An energy-saving control method and system for an air conditioning system

Abstract

This invention provides an energy-saving control method and system for an air conditioning system, belonging to the technical field of air conditioning systems. Specifically, it includes: using distribution data of deviation-affected road segments under different energy-saving control strategies, determining when a specific energy-saving control strategy cannot meet the requirements; using the distribution data to determine available control strategies among the energy-saving control strategies; determining the distribution data of deviation-affected road segments and driving mileage when the target conditions are reached under different available control strategies; combining the deviation between the available control strategies and the target temperature of the specific energy-saving control strategy, and the deviation-affected road segments of the specific energy-saving control strategy within the driving mileage when the target conditions are reached, determining the optimal control strategy among the available control strategies; and switching to the specific energy-saving control strategy when the target conditions are reached, thereby improving the operational stability of the air conditioning system.

Description

Technical Field

[0001] This invention belongs to the field of air conditioning system technology, and particularly relates to an energy-saving control method and system for air conditioning systems. Background Technology

[0002] To achieve energy-saving control of air conditioning systems, invention patent application CN119617734A, "Air Conditioning System, Control Method, Control Device, and Storage Medium," proposes connecting liquid-cooled and air-cooled systems using heat exchangers. This allows the liquid-cooled and air-cooled systems to share a single cooling and heating unit, thus saving costs compared to configuring and deploying the liquid-cooled and air-cooled systems independently. However, the above technical solutions all have the following technical problems:

[0003] Existing vehicle air conditioning systems often automatically adjust their operation based on data such as the temperature inside the vehicle, neglecting factors such as road conditions. When driving uphill or on other road sections, insufficient engine power may cause abnormal power supply to the air conditioning system, resulting in unstable operation. Therefore, determining energy-saving operation modes based on road condition data while ensuring stable operation of the air conditioning system and improving its reliability has become an urgent technical problem to be solved.

[0004] To address the aforementioned technical problems, this application provides an energy-saving control method and system for an air conditioning system. Summary of the Invention

[0005] To achieve the objectives of this invention, the following technical solution is adopted:

[0006] Specifically, in the first aspect, this application provides an energy-saving control method for an air conditioning system, which specifically includes:

[0007] S1 uses the driving route to the destination as an interval segment between different adjacent specific types of road segments to determine the predicted battery charge of specific types of road segments under different energy-saving control strategies.

[0008] S2 determines, based on road segment data and corresponding battery predicted power, that the air conditioning system has deviations affecting road segments in the specific type of road segment under a specific energy-saving control strategy, and then proceeds to the next step.

[0009] S3 uses the distribution data of the deviations affecting the road segments under different energy-saving control strategies to determine when the specific energy-saving control strategy cannot meet the requirements, and then uses the distribution data to determine the available control strategies in the energy-saving control strategy.

[0010] S4 determines the distribution data of the road segments affected by the deviation when the target conditions are reached under different available control strategies, as well as the driving mileage. Combining the deviation of the target temperature between the available control strategies and the specific energy-saving control strategy, and the road segments affected by the deviation of the specific energy-saving control strategy within the driving mileage when the target conditions are reached, the optimal control strategy among the available control strategies is determined. When the target conditions are reached, the specific energy-saving control strategy is switched to.

[0011] The beneficial effects of this invention are as follows:

[0012] By using the distribution data of road segments affected by deviations under different energy-saving control strategies, it is determined whether a specific energy-saving control strategy meets the requirements. By comprehensively considering the number of road segments affected by deviations and the mileage of different road segments affected by deviations, the operational stability of the air conditioning system under a specific energy-saving control strategy can be evaluated from the perspective of road segments affected by deviations. This also lays the foundation for optimizing and adjusting the energy-saving control strategy when the operational stability is poor.

