Cloud multi-connected air conditioner energy-saving unit control method

Abstract

The invention relates to the technical field of automobile air conditioner intelligent control and vehicle-mounted energy saving, and discloses a cloud multi-connected air conditioner energy-saving unit control method. Arranging a sensor on each seat and forming an occupation vector according to the number; an air conditioner is divided into multiple air supply areas, and seat-area one-to-one mapping is established to accurately count passengers in each area; the cold load, the power and the control voltage are reset when the cabin is empty; the cabin temperature and the target temperature are collected, the unit temperature difference constant and the number of passengers are combined to calculate the cooling load of each area, power is distributed according to needs under the maximum refrigeration capacity constraint, and linear factors are converted into execution voltages; and packaging, reporting and archiving logs in each period, constructing period control and full vacancy judgment, realizing void cabin dormancy, and recovering air supply if someone is in the void cabin dormancy. Compared with a preset mode or average distribution, the method takes actual passenger distribution as a core, fine cooling is achieved, energy consumption is reduced, and experience is improved.

Description

Technical Field

[0001] This invention relates to the field of intelligent control of automotive air conditioning and vehicle energy-saving technology, specifically a cloud-based multi-split air conditioning energy-saving unit control method. Background Technology

[0002] With the continuous development of automotive intelligence and energy-saving and emission-reduction technologies, in-vehicle air conditioning systems play a crucial role in improving passenger comfort and ensuring driving safety. However, traditional automotive air conditioning systems typically employ a uniform air supply mode, uniformly cooling or heating the entire cabin regardless of the actual distribution of passengers. This leads to problems such as low energy efficiency, localized over-cooling, and wasted air conditioning resources in unoccupied areas. In scenarios where vehicles have partial passenger capacity, flexible cabin layouts, or varied usage, the fixed zoning or single air supply strategy of traditional air conditioning systems struggles to accurately respond to actual needs. This not only causes unnecessary increases in energy consumption but also affects the range of new energy vehicles and the overall energy efficiency of the system.

[0003] Currently, some high-end models or new energy vehicles have begun to introduce regional independent air supply technology or manually set zoned air conditioning modes. Although these systems have achieved the initial function of multi-zone air supply to a certain extent, most still rely on preset zone divisions and lack intelligent perception and adaptive control mechanisms for real-time occupant distribution. When the vehicle's occupant status changes dynamically, existing zoned air supply strategies cannot accurately shut off vacant areas in a timely manner, nor can they dynamically adjust the cooling distribution for areas where occupants are concentrated, thus limiting further improvements in energy-saving effects. In addition, existing technologies generally fail to achieve coordinated linkage with cloud-based big data and vehicle energy consumption optimization, and their data archiving and multi-cycle energy efficiency analysis capabilities are limited, which is not conducive to achieving system-level energy-saving control and intelligent management.

[0004] Therefore, this case aims to propose a cloud-based multi-split air conditioning energy-saving unit control method. By collecting the occupancy status of each seat in real time and establishing a one-to-one mapping relationship between air supply areas and seats, the method dynamically determines whether each area needs air supply. Furthermore, it calculates the cooling load demand of each area by combining room temperature and target temperature. Within the maximum adjustable cooling capacity of the system, it allocates cooling power according to the cooling load ratio of each area and converts it into corresponding control voltage signals. Finally, it packages, reports, and archives all operating statuses to achieve closed-loop energy-saving control throughout the entire cycle. Summary of the Invention

[0005] This invention provides a control method for cloud-based multi-split air conditioning energy-saving units, which helps to solve the problems mentioned in the background art.

[0006] This invention provides the following technical solution: a control method for a cloud-based multi-split air conditioning energy-saving unit, comprising: Occupant sensors are installed in each seat in the cabin to obtain and form a seat occupancy status vector according to the seat number. The vehicle's air conditioning system is divided into multiple air supply zones, and a one-to-one relationship between seats and air supply zones is established to obtain the number of occupants in each zone. The opening or closing of the air supply area is determined based on the number of occupants. When all occupants are vacant, the cooling load demand, allocated cooling power and control voltage signals are set to zero. The measured cabin temperature and target cabin temperature are obtained, and the cooling load demand of each area is obtained by combining the cooling power constant per person per unit temperature difference and the number of occupants in the area. Under the constraint of the system's maximum adjustable output cooling power, the cooling power is generated and allocated according to the cooling load demand of each area. The allocated cooling power is converted into the control voltage signal of the evaporator air supply actuator based on the linear conversion factor; At the beginning of each control cycle, the content of the reported data packet and the local log record vector are acquired and formed in a fixed order. Establish a periodic energy-saving control cycle and execute a full vacancy judgment. During the full vacancy cycle, keep the area closed. When occupants are detected entering, restore the air supply control according to the latest data.

[0007] Optionally, the step of equipping each seat in the cabin with an occupant sensor to obtain and assemble a seat occupancy status vector according to the seat number specifically includes: Multiple occupant sensors are installed in the cabin. The total number of occupant sensors is the same as the total number of seats. Each occupant sensor corresponds to a seat position and is pre-numbered according to the seat arrangement to ensure that the occupant sensor number is consistent with the seat position number. In each control cycle, each occupant sensor outputs a seat status value indicating whether it is occupied or vacant. For each seat, it is recorded whether it is occupied by an occupant in the current control cycle, forming seat status data corresponding to the occupant sensor number. According to the seat number order, the state values ​​of each seat are arranged sequentially to form a seat occupancy state vector. Each component in the seat occupancy state vector corresponds to the occupancy state of a seat in the current control cycle. At the beginning of each control cycle, the seat occupancy state vector is collected once, and the collection result is stored in the control system.

