Vehicle air conditioner control method and device, storage medium, product and vehicle

Abstract

The invention provides a vehicle air conditioner control method and device, a storage medium, a product and a vehicle. The method comprises the steps that the target air outlet temperature of a vehicle air conditioner is determined based on the set temperature of a vehicle cabin and data of the environment where a vehicle is located; the actual air outlet temperature of an air outlet of a vehicle air conditioner, the cabin temperature and the preset driving position target temperature are obtained; calculating the temperature difference between the target air outlet temperature and the actual air outlet temperature; according to the temperature difference, determining a weighting coefficient of the cabin temperature and a preset driving position target temperature; based on the weighting coefficient, performing weighting calculation on the cabin temperature and a preset driving position target temperature to obtain a driving position theoretical temperature; and based on the preset driving position target temperature and the driving position theoretical temperature, operation of a vehicle air conditioner is regulated and controlled, so that the driving position theoretical temperature is close to the preset driving position target temperature. The feedback signal finally used for air conditioner regulation and control can reflect the actual requirement of the thermal environment where passengers are located more truly, and therefore the temperature regulation precision is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a vehicle air conditioning control method, device, storage medium, product, and vehicle. Background Technology

[0002] With the development of intelligent vehicles, automatic air conditioning systems are gradually emerging. The cabin temperature control of automotive automatic air conditioning systems generally adopts a feedback control strategy, with the core being the temperature in the occupant's head area as the controlled object and a preset temperature as the control target. To achieve this control, a cabin temperature sensor is usually installed inside the dashboard to monitor and provide feedback on the vehicle's interior temperature in real time. This sensor signal directly participates in the adjustment of the air conditioning outlet temperature and airflow, and is a key factor affecting cabin thermal comfort.

[0003] In existing technologies, because the cabin temperature sensor is located inside the instrument panel, its measurement results are easily affected by multiple factors, including latent heat radiation from surrounding materials, heat dissipation from electronic equipment, and poor local airflow. This results in the temperature collected by the sensor not accurately reflecting the true temperature environment around the occupant's head. Consequently, the system's judgment of the actual heat load is inaccurate, leading to lag or fluctuations in the adjustment of the outlet air temperature, resulting in low temperature control accuracy and affecting cabin comfort. Summary of the Invention

[0004] This application provides a vehicle air conditioning control method, device, storage medium, product, and vehicle, aiming to solve the technical problem of low temperature control accuracy in related technologies.

[0005] In a first aspect, this application provides a vehicle air conditioning control method, the method comprising: Based on the vehicle cabin temperature setting and the environmental data of the vehicle, the target air outlet temperature of the vehicle air conditioner is determined. Obtain the actual air outlet temperature of the vehicle's air conditioning vents, the cabin temperature, and the preset target temperature for the driver's seat; Calculate the temperature difference between the target air outlet temperature and the actual air outlet temperature; Based on the temperature difference, determine the weighting coefficient between the cabin temperature and the preset target temperature for the driver's seat; Based on the weighting coefficient, the cabin temperature and the preset target temperature of the driver's seat are weighted and calculated to obtain the theoretical temperature of the driver's seat; Based on the preset target temperature for the driver's seat and the theoretical temperature for the driver's seat, the operation of the vehicle's air conditioning is adjusted so that the theoretical temperature for the driver's seat is close to the preset target temperature for the driver's seat.

[0006] In some possible implementations, determining the weighting coefficient between the cabin temperature and the preset target driver's seat temperature based on the temperature difference includes: Based on the temperature difference lookup coefficient calibration table, determine the index value that is closest to the temperature difference value; Interpolation is performed based on the index value to obtain the corresponding weighting coefficient.

[0007] In some possible implementations, before determining the index value closest to the temperature difference based on the temperature difference lookup coefficient calibration table, the method further includes: The system obtains the air outlet temperature difference and the actual temperature of the driver's seat during the vehicle's air conditioning temperature adjustment process; the air outlet temperature difference is the difference between the first temperature of the vehicle's air conditioning outlet and the target temperature of the outlet during the operation. Multiple candidate weighting coefficients are obtained, and the first estimated temperature corresponding to the driver's seat of the vehicle is calculated based on each of the candidate weighting coefficients. The candidate weighting coefficient corresponding to the first estimated temperature with the smallest difference from the actual temperature of the driver's seat is determined as the weighting coefficient corresponding to the temperature difference of the air outlet. Based on the correspondence between the air outlet temperature difference and the weighting coefficient, a coefficient calibration table is constructed.

[0008] In some possible implementations, obtaining the air outlet temperature difference and the actual temperature in the driver's seat during the vehicle's air conditioning temperature adjustment process includes: During the vehicle's air conditioning temperature adjustment process, the first temperature is obtained through a temperature sensor located at the vehicle's air conditioning vent. Calculate the difference between the first temperature and the target temperature at the air outlet to obtain the air outlet temperature difference; The actual temperature of the driver's seat is obtained by using a temperature sensor installed in the driver's seat of the vehicle.