[0013] By analyzing the distribution data of road segments affected by deviations when reaching target conditions under different available control strategies, as well as the mileage, the deviation between the available control strategies and the target temperature of a specific energy-saving control strategy, and the road segments affected by the deviation of the specific energy-saving control strategy within the mileage when reaching the target conditions, the optimal control strategy among the available control strategies is determined. This approach not only considers the impact of the target temperature deviation and the number of road segments affected by the deviation of the specific energy-saving control strategy on the operational stability of the specific energy-saving control strategy, but also considers the impact of the number of road segments affected by the deviation and the difference in mileage on the overall operational stability of the air conditioning system, thus achieving the determination of the optimal control strategy among the available control strategies.

[0014] When the target conditions are met, a specific energy-saving control strategy is switched to avoid the technical problem of poor user experience caused by using too high or too low target temperatures. Through the switching of specific energy-saving control strategies, the joint optimization of energy-saving control and user experience is achieved.

[0015] A further technical solution is that the specific type of road section is an uphill road section.

[0016] A further technical solution is that the distribution data includes the number of specific type road segments in the driving route and the location of different specific type road segments.

[0017] A further technical solution is that the predicted battery charge for the specific type of road segment is determined based on the generator's power generation data at rated speed in the preceding adjacent interval of the specific type of road segment, the deviation from the vehicle's minimum power consumption data under the energy-saving control strategy, and the initial battery charge in the interval.

[0018] A further technical solution is that the specific energy-saving control strategy is an energy-saving control strategy that sets the air conditioning control temperature to a target set temperature threshold.

[0019] A further technical solution is that the method for determining the road section affected by the deviation is as follows:

[0020] Based on the average power demand of vehicles traveling on the specific type of road section, determine the remaining available power of the vehicle's engine after deducting the average power demand;

[0021] Based on the remaining available power, determine the operating power required by the air conditioning system under a specific energy-saving control strategy, and determine the supplementary power of the air conditioning system;

[0022] Based on road segment data for different specific types of road segments, the mileage of the specific type of road segment is determined. Based on the supplementary power and the predicted battery capacity of the specific type of road segment, the available mileage at which the predicted battery capacity is maintained at the supplementary power is determined. Based on the deviation between the mileage data of the specific type of road segment and the available mileage, the supply deviation mileage is determined. Based on the supply deviation mileage, it is determined whether the specific type of road segment is a deviation-affected road segment.

[0023] A further technical solution is that the range at which the predicted battery charge is maintained under the supplementary power is determined based on the product of the average supply duration of the supplementary power and the average driving speed of the vehicle in history, under the predicted battery charge.

[0024] A further technical solution is that when the supply deviation mileage is greater than a preset deviation mileage threshold, the specific type of road segment is determined to be a deviation-affected road segment.

[0025] A further technical solution is that when there are no road sections affected by deviation in the specific type of road section, the air conditioning system is controlled to operate under a specific energy-saving control strategy.

[0026] A further technical solution is that the method for determining the optimal control strategy among the available control strategies is as follows:

[0027] Based on the distribution data of the road segments affected by the deviation when the target conditions are met under the available control strategies, the number of road segments affected by the deviation when the target conditions are met is determined and used as the number of road segments in the early stage.

[0028] Based on the number of road segments in the early stage and the driving mileage when the target conditions are met, an available control strategy that meets the requirements for both the number of road segments in the early stage and the driving mileage when the target conditions are met is determined and used as the screening control strategy.

[0029] The optimal control strategy among the available control strategies is determined based on the deviation between the target temperature of the screening control strategy and the target temperature of the specific energy-saving control strategy, combined with the number of road segments affected by the deviation when the specific energy-saving control strategy reaches the target mileage.

[0030] A further technical solution is that the optimal control strategy is a screening control strategy that maximizes the number of road segments affected by the deviation of the target temperature from the specific energy-saving control strategy within a preset temperature deviation range, and maximizes the number of road segments affected by the deviation of the specific energy-saving control strategy at the mileage when the target conditions are met.

[0031] A further technical solution is that when the number of road segments in the early stage and the mileage when the target conditions are met are both within the preset target range, it is determined that the number of road segments in the early stage and the mileage when the target conditions are met both meet the requirements, wherein the preset target range for the number of road segments in the early stage and the preset target range for the mileage when the target conditions are met are not the same.