[0008] Optionally, the step of dividing the vehicle's air conditioning system into multiple air supply zones, establishing a one-to-one relationship between seats and air supply zones, and obtaining the number of occupants in each zone specifically includes: The vehicle's air conditioning system is divided into multiple independent air supply zones. Each air supply zone is equipped with an independently adjustable evaporator air supply actuator, and a unique air supply zone index number is assigned to each air supply zone. Based on the vehicle's seating arrangement, each seat is assigned to an air supply area, a one-to-one assignment table between seats and air supply areas is established, and each seat corresponds to only one air supply area. Based on the one-to-one attribution table, a mapping relationship between air supply areas and seats is constructed. The air supply areas are matched by rows and the seats by columns. The mapping relationship is stored in matrix form, and the attribution relationship between each seat and its corresponding air supply area is recorded in the matrix elements. Within each control cycle, the number of occupied seats covered by each air supply area is counted by combining the seat occupancy status vector and the mapping relationship matrix. The number of occupants in the air supply area is obtained by accumulating the occupancy status of the seats one by one. According to the order of the air supply area index number, the number of occupants in each air supply area is arranged sequentially to form an air supply area occupant number vector.

[0009] Optionally, the step of determining whether the air supply zone is open or closed based on the number of occupants, and setting the cooling load demand, allocated cooling power, and control voltage signal to zero when all occupants are vacant, specifically includes: Within each control cycle, the number of occupants for each air supply zone is read. When the number of occupants in an air supply zone is not less than one, the activation status of the corresponding air supply zone is recorded as "on". When the number of occupants is zero, the activation status of the corresponding air supply zone is recorded as "off". According to the order of the air supply area index number, the activation status of each air supply area is arranged in sequence to form an air supply area activation status vector. Each component of the air supply area activation status vector indicates whether the corresponding air supply area is in the open or closed state in the current control cycle. Based on the activation state vector of the air supply area, all air supply areas are traversed and checked. When the activation state of all air supply areas is closed, it is determined that the entire cabin is in a fully idle cycle during the current control cycle. During a control cycle determined to be a full vacancy period, the cooling load demand, allocated cooling power, and control voltage signals of all air supply areas are uniformly set to zero, and remain at zero in subsequent calculations of the current control cycle until a new occupancy situation occurs in a subsequent control cycle.

[0010] Optionally, the step of obtaining the measured cabin temperature and target cabin temperature, combined with the single-person unit temperature difference cooling power constant and the number of occupants in the area, to obtain the cooling load demand for each area specifically includes: Within each control cycle, the actual temperature value inside the cabin is obtained from the cabin temperature detection unit and used as the measured cabin temperature for the current control cycle. The target cabin temperature value set by the user is obtained from the air conditioning control panel or the upper control system and used as the target cabin temperature value for the current control cycle. The original temperature difference is calculated based on the measured temperature of the cabin and the target temperature value of the cabin. When the original temperature difference is less than or equal to zero, the effective temperature difference of the current control cycle is set to zero. When the original temperature difference is greater than zero, the effective temperature difference is set to the original temperature difference value. During the system calibration process, the single-person reference cooling power and corresponding reference temperature difference are obtained based on the single-person reference cooling condition. The single-person unit temperature difference cooling power constant is calculated based on the ratio between the single-person reference cooling power and the reference temperature difference, and the single-person unit temperature difference cooling power constant is stored in the control unit as a fixed system parameter. When there are open air supply areas, for each open air supply area, the number of occupants corresponding to the air supply area is read, and combined with the effective temperature difference and the cooling power constant per person per unit temperature difference, the cooling load demand of the air supply area in the current control cycle is calculated according to the proportional relationship between the number of occupants, the effective temperature difference and the cooling power constant per person per unit temperature difference; for air supply areas in the closed state, the cooling load demand is kept to zero. According to the order of the air supply area index number, the cooling load demand of each air supply area is arranged in sequence to form a cooling load demand vector.

[0011] Optionally, the step of generating and allocating cooling power according to the cooling load demand of each area under the constraint of the system's maximum adjustable output cooling power specifically includes: The maximum adjustable output cooling power of the system is obtained from the unit parameters, and the maximum adjustable output cooling power of the system is used as the upper limit of the cooling power that can be allocated under the energy-saving control mode. The system detects whether at least one air supply zone is active within the current control cycle. When all air supply zones are in an active state of being closed, the allocated cooling power of all air supply zones is kept at zero, and power allocation calculations are no longer performed for the current control cycle. When there are areas with open air supply, the cooling load demand of each air supply area in the cooling load demand vector is summed to obtain the total cooling load demand of all air supply areas in the current control cycle, and the sum is used as the total cooling power demand in the current control cycle. When the total cooling demand is zero, the allocated cooling power of all air supply areas is set to zero; when the total cooling demand is greater than zero, the allocated cooling power of each air supply area in the current control cycle is calculated by multiplying the ratio of the cooling load demand of the air supply area to the total cooling demand by the maximum adjustable output cooling power of the system. According to the order of the air supply area index number, the cooling power allocated to each air supply area is arranged in sequence to form a cooling power allocation vector.

[0012] Optionally, the step of converting the allocated cooling power into a control voltage signal for the evaporator air supply actuator based on a linear conversion factor specifically includes: During the system calibration process, the rated control voltage signal of the corresponding evaporator air supply actuator is read when the unit is operating at the maximum cooling power. Based on the one-to-one correspondence between the rated control voltage signal and the maximum cooling power, the linear conversion factor between the cooling power and the control voltage signal is calculated, and the linear conversion factor is stored in the control unit as a fixed system parameter. Within each control cycle, the allocated cooling power is read for each air supply area, and the control voltage signal for the corresponding air supply area is calculated according to the linear conversion factor and the proportional conversion method, so that the control voltage signal maintains a linear correspondence with the allocated cooling power throughout the entire working range. According to the order of the air supply area index number, the control voltage signals of each air supply area are arranged sequentially to form a control voltage signal vector, and the control voltage signal vector is output to the corresponding evaporator air supply actuator to complete the electrical control of the air supply volume of each air supply area.