[0009] In some possible implementations, regulating the operation of the vehicle's air conditioning based on the theoretical temperature and target temperature of the driver's seat includes: Based on the difference between the theoretical temperature of the driver's seat and the preset target temperature of the driver's seat, the initial compressor control command and the initial blower control command of the vehicle air conditioning are generated. Based on passenger distribution information and environmental data, the initial compressor control command and the initial blower control command are corrected to obtain the actual compressor control command and the actual blower control command, so that the compressor power matches the ambient heat and the blower air outlet position matches the passenger distribution. The vehicle air conditioning temperature is adjusted based on the actual compressor control command, and the airflow speed of the vehicle air conditioning is adjusted based on the actual blower control command.

[0010] In some possible implementations, the step of correcting the initial compressor control command and the initial blower control command based on passenger distribution information and environmental data to obtain the actual compressor control command and the actual blower control command includes: Determine passenger locations based on passenger distribution information; Based on the passenger's position, the initial blower control command for the corresponding air outlet position is corrected; Based on the environmental data, the compressor power compensation coefficient is determined; Based on the compressor power compensation coefficient, the compressor duty cycle corresponding to the initial blower control command is corrected.

[0011] Secondly, this application provides a vehicle air conditioning control device, the device comprising: The determination module is used to determine the target air outlet temperature of the vehicle's air conditioning system based on the vehicle's cabin temperature settings and the environmental data of the vehicle. The acquisition module is used to acquire the actual air outlet temperature of the vehicle's air conditioning vents, the cabin temperature, and the preset target temperature for the driver's seat. The calculation module is used to calculate the temperature difference between the target air outlet temperature and the actual air outlet temperature. The determining module is also used to determine the weighting coefficient of the cabin temperature and the preset target temperature of the driver's seat based on the temperature difference; The weighting module is used to perform weighted calculations on the cabin temperature and the preset target temperature of the driver's seat based on weighting coefficients to obtain the theoretical temperature of the driver's seat. The control module is used to control the operation of the vehicle air conditioner based on the preset target temperature of the driver's seat and the theoretical temperature of the driver's seat, so as to make the theoretical temperature of the driver's seat close to the preset target temperature of the driver's seat.

[0012] Thirdly, this application provides a vehicle air conditioning control device, the device comprising: a processor, and a memory storing computer program instructions; the processor reads and executes the computer program instructions to implement the vehicle air conditioning control method described above.

[0013] Fourthly, this application provides a computer-readable storage medium storing computer program instructions, which, when executed by a processor, implement the vehicle air conditioning control method described above.

[0014] Fifthly, this application provides a computer program product in which instructions, when executed by a processor of an electronic device, cause the electronic device to perform the vehicle air conditioning control method described above.

[0015] The vehicle air conditioning control method, device, storage medium, product, and vehicle provided in this application embodiment collect in-vehicle temperature sensor data and vehicle environmental information in real time, then determine the target temperature of the air outlet, calculate the temperature difference between the actual air outlet temperature and the target temperature, automatically determine the thermal balance state inside the vehicle, and dynamically determine the corresponding weighting coefficient based on this difference to avoid adjustment deviations caused by sensor position errors. This coefficient is used to weight and fuse the in-vehicle temperature sensor readings with a preset target temperature for the driver's seat to determine a more realistic theoretical temperature for the driver's seat. This estimated temperature is used as feedback to regulate the vehicle's air conditioning. The theoretical temperature for the driver's seat output by this solution is dynamically optimized based on the environment, so that the feedback signal used for air conditioning regulation can more realistically reflect the actual thermal environment requirements of the occupants, thereby improving the accuracy of temperature regulation and enhancing the precision of temperature control. Attached Figure Description

[0016] This application can be better understood from the following description of specific embodiments in conjunction with the accompanying drawings, wherein: Other features, objects, and advantages of this application will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings, wherein the same or similar reference numerals denote the same or similar features.

[0017] Figure 1 This is a flowchart of a vehicle air conditioning control method provided in one embodiment of this application; Figure 2 This is a flowchart of a vehicle air conditioning control method provided in another embodiment of this application; Figure 3 This is an overall flowchart of a vehicle air conditioning control method provided in another embodiment of this application; Figure 4 This is a schematic diagram of the structure of a vehicle air conditioning control device provided in one embodiment of this application; Figure 5 This is a schematic diagram of the hardware structure of the vehicle air conditioning control device provided in the embodiments of this application. Detailed Implementation

[0018] The features and exemplary embodiments of various aspects of this application will be described in detail below. To make the objectives, technical solutions, and advantages of this application clearer, the application will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are only intended to explain this application and not to limit it. For those skilled in the art, this application can be implemented without some of these specific details. The following description of the embodiments is merely to provide a better understanding of this application by illustrating examples.

[0019] It should be noted that, in this document, relational terms such as "first" and "second" are used merely 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 a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising..." does not exclude the presence of additional identical elements in the process, method, article, or apparatus that includes said element.