[0032] In a second aspect, the present invention provides a computer system comprising: a memory and a processor connected in communication, and a computer program stored in the memory and capable of running on the processor, wherein the processor executes the above-described energy-saving control method for an air conditioning system when running the computer program.

[0033] Other features and advantages will be set forth in the following description, and the objects and other advantages of the invention are realized and obtained through the structures particularly pointed out in the description and the drawings.

[0034] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0035] The above and other features and advantages of the present invention will become more apparent from a detailed description of exemplary embodiments thereof with reference to the accompanying drawings;

[0036] Figure 1 This is a flowchart of an energy-saving control method for an air conditioning system;

[0037] Figure 2 This is a flowchart illustrating the method for determining the road sections affected by deviations;

[0038] Figure 3 It is a flowchart that determines whether a specific energy-saving control strategy can meet the requirements;

[0039] Figure 4 It is a flowchart of the method for determining the optimal control strategy among available control strategies;

[0040] Figure 5 It is a framework diagram of a computer system. Detailed Implementation

[0041] To enable those skilled in the art to better understand the technical solutions in this specification, 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 of this specification, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of this specification.

[0042] In this application, in order to ensure the operational stability of the air conditioning system on uphill sections, target conditions are set, and differentiated energy-saving control strategies are adopted for the air conditioning system before and after the target conditions. This ensures the passenger experience while also guaranteeing the operational stability of the air conditioning system on specific types of road sections, namely uphill sections.

[0043] The predicted battery charge is determined based on the generator's power generation data at rated speed in the preceding adjacent interval of the vehicle on a specific type of road segment, the deviation from the vehicle's minimum power consumption data under the energy-saving control strategy, and the battery's initial charge in the interval.

[0044] When the deviation between the operating power required by the air conditioning system under a specific energy-saving control strategy and the remaining power of the vehicle's engine after vehicle operation in a specific type of road section is greater than the maximum output power of the battery under the predicted battery charge, the specific type of road section is determined to be a deviation-affected road section.

[0045] If the number of road sections affected by the deviation under a specific energy-saving control strategy is greater than 10, then the specific energy-saving control strategy is determined to be unable to meet the requirements.

[0046] The available control strategy is an energy-saving control strategy that affects fewer than three road segments.

[0047] The distribution data of the road segments affected by the deviation when the target conditions are met under the available control strategies, as well as the available control strategies whose mileage is within the preset range, are used as the screening control strategies. The optimal control strategy is the screening control strategy that has the largest number of road segments affected by the deviation of the specific energy-saving control strategy when the target temperature is within the preset temperature deviation range and when the specific energy-saving control strategy reaches the target conditions at the mileage.

[0048] Example 1

[0049] like Figure 1 As shown, this application provides an energy-saving control method for an air conditioning system, specifically including:

[0050] S1 uses the driving route to the destination as an interval segment between different adjacent specific types of road segments to determine the predicted battery charge of specific types of road segments under different energy-saving control strategies.

[0051] It should be noted that the route to the destination is determined based on the route selected by the driver or the route already in progress.

[0052] Furthermore, the specific type of road section is an uphill road section.

[0053] Specifically, the distribution data includes the number of specific types of road segments along the driving route and the locations of different specific types of road segments.

[0054] It should be noted that the predicted battery charge for the specific type of road segment is determined based on the generator's power generation data at rated speed in the preceding adjacent interval of the specific type of road segment, the deviation from the vehicle's minimum power consumption data under the energy-saving control strategy, and the initial battery charge in the interval.

[0055] S2 determines, based on road segment data and corresponding battery predicted power, that the air conditioning system has deviations affecting road segments in the specific type of road segment under a specific energy-saving control strategy, and then proceeds to the next step.

[0056] Furthermore, the specific energy-saving control strategy is an energy-saving control strategy that sets the air conditioning control temperature to a target set temperature threshold. In one possible embodiment, the target set temperature threshold is set to 24 degrees Celsius, that is, the temperature of the vehicle air conditioning is controlled to be set at 24 degrees Celsius. The energy-saving control strategy is divided according to the air conditioning control temperature.