[0013] Optionally, the step of acquiring and forming the reported data packet content and local log record vector in a fixed order at the beginning of each control cycle specifically includes: At the beginning of each control cycle, the seat occupancy status vector is obtained from the seat occupancy detection module, the air supply area activation status vector is obtained from the air supply area activation determination module, the cooling load demand vector is obtained from the cooling load demand calculation module, the cooling power allocation vector is obtained from the power allocation module, and the control voltage signal vector is obtained from the voltage signal calculation module. The seat occupancy status vector, air supply area activation status vector, cooling load demand vector, cooling power allocation vector, and control voltage signal vector are sequentially concatenated into a single column vector, which serves as the content of the reporting data packet and the local log recording vector for the current control cycle. The column vector contains the status data and control quantity data of all seats and all air supply areas in the current control cycle in a preset order. Within the local storage space, the log record vector formed in each control cycle is appended to the log record matrix as a column, so that the log record matrix stores the log records of each control cycle by column and stores various status variables and control variables by row.

[0014] Optionally, the establishment of a periodic energy-saving control cycle and the execution of a full vacancy determination, maintaining the area closed during the full vacancy cycle, and restoring air supply control according to the latest data when occupants are detected entering, specifically includes: Set the duration of a single control cycle, set the control frequency to the reciprocal of the control cycle duration, and store the control cycle duration and control frequency as system scheduling parameters in the control unit; At the beginning of each control cycle, the following steps are executed sequentially: seat occupancy status acquisition and number initialization, air supply area division and seat mapping construction, air supply area activation status determination, area cooling load demand calculation, total cooling power allocation strategy generation, air supply execution voltage signal calculation, and system data packaging, reporting and archiving, forming a complete energy-saving control cycle. Within each control cycle, the occupancy status of all seats is checked according to the seat occupancy status vector. When all seats are in an empty state, the current control cycle is determined to be a fully empty cycle. During the full idle cycle, all air supply areas are kept closed, and the cooling load demand, allocated cooling power and control voltage signals of all air supply areas in the current control cycle are kept to zero. When the seat occupancy state vector changes during any control cycle and a seat changes from vacant to occupied, the following steps are re-executed in the corresponding current control cycle: seat occupancy state acquisition and number initialization, air supply area division and seat mapping construction, air supply area activation state determination, area cooling load demand calculation, total cooling power allocation strategy generation, and air supply execution voltage signal calculation. The air supply control state of each air supply area is then adjusted based on the latest calculation results.

[0015] The present invention has the following beneficial effects: Traditional multi-split air conditioning systems typically operate by switching on and off at fixed times for specific areas or by temperature drift control. This innovative solution maps each seat location to a sensor, using a numbered vector to reflect occupancy status in real time, achieving the smallest granularity of human presence perception. It eliminates the need for expensive cameras, using only low-power sensors to accurately detect occupant presence. This enables rapid sampling and seamless initialization of occupant distribution, generating standardized vector data for subsequent mapping and calculations. Compared to existing coarse-grained control methods based on ambient temperature and damper opening, this solution automatically updates cabin demand when the vehicle starts / stops or when passenger flow changes, avoiding manual pre-set delays and improving response speed and perception accuracy.

[0016] Existing technologies typically divide the carriage into zones based on the front, middle, rear, or left and right sides, lacking a dynamic mapping mechanism. This solution constructs an air supply zone mapping relationship centered on seat distribution, breaking down fixed zone boundaries and binding each seat to a corresponding air supply device through a matrix approach. The mapping construction process can flexibly adapt to different carriage layouts, achieving high-dimensional expansion of spatial zoning and ensuring that each seat has an independent control unit. Compared to methods that only allocate airflow based on vent location, it can accurately count the number of occupants in each zone, prioritizing activation in areas with many occupants and immediately shutting off unoccupied areas, thus avoiding energy waste in unoccupied zones.

[0017] In scenarios with fluctuating occupant distribution, traditional methods of blindly opening dampers based on preset times or temperatures are insufficient to meet real-time requirements. This solution employs a zero-threshold judgment based on the number of occupants in each area, opening dampers only when someone is present and closing them when no one is present, achieving precise "zero-person, zero-air" control. This judgment mechanism requires no deep learning or complex algorithms; it provides reliable judgment based solely on a quantity threshold, ensuring that all air supply areas are instantly shut off when the system is completely empty, avoiding ineffective energy consumption during system standby. Compared to existing methods using timed modes or temperature hysteresis triggering, this method offers faster response, simpler structure, and eliminates the hysteresis characteristic of ambient temperature sensing, improving adaptability to dynamic occupant changes and significantly contributing to energy savings.

[0018] Most existing solutions estimate load based on the overall cabin temperature difference. This solution combines the cooling constant per person per unit temperature difference with real-time occupant count and effective temperature difference for zone-by-zone load calculation. By non-negatively clipping the original temperature difference and referring to the single-person cooling efficiency under calibrated conditions, the required cooling capacity for each zone is dynamically calculated, avoiding overload or underload in a single zone and ensuring temperature consistency across zones. This method overcomes the problem that empirical parameters are difficult to adapt to different occupant distributions, achieving accurate calculation based on the relationship between human body heat load and temperature difference, reducing overcompensation and energy waste, and is of great significance for improving overall system efficiency and passenger comfort.

[0019] Unlike traditional proportional blind distribution or fixed airflow allocation, this solution weights the cooling load demand of each area within the system's maximum adjustable cooling power limit. This ensures that the actual cooling resources received by each area are proportional to its demand, guaranteeing optimal allocation under overall power constraints. This strategy avoids power overload while ensuring coordinated cooling effects across multiple areas, providing appropriate cooling capacity in both densely populated and scattered areas. Compared to existing single control modes, this strategy balances energy saving and comfort, achieving adaptive adjustment to peak and off-peak loads.

[0020] This solution utilizes a pre-calibrated linear conversion factor to directly map the allocated cooling power to the control voltage required by the air supply actuator, ensuring a linear correspondence between airflow and cooling capacity. This simplifies the complex signal processing of traditional multi-stage damper regulation. This method eliminates the need for multi-stage threshold switching or damper angle correction, reducing response lag and control jitter, which is particularly crucial for rapid cold start-up and stable operation. Unlike common PID or fuzzy control, linear mapping offers higher prediction accuracy and lower algorithm complexity, significantly reducing the implementation cost and maintenance requirements of the control system, further ensuring the goal of balancing energy saving and comfort.

