

[0159] In one possible implementation, the calculation module 901 is further used to: determine the dew point temperature of the inner surface of the vehicle's glass; determine the inner surface temperature of the vehicle's glass; determine the fogging risk level based on the dew point temperature and the inner surface temperature of the glass; and calculate the target inlet air temperature based on the fogging risk level and the ambient temperature.

[0160] In one possible implementation, the calculation module 901 is specifically configured to: obtain, based on a sensor, an initial relative humidity and the humidity of the air near the inner surface of the glass; determine a corrected relative humidity based on the biometric characteristics of the vehicle occupants, the actual temperature inside the vehicle, and the initial relative humidity; and determine the dew point temperature based on the corrected relative humidity and the humidity of the air near the inner surface of the glass.

[0161] In one possible implementation, the calculation module 901 is specifically used to: obtain the number of members and occupant behavior obtained by the in-vehicle collection device; determine the weighted number of occupants based on the number of occupants and the occupant behavior; and determine the corrected relative humidity based on the weighted number of occupants, the actual temperature in the vehicle, and the initial relative humidity.

[0162] In one possible implementation, the calculation module 901 is specifically used to: obtain the air humidity near the inner surface of the glass according to the sensor; determine the inner surface temperature of the glass according to the air humidity near the inner surface of the glass, the indoor contribution temperature, the outdoor contribution temperature and the sunlight contribution temperature; wherein the indoor contribution temperature is the contribution degree of the air conditioning operation state to the inner surface temperature of the glass, the outdoor contribution temperature is the contribution degree of the vehicle's headwind and the outdoor temperature to the inner surface temperature of the glass, and the sunlight contribution temperature is the contribution degree of sunlight to the inner surface temperature of the glass.

[0163] In one possible embodiment, the vehicle air-conditioning control device also includes a third determination module, which is used to determine that the vehicle air-conditioning needs to dynamically optimize the internal circulation ratio when the ambient temperature is lower than the set temperature threshold, the target air outlet temperature is higher than the ambient temperature setting range, and the temperature damper of the air-conditioning is in the hot end position.

[0164] In addition, an embodiment of the present application also provides a computer-readable storage medium, which stores a computer program. When the computer program is executed by a processor, the steps of the vehicle air conditioning control method described in the above method embodiment are executed.

[0165] The computer program product of the vehicle air-conditioning control method provided in the embodiment of the present application includes a computer-readable storage medium storing program code. The instructions included in the program code can be used to execute the steps of the vehicle air-conditioning control method described in the above method embodiment. For details, please refer to the above method embodiment and will not be repeated here.

[0166] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can also be implemented in other ways. The device embodiments described above are merely illustrative. For example, the flowcharts and block diagrams in the accompanying drawings show the possible architectures, functions and operations of the devices, methods and computer program products according to the multiple embodiments of the present application. In this regard, each box in the flowchart or block diagram can represent a module, a program segment or a part of the code, and the module, program segment or a part of the code contains one or more executable instructions for implementing the specified logical functions. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in an order different from that marked in the accompanying drawings. For example, two consecutive boxes can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram and / or flowchart, and the combination of boxes in the block diagram and / or flowchart, can be implemented using a dedicated hardware-based system that performs the specified function or action, or can be implemented using a combination of dedicated hardware and computer instructions.

[0167] In addition, the functional modules in each embodiment of the present application can be integrated together to form an independent part, or each module can exist independently, or two or more modules can be integrated to form an independent part.

[0168] If the functions are implemented in the form of software function modules and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art or the part of the technical solution, can be embodied in the form of a software product, which is stored in a storage medium and includes several instructions for enabling a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk. It should be noted that, in this article, relational terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply that there is any such actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a process, method, article, or apparatus that includes a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. In the absence of further limitations, an element defined by the phrase "comprising..." does not preclude the presence of additional identical elements in the process, method, article, or apparatus that includes the element.

[0169] The foregoing description is merely a preferred embodiment of the present application and is not intended to limit the present application. Various modifications and variations are possible for those skilled in the art. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present application shall be included within the scope of protection of the present application. It should be noted that similar reference numerals and letters represent similar items in the following figures. Therefore, once an item is defined in one figure, it does not need to be further defined or explained in subsequent figures.