[0020] Automotive automatic air conditioning cabin temperature control algorithms typically use feedback control to control cabin temperature. The controlled object is the temperature at the occupant's head, and the control target is the set temperature. The temperature at the occupant's head is usually fed back by a temperature sensor located in the dashboard. The feedback from this temperature sensor directly affects the change in cabin temperature when the air conditioning is turned on, which has a significant impact on cabin comfort.

[0021] Because the cabin temperature sensor is located inside the dashboard, it is affected by the latent heat radiation of surrounding materials and the heat dissipation of electrical appliances; and the airflow around the sensor is affected by the structure of the dashboard and the location of the sensor. Therefore, the temperature collected by the sensor cannot accurately represent the temperature of the passenger's head. If the sensor temperature is used directly as feedback, it will cause the passengers in the car to feel hot and cold, reducing cabin comfort.

[0022] To address the problems of the prior art, embodiments of this application provide a vehicle air conditioning control method, apparatus, storage medium, product, and vehicle. The vehicle air conditioning control method provided in this application embodiment will be described first below.

[0023] Figure 1 A schematic flowchart of a vehicle air conditioning control method according to an embodiment of this application is shown. Figure 1 As shown, the method includes the following steps: S101 to S103.

[0024] S101: Determine the target air outlet temperature of the vehicle's air conditioning system based on the vehicle's cabin temperature setting and the environmental data of the vehicle.

[0025] S102: Obtain the actual air outlet temperature of the vehicle's air conditioning vents, the cabin temperature, and the preset target temperature for the driver's seat.

[0026] S103: Calculate the temperature difference between the target air outlet temperature and the actual air outlet temperature.

[0027] S104: Determine the weighting coefficient between the cabin temperature and the preset target temperature for the driver's seat based on the temperature difference.

[0028] S105: Based on the weighting coefficient, the cabin temperature and the preset target temperature of the driver's seat are weighted and calculated to obtain the theoretical temperature of the driver's seat.

[0029] S106: Based on the preset target temperature and theoretical temperature of the driver's seat, adjust the operation of the vehicle's air conditioning to make the theoretical temperature of the driver's seat close to the preset target temperature of the driver's seat.

[0030] In the specific implementation of S101, the vehicle cabin temperature setting set by the user through the human-machine interface is first acquired, and environmental data of the vehicle's location is collected simultaneously. This environmental data includes, but is not limited to, at least one of the following: outside ambient temperature, sunlight intensity, and humidity. Subsequently, a calculation model or mapping relationship pre-stored in the controller is invoked to comprehensively analyze and process the acquired cabin temperature setting and the collected environmental data. This processing could, for example, calculate, based on a preset algorithm function, the theoretically optimal air temperature that the air conditioning vents should blow out under the current environmental conditions to efficiently and comfortably achieve the set cabin temperature—the target air vent temperature. For instance, if the cabin temperature setting is 22°C, and the detected outside ambient temperature is 35°C with strong sunlight, the calculation model might output a relatively low target air vent temperature.

[0031] In the specific implementation of S102, a temperature sensor installed inside the air conditioning duct detects and reads in real time the actual temperature of the air blowing out of the vehicle's air conditioning vents, i.e., the actual vent temperature. Simultaneously, an ambient temperature sensor located inside the vehicle's cabin, typically near the driver's seat, detects and reads in real time the current cabin air temperature, i.e., the cabin temperature. Furthermore, the user-preset temperature value for the driver's seat area, which they wish to maintain, is read from the storage unit, i.e., the preset target driver's seat temperature.

[0032] In the specific implementation of S103, the target air outlet temperature is compared with the actual air outlet temperature, and the difference between the two is obtained. This difference is the temperature difference.

[0033] In the specific implementation of S104, based on the calculated temperature difference, a pre-set weighted coefficient mapping table within the controller is queried, or a pre-defined weighted coefficient calculation function is applied. The mapping table or function defines the correspondence between the temperature difference and a first weighted coefficient for cabin temperature, and a second weighted coefficient for the preset target temperature of the driver's seat. When the absolute value of the temperature difference is large, the rule may set a higher weight for cabin temperature and a lower weight for the preset target temperature, to more quickly adjust based on the current actual cabin temperature; conversely, when the absolute value of the temperature difference is small, the weight of the preset target temperature is increased, and the weight of the cabin temperature is decreased to maintain the user-set target temperature and achieve precise temperature control.

[0034] To quickly determine the weighting coefficients, in some implementations, reference is made to... Figure 2 S104 may include the following steps: S201 to S202.

[0035] S201: Based on the temperature difference lookup coefficient calibration table, determine the index value that is closest to the temperature difference value.

[0036] S202: Perform interpolation calculations based on the index values ​​to obtain the corresponding weighting coefficients.

[0037] In the specific implementation of S201, the coefficient calibration table is first accessed. This table is a discrete data set that stores at least two ordered temperature difference reference values ​​and a unique index identifier corresponding to each temperature difference reference value. Then, the absolute difference of the currently calculated temperature difference value is compared sequentially with all the temperature difference reference values ​​stored in the table. By traversing the comparisons or using a binary search algorithm, the temperature difference reference value with the smallest absolute difference from the temperature difference value is found. Finally, the index identifier associated with this temperature difference reference value in the coefficient calibration table is read and output; this identifier is the index value closest to the temperature difference value.