[0021] Traditional multi-split air conditioning system logs are mostly scattered records, making periodic comparative analysis difficult. This solution uniformly packages key data such as seat occupancy, zone activation, cooling load, power distribution, and voltage signals into single-period vectors in a fixed order and appends them to a local log matrix, achieving high traceability and facilitating subsequent offline analysis. This mechanism helps operators quickly locate and trace energy-saving effects and anomalies during operation, supporting data-driven optimization iterations. Compared to scattered log collection methods, this solution provides a complete structured data deposition and visualization analysis foundation, laying a solid data foundation for subsequent intelligent optimization and fault diagnosis.

[0022] The solution executes each step sequentially at the start of the control cycle and achieves a one-click global ventilation shutdown based on a full vacancy determination. On one hand, by setting a clear cycle duration and frequency, the system's scheduling rhythm is controllable and predictable. On the other hand, unlike traditional methods that rely on ambient temperature hysteresis or manual intervention, the full vacancy determination only needs to check the sum of the number of occupants in all areas; when it reaches zero, a global ventilation shutdown is triggered, thus achieving a quick "dormant" switch. This method reduces standby energy consumption when the cabin is empty and automatically restores energy based on the latest data when occupants re-enter, requiring no additional operation. Compared to existing technologies, this solution further reduces the energy consumption baseline, maximizing energy-saving performance. Attached Figure Description

[0023] Figure 1 This is a schematic diagram of the process of the present invention. Detailed Implementation

[0024] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0025] Example, refer to Figure 1 A control method for cloud-based multi-split air conditioning energy-saving units, comprising: Occupant sensors are installed in each seat in the cabin to obtain and form a seat occupancy status vector according to the seat number. The vehicle's air conditioning system is divided into multiple air supply zones, and a one-to-one relationship between seats and air supply zones is established to obtain the number of occupants in each zone. The opening or closing of the air supply area is determined based on the number of occupants. When all occupants are vacant, the cooling load demand, allocated cooling power and control voltage signals are set to zero. The measured cabin temperature and target cabin temperature are obtained, and the cooling load demand of each area is obtained by combining the cooling power constant per person per unit temperature difference and the number of occupants in the area. Under the constraint of the system's maximum adjustable output cooling power, the cooling power is generated and allocated according to the cooling load demand of each area. The allocated cooling power is converted into the control voltage signal of the evaporator air supply actuator based on the linear conversion factor; At the beginning of each control cycle, the content of the reported data packet and the local log record vector are acquired and formed in a fixed order. Establish a periodic energy-saving control cycle and execute a full vacancy judgment. During the full vacancy cycle, keep the area closed. When occupants are detected entering, restore the air supply control according to the latest data.

[0026] By placing sensors in each seat within the cabin and creating occupancy status vectors based on their numbers, the system rapidly collects and standardizes actual occupant distribution information into vector data. By dividing the vehicle's air conditioning system into multiple air supply zones and establishing a one-to-one mapping between seats and zones, accurate occupant counts are achieved. By instantly determining whether an air supply zone is open or closed based on the number of occupants in that zone, the system automatically sets the cooling load demand, allocated cooling power, and control voltage signals to zero when all zones are unoccupied, effectively preventing energy waste in empty cabins. By combining real-time cabin temperature and target temperature to calculate the cooling load demand for each zone and allocating cooling power as needed within the system's maximum cooling capacity, precise cooling based on actual occupant needs is achieved. A linear conversion factor directly converts the allocated cooling power into control voltage signals for the air supply actuators, simplifying control logic and improving response speed. By packaging data for each cycle and recording it locally, the system ensures traceability of operational status and provides data support for subsequent optimization. By establishing a periodic energy-saving control cycle and a full vacancy determination mechanism, the system quickly enters a full sleep state when unoccupied and instantly resumes air supply control when occupants enter, ensuring occupant comfort while reducing standby energy consumption. Compared with existing technologies that rely on preset modes or average distribution by region, this method focuses on the actual distribution of passengers, realizing a shift from coarse to fine control, and improving energy efficiency and riding experience.

[0027] The process of equipping each seat in the cabin with occupant sensors to obtain and assemble a seat occupancy status vector according to the seat number specifically includes: Multiple occupant sensors are installed in the cabin. The total number of occupant sensors is the same as the total number of seats. Each occupant sensor corresponds to a seat position and is pre-numbered according to the seat arrangement to ensure that the occupant sensor number is consistent with the seat position number. In each control cycle, each occupant sensor outputs a seat status value indicating whether it is occupied or vacant. For each seat, it is recorded whether it is occupied by an occupant in the current control cycle, forming seat status data corresponding to the occupant sensor number. According to the seat number order, the state values ​​of each seat are arranged sequentially to form a seat occupancy state vector. Each component in the seat occupancy state vector corresponds to the occupancy state of a seat in the current control cycle. At the beginning of each control cycle, the seat occupancy state vector is collected once, and the collection result is stored in the control system.

[0028] Further specific implementation steps include: Layout within the vehicle cabin One occupant sensor, numbered as ;in, The total number of occupant sensors in the vehicle's cabin; Number the occupant sensors and assign them corresponding seat position numbers; Each sensor outputs a status value in real time, specifically: ;in, For the first The occupancy status of each seat during the current control cycle; All sensor states are organized into a column vector: ;in, It is a column vector consisting of the occupancy status of each seat; Real-time data acquisition at the start of each control cycle ;in, For the first The start time of each control cycle; the start time of each control cycle is the control cycle index; For at any time The collected seat occupancy state vector has the following components: .