[0170] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A vehicle air conditioning control method, characterized in that: include: When it is determined that the in-vehicle air conditioner needs to dynamically optimize the internal circulation ratio, calculating a target air inlet temperature of the air conditioner; determining an initial opening of a circulating air door of the air conditioner according to the target air inlet temperature, the actual temperature in the vehicle, and the ambient temperature; determining an opening increment based on a temperature difference between the actual inlet air temperature monitored in real time and the target inlet air temperature; The initial opening is corrected based on the opening increment, and the circulation damper is controlled to reach the corrected opening.

2. The method according to claim 1, characterized in that When it is determined that the vehicle air conditioner needs to dynamically optimize the internal circulation ratio, the method further includes: Determining the current state of the vehicle based on the vehicle's operating mode and / or current gear; When the current state is a stationary state, the circulation damper is switched to a full internal circulation mode.

3. The method according to claim 1, characterized in that in, Calculating the target air inlet temperature of the air conditioner includes: Determine the dew point temperature of the vehicle's interior glass surface; Determine the vehicle's glass interior surface temperature; determining a fogging risk level according to the dew point temperature and the glass inner surface temperature; The target air inlet temperature is calculated according to the fogging risk level and the ambient temperature.

4. The method according to claim 3, characterized in that Determining the dew point temperature of the inner surface of the vehicle glass includes: According to the sensor, the initial relative humidity and the air humidity near the inner surface of the glass are obtained; determining a corrected relative humidity based on a biological characteristic of an occupant in the vehicle, an actual temperature in the vehicle, and the initial relative humidity; The dew point temperature is determined according to the modified relative humidity and the air humidity near the inner surface of the glass.

5. The method according to claim 4, characterized in that in, The occupant biometrics include: the number of occupants and occupant behavior; The step of determining the corrected relative humidity based on the biological characteristics of the vehicle occupant, the actual temperature in the vehicle, and the initial relative humidity includes: Obtain the number of members and passenger behavior captured by the in-vehicle collection equipment; determining a weighted number of passengers according to the number of passengers and the passenger behavior; A corrected relative humidity is determined based on the weighted number of occupants, the actual vehicle interior temperature, and the initial relative humidity.

6. The method according to claim 3, characterized in that Determining the inner surface temperature of the vehicle's glass includes: According to the sensor, the air humidity near the inner surface of the glass is obtained; Determining the inner surface temperature of the glass according to the air humidity near the inner surface of the glass, the interior temperature contribution, the exterior temperature contribution, and the sunlight contribution temperature; Among them, the in-vehicle contribution temperature is the contribution degree of the air conditioning operation state to the inner surface temperature of the glass, the outside-vehicle contribution temperature is the contribution degree of the vehicle's headwind and the outside temperature to the inner surface temperature of the glass, and the sunshine contribution temperature is the contribution degree of sunlight to the inner surface temperature of the glass.

7. The method according to any one of claims 1 to 6, characterized in that The method further comprises: When the ambient temperature is lower than the set temperature threshold, the target air outlet temperature is higher than the ambient temperature setting range, and the temperature damper of the air conditioner is in the hot end position, it is determined that the in-vehicle air conditioner needs to dynamically optimize the internal circulation ratio.

8. A vehicle air conditioning control device, characterized in that: include: a calculation module, configured to calculate a target air inlet temperature of the air conditioner when it is determined that the in-vehicle air conditioner needs to dynamically optimize the internal circulation ratio; a first determining module, configured to determine an initial opening of a circulating damper of the air conditioner according to the target air inlet temperature, the actual temperature in the vehicle, and the ambient temperature; A second determining module is used to determine the opening increment according to the temperature difference between the actual inlet air temperature monitored in real time and the target inlet air temperature; A correction module is used to correct the initial opening based on the opening increment and control the circulation damper to reach the corrected opening.

9. An electronic device, characterized in that: include: A processor and a memory, wherein the memory stores machine-readable instructions executable by the processor, and when the electronic device is running, the machine-readable instructions are executed by the processor to perform the steps of any one of the methods according to claims 1 to 7.

10. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a computer program, which, when executed by a processor, executes the steps of the method according to any one of claims 1 to 7.

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