[0038] In the specific implementation of S202, based on the determined index value, at least one set of reference data adjacent to the index value is obtained from the coefficient calibration table or another associated weighted coefficient reference table. This reference data includes the first reference temperature difference and the first reference weighting coefficient corresponding to the index value itself, and the second reference temperature difference and the second reference weighting coefficient corresponding to adjacent index values. A preset interpolation calculation function is applied, substituting the current actual temperature difference value, the obtained reference temperature difference, and the reference weighting coefficient into the function for calculation. Finally, the weighting coefficient precisely corresponding to the current actual temperature difference is solved and output through this interpolation operation.

[0039] The above-described implementation method of this application determines the index value closest to the temperature difference value by looking up the temperature difference coefficient calibration table, and then performs interpolation calculation based on the index value to obtain the corresponding weighting coefficient, thereby quickly determining the weighting coefficient.

[0040] In order to generate a suitable coefficient calibration table, in some embodiments, the method further includes the following steps before S201: S2011 to S2014.

[0041] S2011: Obtain the air outlet temperature difference and the actual temperature in the driver's seat during the vehicle's air conditioning temperature adjustment process. The air outlet temperature difference is the difference between the initial temperature of the vehicle's air conditioning outlet and the target temperature of the outlet during operation.

[0042] S2012: Obtain multiple candidate weighting coefficients, and calculate the first estimated temperature corresponding to the driver's seat of the vehicle based on each candidate weighting coefficient.

[0043] S2013: The candidate weighting coefficient corresponding to the first estimated temperature with the smallest difference from the actual temperature of the driver's seat is determined as the weighting coefficient corresponding to the temperature difference of the air outlet.

[0044] S2014: Based on the correspondence between the outlet temperature difference and the weighting coefficient, a coefficient calibration table is constructed.

[0045] In the specific implementation of S2011, firstly, within a certain temperature control operation cycle, the temperature value of the currently blown air is monitored and read in real time by a temperature sensor installed at the air conditioning vent, and this instantaneous value is recorded as the "first temperature of the vent". Simultaneously, the "target temperature of the vent" expected to be achieved within this operation cycle is retrieved from the control logic. Then, a subtraction calculation is performed, subtracting the target temperature of the vent from the first temperature of the vent; the difference is defined and recorded as the "temperature difference of the vent" at that moment. The air temperature in the driver's seat area is monitored and read in real time by a temperature sensor located in the driver's seat, and recorded as the "actual temperature of the driver's seat".

[0046] In the specific implementation of S012, a series of "candidate weighting coefficients" are first read from a predefined parameter set. These coefficients are a set of preset values ​​at certain intervals, used to represent the possible weight of cabin temperature in the weighted calculation. For each data pair collected, each candidate weighting coefficient is traversed. A weighted calculation is performed once for each candidate weighting coefficient. The coefficient is multiplied by the cabin temperature in the current data pair, and then the coefficient is subtracted and multiplied by the preset target temperature for the cockpit in the current data pair. Finally, the two products are added together.

[0047] In the specific implementation of S2013, for each data pair collected, the series of "first estimated temperatures" calculated in S2012 for that data pair are retrieved. Next, the absolute difference between each first estimated temperature and the "actual temperature of the driver's seat" recorded in that data pair is calculated one by one. Then, all these absolute differences are compared, and the one with the smallest value is found. The "candidate weighting coefficient" used in the calculation of the first estimated temperature corresponding to this smallest difference is selected as the "weighting coefficient" that ultimately "corresponds" to the "air outlet temperature difference" in that data pair.

[0048] In the specific implementation of S2014, the pairing results of all "outlet temperature difference" values ​​and "weighting coefficient" values ​​determined for a large number of different data pairs in S2013 are collected. Subsequently, these paired data are summarized and statistically analyzed. For example, multiple weighting coefficients corresponding to the same or similar outlet temperature difference values ​​are averaged or optimized to obtain a more representative coefficient value. Finally, using the outlet temperature difference value as the index key and its corresponding representative weighting coefficient as the data item, a structured dataset, namely the "coefficient calibration table," is created. This table explicitly stores discrete, representative outlet temperature difference reference values ​​and the unique weighting coefficient associated with each reference value.

[0049] The above-described implementation method of this application obtains the air outlet temperature difference and the actual temperature of the driver's seat during the vehicle air conditioning temperature adjustment process, then obtains multiple candidate weighting coefficients, and calculates the first estimated temperature corresponding to the driver's seat based on each candidate weighting coefficient. Then, the candidate weighting coefficient corresponding to the first estimated temperature with the smallest difference from the actual temperature of the driver's seat is determined as the weighting coefficient corresponding to the air outlet temperature difference. Based on the correspondence between the air outlet temperature difference and the weighting coefficient, a coefficient calibration table is constructed, and a suitable coefficient calibration table is generated.