[0029] The process of dividing the vehicle's air conditioning system into multiple air supply zones, establishing a one-to-one relationship between seats and air supply zones, and obtaining the number of occupants in each zone specifically includes: The vehicle's air conditioning system is divided into multiple independent air supply zones. Each air supply zone is equipped with an independently adjustable evaporator air supply actuator, and a unique air supply zone index number is assigned to each air supply zone. Based on the vehicle's seating arrangement, each seat is assigned to an air supply area, a one-to-one assignment table between seats and air supply areas is established, and each seat corresponds to only one air supply area. Based on the one-to-one attribution table, a mapping relationship between air supply areas and seats is constructed. The air supply areas are matched by rows and the seats by columns. The mapping relationship is stored in matrix form, and the attribution relationship between each seat and its corresponding air supply area is recorded in the matrix elements. Within each control cycle, the number of occupied seats covered by each air supply area is counted by combining the seat occupancy status vector and the mapping relationship matrix. The number of occupants in the air supply area is obtained by accumulating the occupancy status of the seats one by one. According to the order of the air supply area index number, the number of occupants in each air supply area is arranged sequentially to form an air supply area occupant number vector.

[0030] Further specific implementation steps include: The vehicle air conditioning system is divided into Each independent air supply zone is numbered as follows: Each area is equipped with an independently controllable air supply actuator; among them, The number of independently controllable air supply zones within the vehicle; Index for discrete air supply areas; Construct a region mapping matrix Its elements are: And require that each seat All satisfy: ;in, This is a mapping matrix between the air supply area and the seat, with dimensions of [missing information]. ; For the first The air supply zone and the first The ownership relationship between the seats; Get the The number of occupants covered by each air supply zone is denoted as : ; Form a column vector of the number of passengers in all regions: ;in, Let the number of occupants in all air supply zones be represented by a column vector, with dimension 1. .

[0031] The method of determining whether the air supply zone is open or closed based on the number of occupants, and setting the cooling load demand, allocated cooling power, and control voltage signals to zero when all occupants are vacant, specifically includes: Within each control cycle, the number of occupants for each air supply zone is read. When the number of occupants in an air supply zone is not less than one, the activation status of the corresponding air supply zone is recorded as "on". When the number of occupants is zero, the activation status of the corresponding air supply zone is recorded as "off". According to the order of the air supply area index number, the activation status of each air supply area is arranged in sequence to form an air supply area activation status vector. Each component of the air supply area activation status vector indicates whether the corresponding air supply area is in the open or closed state in the current control cycle. Based on the activation state vector of the air supply area, all air supply areas are traversed and checked. When the activation state of all air supply areas is closed, it is determined that the entire cabin is in a fully idle cycle during the current control cycle. During a control cycle determined to be a full vacancy period, the cooling load demand, allocated cooling power, and control voltage signals of all air supply areas are uniformly set to zero, and remain at zero in subsequent calculations of the current control cycle until a new occupancy situation occurs in a subsequent control cycle.

[0032] Further specific implementation steps include: The first The activation status of each air supply zone is recorded as follows: Specifically: ; Construct the full-region activation state vector: ;in, Let be a column vector consisting of the activation states of each air supply zone, with dimension . ; If all If so, it is determined that the current carriage is empty; The cooling load demand of each air supply area during this control cycle is recorded as follows: The cooling capacity of each air supply zone is denoted as The control voltage for each air supply zone is denoted as During this control period, the value is uniformly set for all regions as follows: , , ;in, For the first Cooling load demand of each air supply zone during the current control cycle; For the first The distribution of cooling power to each air supply zone within the current control cycle; For the first The control voltage of each air supply zone during the current control cycle.

[0033] The process of obtaining the measured cabin temperature and target cabin temperature values, combined with the cooling power constant per person per unit temperature difference and the number of occupants in each area, yields the cooling load requirements for each area, specifically including: Within each control cycle, the actual temperature value inside the cabin is obtained from the cabin temperature detection unit and used as the measured cabin temperature for the current control cycle. The target cabin temperature value set by the user is obtained from the air conditioning control panel or the upper control system and used as the target cabin temperature value for the current control cycle. The original temperature difference is calculated based on the measured temperature of the cabin and the target temperature value of the cabin. When the original temperature difference is less than or equal to zero, the effective temperature difference of the current control cycle is set to zero. When the original temperature difference is greater than zero, the effective temperature difference is set to the original temperature difference value. During the system calibration process, the single-person reference cooling power and corresponding reference temperature difference are obtained based on the single-person reference cooling condition. The single-person unit temperature difference cooling power constant is calculated based on the ratio between the single-person reference cooling power and the reference temperature difference, and the single-person unit temperature difference cooling power constant is stored in the control unit as a fixed system parameter. When there are open air supply areas, for each open air supply area, the number of occupants corresponding to the air supply area is read, and combined with the effective temperature difference and the cooling power constant per person per unit temperature difference, the cooling load demand of the air supply area in the current control cycle is calculated according to the proportional relationship between the number of occupants, the effective temperature difference and the cooling power constant per person per unit temperature difference; for air supply areas in the closed state, the cooling load demand is kept to zero. According to the order of the air supply area index number, the cooling load demand of each air supply area is arranged in sequence to form a cooling load demand vector.

[0034] Further specific implementation steps include: Get the current temperature inside the carriage and record it as . ; Obtain the target interior temperature set by the user in the air conditioning system, and record it as... ; Calculate the original temperature difference: ;in, The original temperature difference before any truncation was performed; By cropping the original temperature difference to a negative value, the effective temperature difference is obtained as follows: ;in, The effective temperature difference used for refrigeration calculations; Let the required cooling power per unit temperature difference for each passenger be... The reference cooling power for a single person is determined through a calibration scenario, specifically: under the calibration scenario, the reference cooling power is... The corresponding reference temperature difference is Then we get ;in, The unit temperature difference cooling power constant for a single person; This is the reference cooling power for a single person under calibrated operating conditions. To provide a reference temperature difference for a single person under calibrated working conditions; There exists at least one region that satisfies In the case of the first Regional cooling load demand is ; When all At the same time, each region maintains ; The vector representation of cooling load demand for all regions is as follows: ;in, This is a column vector representing the cooling load demand of each region, with dimension [missing information]. .