[0057] Specifically, such as Figure 2 As shown, the method for determining the road section affected by the deviation is as follows:

[0058] Based on the average power demand of vehicles traveling on the specific type of road section, determine the remaining available power of the vehicle's engine after deducting the average power demand;

[0059] The supplementary power of the air conditioning system is determined based on the remaining available power and the operating power required by the air conditioning system under a specific energy-saving control strategy.

[0060] Based on road segment data for different specific types of road segments, the mileage of the specific type of road segment is determined. Based on the supplementary power and the predicted battery capacity of the specific type of road segment, the available mileage at which the predicted battery capacity is maintained at the supplementary power is determined. Based on the deviation between the mileage data of the specific type of road segment and the available mileage, the supply deviation mileage is determined. Based on the supply deviation mileage, it is determined whether the specific type of road segment is a deviation-affected road segment.

[0061] Furthermore, the supplementary power is the deviation between the operating power required by the air conditioning system under a specific energy-saving control strategy and the remaining available power.

[0062] Furthermore, the range at which the battery's predicted charge is maintained under the supplementary power is determined based on the product of the average supply duration of the supplementary power in history and the vehicle's average driving speed under the predicted battery charge. It should be noted that the average supply duration is determined by the average of the supply duration of the supplementary power under the predicted charge, and the average driving speed is the vehicle's average driving speed during this trip.

[0063] It is understood that when the supply deviation mileage is greater than the preset deviation mileage threshold, the specific type of road segment is determined as a deviation-affected road segment. The preset deviation mileage threshold is determined based on the average driving speed of the vehicle. Specifically, the higher the average driving speed, the higher the preset deviation mileage threshold. It is determined through a preset correspondence between the average driving speed and the preset deviation mileage threshold.

[0064] It should be noted that when there are no road sections affected by deviation in the specific type of road section, the air conditioning system will be controlled to operate under a specific energy-saving control strategy.

[0065] In another possible embodiment, the method for determining the road segment affected by the deviation is as follows:

[0066] Based on the average power demand of vehicles traveling on the specific type of road section, determine the remaining available power of the vehicle's engine after deducting the average power demand;

[0067] The supplementary power of the air conditioning system is determined based on the remaining available power and the operating power required by the air conditioning system under a specific energy-saving control strategy.

[0068] Based on the predicted battery capacity of the specific type of road segment, a stable replenishment power under the predicted battery capacity is determined. Based on the deviation between the replenishment power of the air conditioning system and the stable replenishment power, it is determined whether the specific type of road segment is a deviation-affected road segment.

[0069] Furthermore, the stable replenishment power is the replenishment power that can be maintained for a preset duration under the predicted battery charge. Specifically, it is determined based on the discharge curve of the battery under the predicted battery charge, and specifically, the maximum output power that can be maintained for the preset duration is determined based on the discharge curve.

[0070] Specifically, the preset duration is determined based on the ratio of the mileage data of the specific type of road segment to the average driving speed of the vehicle.

[0071] Furthermore, when the supplementary power of the air conditioning system is greater than the stable supplementary power and the deviation from the stable supplementary power is greater than a preset deviation threshold, the specific type of road segment is determined to be a deviation-affected road segment.

[0072] Optionally, the method for determining the road segment affected by the deviation is as follows:

[0073] S11 determines the mileage of the specific type of road segment based on road segment data of different specific types of road segments, determines the remaining available power of the vehicle's engine after deducting the average power demand based on the average power demand of the vehicle driving on the specific type of road segment, determines the supplementary power of the air conditioning system based on the remaining available power and the operating power required by the air conditioning system under a specific energy-saving control strategy, determines the power fluctuation data of the battery maintaining the supplementary power based on the discharge curve of the battery, and determines the power fluctuation coefficient of the air conditioning system based on the power fluctuation data.

[0074] Optionally, the value of the road segment operation deviation coefficient is between 0 and 1. When the road segment operation deviation coefficient is greater than the preset deviation coefficient threshold, the specific type of road segment is determined to be a deviation-affected road segment.