[0050] In order to accurately determine the temperature difference at the air outlet and the actual temperature at the driver's seat, in some embodiments, S2011 includes the following steps: S20111 to S20113.

[0051] S20111: During the vehicle air conditioning temperature adjustment process, the first temperature is obtained through a temperature sensor installed at the vehicle air conditioning vent.

[0052] S20112: Calculate the difference between the first temperature and the target temperature at the air outlet to obtain the air outlet temperature difference.

[0053] S20113: Obtain the current actual temperature of the driver's seat by means of a temperature sensor installed in the driver's seat of the vehicle.

[0054] In the specific implementation of S20111, during the vehicle's air conditioning system's temperature adjustment operations, such as compressor startup, blower speed change, or damper position adjustment, the sampling operation of the temperature sensor located in the air outlet duct or at the air outlet grille is initiated or maintained. The temperature sensor senses the physical temperature of the air flowing through its sensing element and converts this physical temperature quantity into a corresponding electrical signal. The electrical signal is transmitted to the vehicle's control unit via wires or a bus. The control unit's built-in analog-to-digital converter circuit or corresponding interface reads the continuous electrical signal and performs digital processing according to a predetermined sampling period and filtering algorithm. Finally, it is parsed and stored as a digital value representing the instantaneous temperature of the air at the current air outlet, i.e., the first temperature.

[0055] In the specific implementation of S20112, the desired "outlet target temperature" to be achieved during the temperature adjustment process is read from the storage unit or the currently running control logic. This target temperature is usually a set value issued in real time by the upper-level control strategy. Subsequently, the value of the "first temperature" acquired in real time is retrieved. The value of the "first temperature" is used as the minuend, and the value of the "outlet target temperature" is used as the subtrahend. The difference obtained is output and recorded as the "outlet temperature difference" at the current moment.

[0056] In the specific implementation of S20113, a temperature sensor is used, installed in the driver's area of ​​the vehicle, such as under the dashboard, near the steering wheel, inside the seat, or in the headliner, to represent the thermal environment around the driver. This sensor detects the temperature of the air or surface of an object at its location and converts this thermal physical quantity into an electrical signal that can be recognized by the electronic control system. This signal is transmitted to the relevant control module via the vehicle wiring harness. After analog-to-digital conversion, signal conditioning (such as noise reduction and smoothing), and temperature compensation calculations, a precise, digital temperature reading is generated. This reading represents the current actual temperature in the driver's seat.

[0057] The above-described implementation method of this application involves obtaining a first temperature through a temperature sensor installed at the air outlet of the vehicle's air conditioning system during the temperature adjustment process. Then, the difference between the first temperature and the target temperature at the air outlet is calculated to obtain the air outlet temperature difference. Subsequently, the actual temperature at the driver's seat is obtained through a temperature sensor installed at the driver's seat, thereby accurately determining the air outlet temperature difference and the actual temperature at the driver's seat.

[0058] In the specific implementation of S105, the acquired cabin temperature is multiplied by a determined first weighting coefficient to obtain a first product. Next, the acquired preset target driver's seat temperature is multiplied by a second weighting coefficient to obtain a second product. Finally, the first product and the second product are added together, and the sum is the theoretical temperature of the driver's seat.

[0059] In the specific implementation of S106, the preset target temperature for the driver's seat is compared with the calculated theoretical temperature for the driver's seat, and the deviation between the two is calculated. Then, based on the magnitude and direction of this deviation, corresponding control signals are generated according to predetermined control logic. These control signals are sent to the actuators of the vehicle's air conditioning system, such as adjusting the compressor displacement, blower speed, damper opening, or mixing damper position. By continuously adjusting these operating parameters, the air outlet temperature or air volume of the air conditioner is changed, thereby affecting the thermal environment inside the cabin. This causes the subsequently calculated theoretical temperature for the driver's seat to continuously approach the preset target temperature for the driver's seat, ultimately achieving a stable and comfortable temperature for the driver's seat.

[0060] The vehicle air conditioning control method provided in this application collects real-time data from in-vehicle temperature sensors and vehicle environmental information, then determines the target temperature of the air vents and calculates the temperature difference between the actual air vent temperature and the target temperature. It automatically determines the thermal balance state inside the vehicle and dynamically determines a corresponding weighting coefficient based on this difference. This avoids adjustment deviations caused by sensor position errors. The coefficient is used to weight and fuse the in-vehicle temperature sensor readings with a preset target temperature for the driver's seat to determine a more realistic theoretical temperature for the driver's seat. This estimated temperature is then used as feedback to regulate the vehicle's air conditioning. The theoretical temperature for the driver's seat output by this scheme is dynamically optimized based on the environment, ensuring that the feedback signal used for air conditioning regulation more accurately reflects the actual thermal needs of the occupants, thereby improving the precision of temperature regulation and enhancing the accuracy of temperature control.

[0061] In order to perform precise air conditioning control, in some implementations, S106 includes the following steps: S1061 to S1063.