[0035] The process of generating and allocating cooling power according to the cooling load demand of each area under the constraint of the system's maximum adjustable output cooling power specifically includes: The maximum adjustable output cooling power of the system is obtained from the unit parameters, and the maximum adjustable output cooling power of the system is used as the upper limit of the cooling power that can be allocated under the energy-saving control mode. The system detects whether at least one air supply zone is active within the current control cycle. When all air supply zones are in an active state of being closed, the allocated cooling power of all air supply zones is kept at zero, and power allocation calculations are no longer performed for the current control cycle. When there are areas with open air supply, the cooling load demand of each air supply area in the cooling load demand vector is summed to obtain the total cooling load demand of all air supply areas in the current control cycle, and the sum is used as the total cooling power demand in the current control cycle. When the total cooling demand is zero, the allocated cooling power of all air supply areas is set to zero; when the total cooling demand is greater than zero, the allocated cooling power of each air supply area in the current control cycle is calculated by multiplying the ratio of the cooling load demand of the air supply area to the total cooling demand by the maximum adjustable output cooling power of the system. According to the order of the air supply area index number, the cooling power allocated to each air supply area is arranged in sequence to form a cooling power allocation vector.

[0036] Further specific implementation steps include: Obtain the system's maximum adjustable output cooling power, denoted as . ; When at least one active zone exists, power is allocated according to the cooling load demand of each zone; when all... At that time, the cooling power of all areas remains at zero; Calculate the total power demand: ;in, This represents the sum of cooling load demands for all air supply areas within the current cycle. when At that time, set the power of all regions to ; when When, calculate the first Cooling power allocated to the air supply area in the current cycle ; Construct the regional power allocation vector: ;in, A column vector of cooling power allocated to all air supply zones, with dimension [missing information]. .

[0037] The process of converting the allocated cooling power into a control voltage signal for the evaporator air supply actuator based on a linear conversion factor specifically includes: During the system calibration process, the rated control voltage signal of the corresponding evaporator air supply actuator is read when the unit is operating at the maximum cooling power. Based on the one-to-one correspondence between the rated control voltage signal and the maximum cooling power, the linear conversion factor between the cooling power and the control voltage signal is calculated, and the linear conversion factor is stored in the control unit as a fixed system parameter. Within each control cycle, the allocated cooling power is read for each air supply area, and the control voltage signal for the corresponding air supply area is calculated according to the linear conversion factor and the proportional conversion method, so that the control voltage signal maintains a linear correspondence with the allocated cooling power throughout the entire working range. According to the order of the air supply area index number, the control voltage signals of each air supply area are arranged sequentially to form a control voltage signal vector, and the control voltage signal vector is output to the corresponding evaporator air supply actuator to complete the electrical control of the air supply volume of each air supply area.

[0038] Further specific implementation steps include: Set the linear power conversion factor of the evaporator air supply actuator to: This factor is obtained by calibrating the system's maximum power and rated control voltage, specifically: at the system's maximum power... Below, the corresponding rated control voltage is ,get ;in, This is a linear conversion factor from cooling power to control voltage; For the system at maximum cooling power The corresponding rated control voltage; Calculate the first Control voltage signal for each air supply zone ; The control voltages of all air supply zones are used to construct a control signal vector: ;in, Let the column vector of control voltages for all air supply zones have dimension 1. .

[0039] The process of acquiring and forming the reported data packet content and local log record vector in a fixed order at the beginning of each control cycle specifically includes: At the beginning of each control cycle, the seat occupancy status vector is obtained from the seat occupancy detection module, the air supply area activation status vector is obtained from the air supply area activation determination module, the cooling load demand vector is obtained from the cooling load demand calculation module, the cooling power allocation vector is obtained from the power allocation module, and the control voltage signal vector is obtained from the voltage signal calculation module. The seat occupancy status vector, air supply area activation status vector, cooling load demand vector, cooling power allocation vector, and control voltage signal vector are sequentially concatenated into a single column vector, which serves as the content of the reporting data packet and the local log recording vector for the current control cycle. The column vector contains the status data and control quantity data of all seats and all air supply areas in the current control cycle in a preset order. Within the local storage space, the log record vector formed in each control cycle is appended to the log record matrix as a column, so that the log record matrix stores the log records of each control cycle by column and stores various status variables and control variables by row.

[0040] Further specific implementation steps include: In each control cycle At any given time, the following data will be packaged into a reporting data packet: seat occupancy status. , region activation status Regional cooling load demand Power allocation vector and voltage control signal ; its presence, For at any time The collected seat occupancy state vector; For at any time The calculated region activation state vector; For at any time The obtained cooling load demand vectors for each region; For at any time Power allocation vector calculated based on cooling load; For at any time The control voltage vector is calculated based on the power distribution. The above column vectors are concatenated into a single column vector in a fixed order, as follows: ;in, To be at the start of the control cycle The single-cycle log record vector, with dimension . ; Forming each control cycle As a record appended to the local log record matrix, we get: ;in, This is a local log recording matrix, storing the log vector for each control cycle column-wise, with dimensions of [dimension number missing]. ; This represents the number of control cycles up to the present.

[0041] The establishment of a periodic energy-saving control cycle, and the execution of a full vacancy determination, maintaining the area closed during the full vacancy cycle, and restoring air supply control according to the latest data when occupants are detected entering, specifically includes: Set the duration of a single control cycle, set the control frequency to the reciprocal of the control cycle duration, and store the control cycle duration and control frequency as system scheduling parameters in the control unit; At the beginning of each control cycle, the following steps are executed sequentially: seat occupancy status acquisition and number initialization, air supply area division and seat mapping construction, air supply area activation status determination, area cooling load demand calculation, total cooling power allocation strategy generation, air supply execution voltage signal calculation, and system data packaging, reporting and archiving, forming a complete energy-saving control cycle. Within each control cycle, the occupancy status of all seats is checked according to the seat occupancy status vector. When all seats are in an empty state, the current control cycle is determined to be a fully empty cycle. During the full idle cycle, all air supply areas are kept closed, and the cooling load demand, allocated cooling power and control voltage signals of all air supply areas in the current control cycle are kept to zero. When the seat occupancy state vector changes during any control cycle and a seat changes from vacant to occupied, the following steps are re-executed in the corresponding current control cycle: seat occupancy state acquisition and number initialization, air supply area division and seat mapping construction, air supply area activation state determination, area cooling load demand calculation, total cooling power allocation strategy generation, and air supply execution voltage signal calculation. The air supply control state of each air supply area is then adjusted based on the latest calculation results.