[0075] It should be further explained that before proceeding to step S12, it is also necessary to evaluate the mileage of the specific type of road segment and the power fluctuation coefficient of the air conditioning system in sequence. Specifically, when the mileage of the specific type of road segment is less than the preset mileage threshold, the specific type of road segment can be directly identified as a deviation-affected road segment. Since its mileage deviation is small, its impact on the air conditioning system is low. Therefore, it can be determined that it does not belong to the deviation-affected road segment regardless of other factors.

[0076] In addition, when the mileage of a specific type of road segment is not less than the preset mileage threshold, it is necessary to further consider whether the power fluctuation coefficient of the air conditioning system is too large. Specifically, a fixed threshold is used for evaluation. When the power fluctuation coefficient of the air conditioning system is too large, the charging compensation process using batteries is not stable enough, so the specific type of road segment can be directly identified as a deviation-affected road segment.

[0077] Furthermore, when the power fluctuation coefficient of the air conditioning system is within the preset fluctuation coefficient range and the mileage of a specific type of road segment is greater than a certain mileage threshold, it indicates that the operating power of the air conditioning system fluctuates to a certain extent and the mileage of the specific type of road segment is too large. Therefore, it can be directly determined that the specific type of road segment is a deviation-affected road segment, and the supplementary reliability in the specific type of road segment is insufficient.

[0078] S12 determines the available mileage at which the predicted battery charge is maintained at the supplementary power based on the supplementary power and the predicted battery charge of the specific type of road segment. Based on the deviation between the mileage data of the specific type of road segment and the available mileage, the supply deviation mileage is determined. Combined with the battery discharge curve and the deviation data of the supplementary power under the supply deviation mileage, the supplementary deviation coefficient of the specific type of road segment is determined.

[0079] Specifically, it should be noted that before determining the road operation deviation coefficient of the specific type of road segment, it is also necessary to further determine whether the supply deviation mileage and the supplementary deviation coefficient of the specific type of road segment meet the requirements. When the supply deviation mileage is greater than a certain threshold, the reliability of using batteries for energy replenishment is obviously insufficient. Therefore, the specific type of road segment can be directly identified as the deviation-affected road segment.

[0080] Furthermore, even if the supply deviation mileage meets the requirements and is not greater than a certain threshold, if the supplementary deviation coefficient of the specific type of road segment is greater than the preset supplementary deviation coefficient threshold, it indicates that the energy supply deviation in the supply deviation mileage cannot meet the requirements. Therefore, the specific type of road segment can be directly identified as the deviation-affected road segment.

[0081] Only when both the supply deviation mileage and the supplementary deviation coefficient of the specific type of road segment meet the requirements is it necessary to proceed to step S13 to determine the road segment operation deviation coefficient.

[0082] S13 determines the road segment operation deviation coefficient of the specific type of road segment based on the power fluctuation coefficient and the supplementary deviation coefficient, and determines whether the specific type of road segment is a deviation-affected road segment based on the road segment operation deviation coefficient.

[0083] S3 uses the distribution data of the deviations affecting the road segments under different energy-saving control strategies to determine when the specific energy-saving control strategy cannot meet the requirements, and then uses the distribution data to determine the available control strategies in the energy-saving control strategy.

[0084] It is understandable that, such as Figure 3 As shown, determining that the specific energy-saving control strategy cannot meet the requirements specifically includes:

[0085] Based on the distribution data of the deviation-affected road segments corresponding to the specific energy-saving control strategy, the deviation-affected road segments corresponding to the specific energy-saving control strategy are determined and used as the matching deviation road segments.

[0086] Based on the segment mileage of different matching deviation segments, the sum of the segment mileages of different matching deviation segments is determined and used as the total segment mileage.

[0087] The specific energy-saving control strategy is determined based on the total mileage of the road segment to determine whether it meets the requirements.

[0088] Furthermore, if the total mileage of the road segment exceeds a preset mileage threshold, then the specific energy-saving control strategy is determined to be unsatisfactory.