[0062] S1061: Generate initial compressor control commands and initial blower control commands for the vehicle air conditioning system based on the difference between the theoretical temperature of the driver's seat and the preset target temperature of the driver's seat.

[0063] S1062: Based on passenger distribution information and environmental data, correct the initial compressor control command and the initial blower control command to obtain the actual compressor control command and the actual blower control command, so that the compressor power matches the ambient heat and the blower outlet position matches the passenger distribution.

[0064] S1063: Adjusts the temperature of the vehicle's air conditioning system based on actual compressor control commands, and adjusts the airflow speed of the vehicle's air conditioning system based on actual blower control commands.

[0065] In the specific implementation of S1061, the theoretical temperature of the driver's seat calculated in S105 is subtracted from the preset target temperature of the driver's seat to obtain the temperature deviation value between the two. This deviation value is then input into a preset initial control mapping model or a proportional-integral-derivative (PID) control algorithm. Based on the magnitude of the deviation value, the theoretical cooling or heating demand intensity required to achieve temperature regulation is calculated. Based on this demand intensity, a corresponding initial compressor power request value is mapped and encapsulated as an initial compressor control command. Simultaneously, based on the same deviation value, a corresponding initial blower speed request value is mapped and encapsulated as an initial blower control command.

[0066] In the specific implementation of S1062, firstly, on-board sensors, such as seat pressure sensors, seatbelt buckle sensors, and in-vehicle cameras, are used to collect passenger distribution information for the current vehicle. This information includes whether there are occupants in each seat and their approximate locations. Simultaneously, external sensors acquire current environmental data, including outside ambient temperature, solar intensity, and solar angle. Next, a correction algorithm is invoked. For compressor control commands, the algorithm analyzes the additional heat load from the environmental data and performs upward or downward compensation calculations on the initial compressor power request value based on the magnitude of this heat load. This ensures that the corrected compressor power more accurately matches the actual cooling or heating capacity required to maintain the target temperature, thus obtaining the "actual compressor control command." For blower control commands, the algorithm parses the passenger distribution information, identifies areas with occupants, and adjusts the airflow distribution logic in the initial blower control command based on the location of these areas. For example, by controlling the damper motor, more airflow is directed to areas with occupants, thus obtaining the "actual blower control command." For example, if it is detected that only the driver is in the car and the sun is shining from the left, the correction command may direct most of the airflow to the driver's area and slightly increase the airflow from the left air outlet to counteract the solar heat load.

[0067] In the specific implementation of S1063, the actual compressor control command obtained in S1062 is sent to the compressor controller of the vehicle's air conditioning system. The controller decodes the received command and generates a corresponding drive current or pulse width modulation signal, which is applied to the compressor's electromagnetic clutch or variable frequency motor to control the compressor's displacement or speed, thereby regulating the refrigerant circulation and ultimately controlling the core temperature regulation of the air conditioning system's outlet air. Next, the actual blower control command obtained in S1062 is sent to the blower motor drive module and the damper servo motor drive module. The blower drive module adjusts the voltage or current supplied to the blower motor according to the wind speed requirement in the command to control its speed, thereby regulating the overall air outlet speed. Simultaneously, the damper servo motor drive module drives the corresponding damper servo motor to rotate to a specified angle according to the airflow distribution logic in the command, distributing airflow to different outlet channels.

[0068] The above-described implementation method of this application generates initial compressor control commands and initial blower control commands for the vehicle air conditioning based on the difference between the theoretical temperature of the driver's seat and the preset target temperature of the driver's seat. Then, based on passenger distribution information and environmental data, the initial compressor control commands and initial blower control commands are corrected to obtain actual compressor control commands and actual blower control commands. This ensures that the compressor power matches the ambient heat and the blower air outlet position matches the passenger distribution. Based on the actual compressor control commands, the temperature of the vehicle air conditioning is adjusted, and based on the actual blower control commands, the air outlet speed of the vehicle air conditioning is adjusted, thereby achieving precise air conditioning control.

[0069] In order to accurately determine the compressor duty cycle, in some embodiments, S1062 includes the following steps: S10621 to S10624.

[0070] S10621: Determine passenger locations based on passenger distribution information.

[0071] S10622: Based on the passenger's position, correct the initial blower control command for the corresponding air outlet position.

[0072] S10623: Determine the compressor power compensation coefficient based on environmental data.

[0073] S10624: Correct the compressor duty cycle corresponding to the initial blower control command based on the compressor power compensation coefficient.

[0074] In the specific implementation of S10621, the raw passenger distribution information provided by multiple vehicle sensors is first read. This information may include, but is not limited to, the pressure values ​​of each seat pressure sensor, the buckle status of each seatbelt buckle sensor, and image data from the in-vehicle vision sensor. Then, a preset passenger position determination algorithm is invoked. This algorithm analyzes whether the pressure values ​​exceed a preset occupant weight threshold, determines whether each seatbelt buckle is locked, and can parse the image data to identify human body contours. Next, the algorithm integrates the judgment results from the multiple sensors and, through data fusion methods such as weighted voting, confirms whether there are occupants in each preset seating area (such as the driver's seat, front passenger seat, left rear seat, and right rear seat). Finally, the passenger positions are output.