[0042] Further specific implementation steps include: Set the duration of a single control cycle to The control frequency is ; At the start of each control cycle The system sequentially completes the following operations: collecting seat occupancy status, mapping air supply area to seat, determining area activation status, calculating effective temperature difference and cooling load demand, allocating total power and solving power for each area, calculating voltage control signals, packaging and uploading data, and archiving logs, forming a complete energy-saving control cycle. If the current period meets the condition of being completely empty: If all areas remain closed during this cycle, the cooling load demand, cooling power, and control voltage of all areas will be zero during this cycle. , , , ; If an occupant enters during a certain control cycle, the various operations are re-executed in the following order: seat occupancy detection, air supply area mapping, area activation determination, cooling load calculation, and power and voltage solution.

[0043] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0044] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the technical principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A cloud multi-connected air conditioning energy-saving unit control method, characterized in that, The application relates to a vehicle air conditioning system energy-saving control method and device. Passenger sensors are arranged in the cabin to obtain and form a seat occupancy state vector according to seat numbers; The whole vehicle air conditioning system is divided into multiple air supply areas, a one-to-one attribution relationship between seats and air supply areas is established, and the number of passengers in each area is obtained; The air supply area is opened or closed based on the number of passengers, and the cold load demand, distributed refrigeration power and control voltage signal are set to zero when all the areas are empty; The actual cabin temperature and the target cabin temperature value are obtained, and the number of passengers in each area is obtained by combining the single-person unit temperature difference refrigeration power constant and the number of passengers in each area; The distributed refrigeration power is generated according to the cold load demand of each area under the constraint of the maximum adjustable output refrigeration power of the system; The distributed refrigeration power is converted into the evaporator air supply actuator control voltage signal according to a linear conversion factor; At the beginning of each control cycle, the reporting data packet content and the local log record vector are obtained and formed in a fixed order; A periodic energy-saving control cycle is established, and the all-empty determination is performed, the area is kept closed during the all-empty period, and the air supply control is restored according to the latest data when a passenger enters.

2. The cloud multi-connected air conditioning energy-saving unit control method of claim 1, wherein The passenger sensors are arranged in the cabin to obtain and form a seat occupancy state vector according to seat numbers, and the method specifically comprises the following steps: A plurality of passenger sensors are arranged in the cabin, the total number of the passenger sensors is the same as the total number of seats, each passenger sensor corresponds to a seat position one by one, and the passenger sensors are numbered in advance according to the seat arrangement relationship, so that the numbers of the passenger sensors are consistent with the numbers of the seat positions; In each control cycle, the seat state values indicating occupancy or vacancy are output by the passenger sensors, whether each seat is occupied by a passenger in the current control cycle is recorded, and seat state data corresponding to the numbers of the passenger sensors is formed; According to the seat number order, the seat state values are arranged in sequence to form a seat occupancy state vector, and each component in the seat occupancy state vector corresponds to the occupancy state of a seat in the current control cycle; The seat occupancy state vector is collected once at the beginning of each control cycle, and the collection result is stored in the control system.

3. The control method of claim 2, wherein, The whole vehicle air conditioning system is divided into multiple air supply areas, a one-to-one attribution relationship between seats and air supply areas is established, and the number of passengers in each area is obtained, and the method specifically comprises the following steps: The whole vehicle air conditioning system is divided into multiple independent air supply areas, each air supply area is provided with an independently adjustable evaporator air supply actuator, and each air supply area is provided with a unique air supply area index number; According to the vehicle seat arrangement, each seat is attributed to an air supply area, a one-to-one attribution table between the seats and the air supply areas is established, and any seat corresponds to only one air supply area; Based on the one-to-one attribution table, a mapping relationship between the air supply areas and the seats is constructed, the mapping relationship is stored in a matrix form, and the attribution relationship between each seat and the corresponding air supply area is recorded in the matrix elements; In each control cycle, the number of occupied seats covered by each air supply area is counted by combining the seat occupancy state vector and the mapping relationship matrix, and the number of passengers in the air supply area is obtained by adding the occupancy states of the seats item by item. The passenger number of each air supply area is arranged in sequence to form an air supply area passenger number vector according to the index number order of the air supply area.

4. The control method of claim 3, wherein, The opening or closing of the air supply area is determined based on the passenger number, and the cold load demand, the distributed refrigeration power and the control voltage signal are set to zero when all the air supply areas are empty, and specifically comprising: In each control period, the passenger number of each air supply area is read, and when the passenger number of a certain air supply area is not less than one, the activation state of the corresponding air supply area is recorded as open, and when the passenger number is zero, the activation state of the corresponding air supply area is recorded as closed. The activation state of each air supply area is arranged in sequence to form an air supply area activation state vector according to the index number order of the air supply area, and each component of the air supply area activation state vector indicates whether the corresponding air supply area is in an open state or a closed state in the current control period. According to the air supply area activation state vector, all air supply areas are iteratively checked, and when all air supply area activation states are closed, it is determined that the current control period is a whole empty period. In the control period determined as the whole empty period, the cold load demand, the distributed refrigeration power and the control voltage signal of all air supply areas are uniformly set to zero values, and the zero value state is maintained in the subsequent operation of the current control period until a new passenger occupation occurs in the subsequent control period.