[0089] Specifically, when the specific energy-saving control strategy meets the requirements, the air conditioning system will be controlled to operate under the specific energy-saving control strategy.

[0090] In another possible embodiment, determining that the specific energy-saving control strategy cannot meet the requirements specifically includes:

[0091] Based on the distribution data of the deviation-affected road segments corresponding to the specific energy-saving control strategy, the deviation-affected road segments corresponding to the specific energy-saving control strategy are determined and used as the matching deviation road segments.

[0092] Based on the mileage of different matching deviation road segments, the matching deviation road segments with a mileage greater than the preset mileage threshold are identified and regarded as the road segments that affect the stability of air conditioning.

[0093] The specific energy-saving control strategy is determined based on the number of road sections affected by the stable air conditioning system.

[0094] Furthermore, when the number of road segments stably affected by the air conditioning is within the preset range of the number of affected road segments and the total mileage of the road segments stably affected by the air conditioning meets the requirements, it is determined that the specific energy-saving control strategy meets the requirements.

[0095] Specifically, the available control strategies in the energy-saving control strategy are energy-saving control strategies where the number of road segments affected by deviations and the sum of the mileage of different road segments affected by deviations are both within a preset range.

[0096] It should be noted that the energy-saving control strategy is divided according to the differences in the air conditioning control temperature.

[0097] It is understandable that the preset range of the number of road segments affected by the deviation is not consistent with the preset range of the sum of the mileages of different road segments affected by the deviation.

[0098] S4 determines the distribution data of the road segments affected by the deviation when the target conditions are reached under different available control strategies, as well as the driving mileage. Combining the deviation of the target temperature between the available control strategies and the specific energy-saving control strategy, and the road segments affected by the deviation of the specific energy-saving control strategy within the driving mileage when the target conditions are reached, the optimal control strategy among the available control strategies is determined. When the target conditions are reached, the specific energy-saving control strategy is switched to.

[0099] Furthermore, the target conditions are that the duration for which the battery reaches the target charge reaches a preset duration threshold and the cumulative running time of the air conditioning system reaches a preset running time threshold.

[0100] The reason for setting the cumulative running time of the air conditioning system to reach the preset running time threshold and the duration for which the battery reaches the target charge to reach the preset duration threshold is to ensure the operational stability and reliability of the air conditioning system, as well as the operational stability and reliability of the battery. The energy-saving control strategy of the air conditioning system will only be adjusted if the air conditioning system is still operating safely after reaching the preset running time threshold.

[0101] Furthermore, such as Figure 4 As shown, the method for determining the optimal control strategy among the available control strategies is as follows:

[0102] Based on the distribution data of the road segments affected by the deviation when the target conditions are met under the available control strategies, the number of road segments affected by the deviation when the target conditions are met is determined and used as the number of road segments in the early stage.

[0103] Based on the number of road segments in the early stage and the driving mileage when the target conditions are met, an available control strategy that meets the requirements for both the number of road segments in the early stage and the driving mileage when the target conditions are met is determined and used as the screening control strategy.

[0104] The optimal control strategy among the available control strategies is determined based on the deviation between the target temperature of the screening control strategy and the target temperature of the specific energy-saving control strategy, combined with the number of road segments affected by the deviation when the specific energy-saving control strategy reaches the target mileage.

[0105] It is understood that the optimal control strategy is the selection control strategy that maximizes the number of road segments affected by the deviation of the target temperature from the specific energy-saving control strategy within a preset temperature deviation range, and maximizes the number of road segments affected by the deviation of the specific energy-saving control strategy at the mileage when the target conditions are met.

[0106] Furthermore, when both the number of road segments in the early stage and the mileage when the target conditions are met are within the preset target range, it is determined that both the number of road segments in the early stage and the mileage when the target conditions are met meet the requirements, wherein the preset target range for the number of road segments in the early stage and the preset target range for the mileage when the target conditions are met are inconsistent.