[0075] In the specific implementation of S10622, based on the passenger location set determined in S10621, the initial blower control command generated in S1061 is retrieved. This command contains an overall target wind speed or wind pressure value. Based on the current passenger location set, the subset of air outlets that require priority air supply is calculated. Then, a damper control correction is generated. This correction is used to adjust actuators such as the mixing damper and mode damper to increase the duct opening of the air outlets corresponding to the occupant area, while correspondingly decreasing the duct opening of the air outlets to the non-occupant area. Finally, the wind direction allocation part of the initial blower control command is updated with new parameters calculated based on this correction, thus forming the corrected blower control command.

[0076] In the specific implementation of S10623, current environmental data is acquired in real time, including at least the outside ambient temperature and solar radiation intensity. This environmental data is then input into a pre-calibrated compensation coefficient calculation model or lookup table. This model or lookup table defines the functional relationship or mapping between the environmental data and a compensation coefficient greater than 0. The compensation coefficient characterizes the proportion of additional cooling / heating power required to maintain the same cabin temperature under current environmental conditions, relative to a standard operating condition. A specific compensation coefficient value is output through table lookup or calculation.

[0077] In the specific implementation of S10624, the initial compressor control command generated in S1061 is first read. This command typically contains an initial target compressor duty cycle or other equivalent control quantity. Simultaneously, the compressor power compensation coefficient determined in S10623 is obtained. Then, a multiplication operation is performed, multiplying the initial compressor duty cycle by the compensation coefficient to obtain a new compressor duty cycle value compensated for by ambient heat. Finally, the calculated value replaces the corresponding parameter in the initial command, thereby generating and outputting the final "actual compressor control command".

[0078] The above-described implementation of this application's embodiments determines passenger positions based on passenger distribution information, then corrects the initial blower control command for the corresponding air outlet position based on the passenger positions, and determines the compressor power compensation coefficient based on environmental data. In this way, the compressor duty cycle corresponding to the initial blower control command is corrected based on the compressor power compensation coefficient, thereby accurately determining the compressor duty cycle.

[0079] In practice, when the air conditioner is turned on for cooling, the vent temperature gradually decreases to the target temperature. When the interior temperature is high, the cold air exchanges heat with the warm air in the ducts and surrounding areas. The vent temperature only gradually decreases after the latent heat in the surrounding materials dissipates. During this process, the cooling output from the air conditioner is less than the sum of the accumulated heat inside the vehicle and the heat provided by the outside. When the interior temperature approaches the set temperature, the temperature difference between the cold air and the air in the ducts and surrounding areas decreases, reducing heat exchange. The cooling output from the air conditioner equals the heat generated inside and outside the vehicle, and the vent temperature drops to the target vent temperature, achieving thermal equilibrium and indicating that the interior temperature has reached a steady state. Therefore, the larger the absolute value of the difference between the vent temperature and the target vent temperature, the greater the heat load inside the vehicle, and the closer the interior temperature sensor temperature is to the head temperature. In other words, in a cold start state, the temperature in different areas of the vehicle is more balanced. The smaller the absolute value of the difference between the actual air outlet temperature and the target air outlet temperature, the closer the cabin temperature is to a steady state. The more the temperature collected by the internal temperature sensor deviates from the actual head temperature, the temperature around the air duct is close to the requested air outlet temperature. The internal temperature sensor is located in the sub-instrument panel, and the collected temperature cannot characterize the actual head temperature.

[0080] The specific processing procedure is as follows: Figure 3 As shown, the scheme specifically includes the following steps: S301 to S305.

[0081] S301: Calculate the target air outlet temperature based on the current vehicle set temperature, current ambient temperature, and light intensity.

[0082] In its implementation, the system first reads the cabin temperature set and desired to be maintained by the occupants—the current vehicle set temperature—from the input signals of the vehicle's human-machine interface or temperature control panel. Simultaneously, the system collects the current ambient temperature in real time using an environmental temperature sensor installed outside the vehicle and in direct contact with the outside air; and it collects the solar radiation intensity projected onto the vehicle body in real time—i.e., illumination data—using a light sensor installed outside the vehicle or on the windshield side of the dashboard. Then, the system calls the target temperature calculation model stored in the controller's non-volatile memory. This model uses the current vehicle set temperature, the current ambient temperature, and the light intensity as joint input variables to ultimately solve for and output the target air vent temperature.

[0083] S302: Calculate the coefficient based on the temperature difference collected by the current air outlet temperature sensor and the target air outlet temperature.

[0084] In the specific implementation, firstly, a temperature sensor installed in the air conditioner's air outlet duct is instructed to measure and collect the instantaneous temperature value of the air blown out of the outlet in real time, which is recorded as the current outlet temperature. Next, the collected current outlet temperature value is subtracted from the target outlet temperature value calculated in S301, thus obtaining the temperature difference between the two. Then, using this temperature difference as input, a coefficient value precisely corresponding to this specific temperature difference is matched or solved.