5. The cloud multi-connected air conditioning energy-saving unit control method of claim 4, wherein, The actual measured temperature of the cabin and the target temperature value of the cabin are obtained, and the single-person unit temperature difference refrigeration power constant and the regional passenger number are combined to obtain the cold load demand of each area, and specifically comprising: In each control period, the actual temperature value in the current cabin is obtained from the cabin temperature detection unit as the actual measured temperature of the cabin in the current control period. The target temperature value of the cabin set by the user is obtained from the air conditioning control panel or the upper control system as the target temperature value of the cabin in the current control period. The original temperature difference is calculated according to the actual measured temperature of the cabin and the target temperature value of the cabin, and when the original temperature difference is less than or equal to zero, the effective temperature difference of the current control period is set to zero, and when the original temperature difference is greater than zero, the effective temperature difference is set to the original temperature difference value. In the system calibration process, the single-person reference refrigeration power and the corresponding reference temperature difference are obtained according to the single-person reference refrigeration condition, the single-person unit temperature difference refrigeration power constant is calculated according to the ratio between the single-person reference refrigeration power and the reference temperature difference, and the single-person unit temperature difference refrigeration power constant is stored in the control unit as a system fixed parameter. When there is an open air supply area, the passenger number corresponding to each open air supply area is read, and the cold load demand of the air supply area in the current control period is calculated according to the proportion relationship of the passenger number, the effective temperature difference and the single-person unit temperature difference refrigeration power constant in combination with the effective temperature difference and the single-person unit temperature difference refrigeration power constant; the cold load demand of the air supply area in the closed state is kept as zero. The cold load demand of each air supply area is arranged in sequence to form a cold load demand vector according to the index number order of the air supply area.

6. The cloud multi-connected air conditioning energy-saving unit control method of claim 5, wherein, The distributed refrigeration power is generated according to the cold load demand of each area under the constraint of the maximum adjustable output refrigeration power of the system, and specifically comprising: Obtaining the maximum adjustable output refrigeration power of the system from the unit parameters, and taking the maximum adjustable output refrigeration power of the system as the upper limit of the distributable refrigeration power in the energy-saving control mode; Detecting whether there is at least one open air supply area in the current control period, and keeping the allocated refrigeration power of all air supply areas as zero when the activation state of all air supply areas is closed, and no longer performing power distribution calculation on the current control period; In the case of existing open air supply areas, summing up the cold load demand of each air supply area in the cold load demand vector to obtain the total demand refrigeration power of all air supply areas in the current control period, and taking the total demand refrigeration power as the total demand refrigeration power of the current control period; When the total demand refrigeration power is zero, the allocated refrigeration power of all air supply areas is set to zero; when the total demand refrigeration power is greater than zero, the allocated refrigeration power of each air supply area in the current control period is calculated by multiplying the proportion of the air supply area cold load demand in the total demand refrigeration power by the maximum adjustable output refrigeration power of the system; According to the index number order of the air supply area, the allocated refrigeration power of each air supply area is arranged in sequence to form a refrigeration power distribution vector.

7. The cloud multi-connected air conditioning energy-saving unit control method of claim 6, wherein, The linear conversion factor is used to convert the allocated refrigeration power into the evaporator air supply actuator control voltage signal, which specifically includes: During the system calibration process, the corresponding evaporator air supply actuator rated control voltage signal is read when the unit is running at the maximum refrigeration power condition, the linear conversion factor between refrigeration power and control voltage signal is calculated according to the one-to-one correspondence between rated control voltage signal and maximum refrigeration power, and the linear conversion factor is stored in the control unit as a system fixed parameter; In each control period, the allocated refrigeration power of each air supply area is read, and the control voltage signal of the corresponding air supply area is calculated according to the linear conversion factor in a proportional conversion manner, so that the control voltage signal maintains a linear correspondence with the allocated refrigeration power in the entire working range; According to the index number order of the air supply area, the control voltage signal of each air supply area is arranged in sequence to form a control voltage signal vector, and the control voltage signal vector is output to the corresponding evaporator air supply actuator to complete the electrical control of the air supply quantity of each air supply area.

8. The cloud multi-connected air conditioning energy-saving unit control method of claim 7, wherein, The reporting data packet content and local log record vector are obtained and formed in a fixed order at the start of each control period, which specifically includes: At the start of each control period, the seat occupancy state vector is obtained from the seat occupancy detection module, the air supply area activation state vector is obtained from the air supply area activation determination module, the cold load demand vector is obtained from the cold load demand calculation module, the refrigeration power distribution vector is obtained from the power distribution module, and the control voltage signal vector is obtained from the voltage signal calculation module; The seat occupancy state vector, air supply area activation state vector, cold load demand vector, refrigeration power distribution vector and control voltage signal vector are sequentially spliced into a single column vector as the reporting data packet content and local log record vector of the current control period, and the column vector contains the state data and control quantity data of all seats and all air supply areas in the current control period in a predetermined order; In the local storage space, the log record vector formed in each control period is added as a column to the log record matrix, so that the log record matrix stores the log records of each control period by column and stores each type of state quantity and control quantity by row.

9. The cloud multi-connected air conditioning energy-saving unit control method of claim 8, wherein, The method comprises the following steps: establishing a periodic energy-saving control cycle, performing a full-empty determination, keeping the area closed during a full-empty period, and restoring the air supply control according to the latest data when a passenger enters. The duration of a single control period is set, the control frequency is set as the inverse of the control period duration, and the control period duration and the control frequency are stored in the control unit as system scheduling parameters. At the start of each control period, the following steps are sequentially performed: seat occupancy state acquisition and number initialization, air supply area division and seat mapping construction, air supply area activation state determination, regional cold load demand calculation, total refrigeration power distribution strategy generation, air supply execution voltage signal calculation, system data packaging and reporting, and archiving, to form a complete energy-saving control period. In each control period, the occupancy state of all seats is checked according to the seat occupancy state vector, and when all seat states are empty, the current control period is determined as a full-empty period. In the full-empty period, all air supply areas are kept closed, and the cold load demand, distributed refrigeration power and control voltage signal of all air supply areas in the current control period are kept as zero. When the seat occupancy state vector changes in any control period and there is a seat that changes from empty to occupied, the following steps are re-performed in the corresponding current control period: seat occupancy state acquisition and number initialization, air supply area division and seat mapping construction, air supply area activation state determination, regional cold load demand calculation, total refrigeration power distribution strategy generation, and air supply execution voltage signal calculation, and the air supply control state of each air supply area is adjusted according to the latest calculation results.

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