[0107] Optionally, the method for determining the optimal control strategy among the available control strategies is as follows:

[0108] S41 uses the distribution data of the deviation-affected road segments when the target conditions are reached under the available control strategy to determine the number of deviation-affected road segments when the target conditions are reached, and uses it as the number of road segments in the early stage. Based on the number of road segments in the early stage and the driving mileage when the target conditions are reached, the target adaptation coefficient of the available control strategy is determined.

[0109] S42 determines the strategy adaptation coefficient of the available control strategy based on the deviation between the target temperature of the available control strategy and the target temperature of the specific energy-saving control strategy, and in combination with the number of road segments affected by the deviation of the specific energy-saving control strategy within the driving mileage when the target conditions are met.

[0110] S43 determines the comprehensive adaptation coefficient of the available control strategy based on the strategy adaptation coefficient and the target adaptation coefficient, and determines whether the available control strategy is the optimal control strategy based on the comprehensive adaptation coefficient.

[0111] Furthermore, the optimal control strategy is the available control strategy with the largest comprehensive adaptation coefficient.

[0112] It should be noted that the comprehensive adaptation coefficient, target adaptation coefficient, and strategy adaptation coefficient of the available control strategy can be determined using one or more of the hierarchical analysis mathematical model or neural network model, provided that the input and output quantities are fixed.

[0113] Specifically, before proceeding to step S41, it is necessary to determine whether the deviation between the available control strategy and the target temperature of the specific energy-saving control strategy is within the preset temperature deviation range. If yes, proceed to step S41; otherwise, since the deviation from the target temperature of the specific energy-saving control strategy is large at this time, it has a significant impact on the stability of the air conditioning system throughout the entire driving route, and therefore it can be directly determined that it does not belong to the optimal control strategy.

[0114] It should be further explained that before proceeding to step S42, it is necessary to further determine whether the number of road segments in the early stage, the mileage when the target conditions are met, and the target adaptation coefficient meet the requirements. If any one of the number of road segments in the early stage or the mileage when the target conditions are met does not meet the requirements, it can be directly determined that it is not the optimal control strategy. In particular, if the number of road segments in the early stage and the mileage when the target conditions are met, it can also be directly determined that it is not the optimal control strategy if the target adaptation coefficient does not meet the requirements.

[0115] Understandably, for available control strategies that have a high number of mileages required to reach the target conditions and a large number of road segments in the early stages, the deviation when switching to a specific energy-saving control strategy affects a large number of road segments and a long driving distance, which impacts the overall operational stability of the air conditioning system. Therefore, it can be directly determined that it is not the optimal control strategy. Specifically, a fixed threshold method can be used to determine whether the number of road segments in the early stages, the mileage required to reach the target conditions, and the target adaptation coefficient meet the requirements.

[0116] For example, before proceeding to step S43, it is necessary to further determine whether the policy adaptation coefficient of the available control strategy is less than the preset adaptation coefficient threshold. If it is less than the preset adaptation coefficient threshold, then the target adaptation coefficient is further combined. For available control strategies whose target adaptation coefficient is within the preset adaptation coefficient range, that is, available control strategies with low adaptation degree, it can be directly determined that they are not the optimal control strategy.

[0117] Example 2

[0118] Secondly, such as Figure 5 As shown, the present invention provides a computer system, including: a memory and a processor connected in communication, and a computer program stored in the memory and capable of running on the processor, wherein the processor executes the above-described energy-saving control method for an air conditioning system when running the computer program.

[0119] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, the embodiments of apparatus, devices, and non-volatile computer storage media are basically similar to the method embodiments, so the descriptions are relatively simple; relevant parts can be referred to the descriptions of the method embodiments.

[0120] The foregoing has described specific embodiments of this specification. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims may be performed in a different order than that shown in the embodiments and may still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require the specific or sequential order shown to achieve the desired result. In some embodiments, multitasking and parallel processing are possible or may be advantageous.

[0121] The above description is merely one or more embodiments of this specification and is not intended to limit this specification. Various modifications and variations can be made to the one or more embodiments of this specification by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principle of one or more embodiments of this specification should be included within the scope of the claims of this specification.

Claims

1. An energy saving control method of an air conditioning system, characterized by, Specifically, it includes: Using the driving route to the destination, the road segments between different adjacent specific types of road segments are used as interval segments to determine the predicted battery charge of specific types of road segments under different energy-saving control strategies. Based on the road segment data of different specific types of road segments and the corresponding predicted battery power, when it is determined that the air conditioning system has deviations affecting the specific types of road segments under a specific energy-saving control strategy, proceed to the next step; Based on the distribution data of the deviations affecting the road segments under different energy-saving control strategies, when it is determined that the specific energy-saving control strategy cannot meet the requirements, the available control strategies in the energy-saving control strategy are determined based on the distribution data. The distribution data of the road segments affected by the deviation when the target conditions are reached under different available control strategies and the driving mileage are determined. Combined with the deviation of the target temperature between the available control strategies and the specific energy-saving control strategy and the road segments affected by the deviation of the specific energy-saving control strategy within the driving mileage when the target conditions are reached, the optimal control strategy among the available control strategies is determined. When the target conditions are reached, the specific energy-saving control strategy is switched. The specific type of road segment is an uphill road segment; the distribution data includes the number of specific type road segments in the driving route and the location of different specific type road segments; The specific energy-saving control strategy is to set the air conditioning control temperature to a target set temperature threshold. The method for determining the road section affected by the deviation is as follows: Based on the average power demand of vehicles traveling on the specific type of road section, determine the remaining available power of the vehicle's engine after deducting the average power demand; The supplementary power of the air conditioning system is determined based on the remaining available power and the operating power required by the air conditioning system under a specific energy-saving control strategy. Based on road segment data for different specific types of road segments, the mileage of the specific type of road segment is determined. Based on the supplementary power and the predicted battery capacity of the specific type of road segment, the available mileage at which the predicted battery capacity is maintained at the supplementary power is determined. Based on the deviation between the mileage data of the specific type of road segment and the available mileage, the supply deviation mileage is determined. Based on the supply deviation mileage, it is determined whether the specific type of road segment is a deviation-affected road segment.

2. The energy saving control method of an air conditioning system according to claim 1, wherein, The predicted battery charge for the specific type of road segment is determined based on the generator's power generation data at rated speed in the preceding adjacent interval of the specific type of road segment, the deviation from the vehicle's minimum power consumption data under the energy-saving control strategy, and the initial battery charge in the interval.

3. The energy-saving control method for an air conditioning system as described in claim 1, characterized in that, When there are no road sections affected by deviation in the specific type of road section, the air conditioning system will be controlled to operate under a specific energy-saving control strategy.

4. The energy-saving control method for an air conditioning system as described in claim 1, characterized in that, The method for determining the optimal control strategy among the available control strategies is as follows: Based on the distribution data of the road segments affected by the deviation when the target conditions are met under the available control strategies, the number of road segments affected by the deviation when the target conditions are met is determined and used as the number of road segments in the early stage. Based on the number of road segments in the early stage and the driving mileage when the target conditions are met, an available control strategy that meets the requirements for both the number of road segments in the early stage and the driving mileage when the target conditions are met is determined and used as the screening control strategy. The optimal control strategy among the available control strategies is determined based on the deviation between the target temperature of the screening control strategy and the target temperature of the specific energy-saving control strategy, combined with the number of road segments affected by the deviation when the specific energy-saving control strategy reaches the target mileage.

5. The energy-saving control method for an air conditioning system as described in claim 4, characterized in that, The optimal control strategy is the selection control strategy that maximizes the number of road segments affected by the deviation of the target temperature from the specific energy-saving control strategy within a preset temperature deviation range, and reaches the maximum number of road segments affected by the deviation of the specific energy-saving control strategy at the mileage when the target conditions are met.

6. A computer system, comprising: A memory and a processor connected in communication, and a computer program stored in the memory and capable of running on the processor, characterized in that, when the processor runs the computer program, it executes an energy-saving control method for an air conditioning system according to any one of claims 1-5.

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