[0085] S303: Outputs the calculated estimated head temperature for cabin temperature feedback control.

[0086] In the specific implementation, a weighted fusion calculation is performed based on the calculated coefficients, the current cabin temperature collected in real time by the cabin temperature sensor, and the current vehicle set temperature read from the storage unit to obtain the estimated head temperature. This estimated head temperature is a dynamic, theoretical value that reflects the expected thermal sensation in the driver's head area. Subsequently, this estimated head temperature value is formally set as the core control target of the cabin temperature feedback control loop.

[0087] The formula for estimating head temperature is: T 头部 =T 内温传感器 *k + T 目标头部温度 *(1-k) Among them, T 头部 Indicates the estimated head temperature; T 内温传感器This indicates the temperature collected by the internal temperature sensor; T 目标头部温度 This indicates the target head temperature obtained based on the set temperature, etc.; K represents the weighting coefficient between the internal temperature sensor and the target head temperature, ranging from 0 to 1. When the difference between the actual air outlet temperature and the target air outlet temperature is closer to 0, the value of k approaches 0, and vice versa.

[0088] S304: Determine whether the operating conditions, such as the set temperature or ambient temperature, have changed. If yes, return to S301; otherwise, execute S305.

[0089] In its implementation, at each cycle or specific time point of the control program, the latest values ​​of a set of key operating parameters are reread and temporarily stored. These parameters include at least the current vehicle set temperature, the current ambient temperature, and the current light intensity. Subsequently, the system compares these latest values ​​with the corresponding historical values ​​stored in the previous control cycle. If a change has occurred, the system jumps back to step 301 to recalculate the target air outlet temperature and all subsequent parameters based on the latest operating parameters. Otherwise, if no change has occurred, the subsequent step S305 is executed sequentially.

[0090] S305: Maintain the currently calculated estimated head temperature.

[0091] In the actual implementation, the estimated head temperature continues to be used as the target value for the cabin temperature feedback control loop. At the same time, all control commands generated by the feedback controller based on this estimated head temperature and issued to the various actuators of the air conditioning system are maintained.

[0092] Based on the vehicle air conditioning control method provided in the above embodiments, this application also provides specific implementation methods of the vehicle air conditioning control device. Please refer to the following embodiments.

[0093] First see Figure 4 The vehicle air conditioning control device 400 provided in this application embodiment includes the following modules: The determination module 401 is used to determine the target air outlet temperature of the vehicle's air conditioning system based on the vehicle's cabin temperature setting and the environmental data of the vehicle.

[0094] The acquisition module 402 is used to acquire the actual air outlet temperature of the vehicle's air conditioning vent, the cabin temperature, and the preset target temperature for the driver's seat.

[0095] The calculation module 403 is used to calculate the temperature difference between the target air outlet temperature and the actual air outlet temperature.

[0096] The determination module 401 is also used to determine the weighting coefficient between the cabin temperature and the preset target temperature of the driver's seat based on the temperature difference.

[0097] The weighting module 404 is used to perform weighted calculations on the cabin temperature and the preset target temperature of the driver's seat based on weighting coefficients to obtain the theoretical temperature of the driver's seat.

[0098] The control module 405 is used to control the operation of the vehicle air conditioner based on the preset target temperature and theoretical temperature of the driver's seat, so as to make the theoretical temperature of the driver's seat close to the preset target temperature.

[0099] As one implementation of this application, module 401 includes: The determination unit is used to find the index value that is closest to the temperature difference value by referring to the temperature difference coefficient calibration table.

[0100] The calculation unit is used to perform interpolation calculations based on the index value to obtain the corresponding weighting coefficients.

[0101] As one implementation of this application, the vehicle air conditioning control device 400 further includes: The acquisition module is used to acquire the air outlet temperature difference and the actual temperature in the driver's seat during the vehicle's air conditioning temperature adjustment process. The air outlet temperature difference is the difference between the initial temperature of the vehicle's air conditioning outlet and the target temperature of the outlet during operation.

[0102] The acquisition module is also used to acquire multiple candidate weighting coefficients and calculate the first estimated temperature corresponding to the driver's seat of the vehicle based on each candidate weighting coefficient.

[0103] The determination module is used to determine the candidate weighting coefficient corresponding to the first estimated temperature with the smallest difference from the actual temperature of the driver's seat as the weighting coefficient corresponding to the temperature difference of the air outlet.

[0104] The module is used to construct a coefficient calibration table based on the correspondence between the outlet temperature difference and the weighting coefficient.

[0105] As one implementation of this application, the acquisition module includes: The acquisition unit is used to acquire the first temperature through a temperature sensor located at the air outlet of the vehicle's air conditioning system during the vehicle's air conditioning temperature adjustment process.

[0106] The calculation unit is used to calculate the difference between the first temperature and the target temperature at the air outlet, and obtain the air outlet temperature difference.

[0107] The acquisition unit is also used to acquire the current actual temperature of the driver's seat via a temperature sensor installed in the driver's seat of the vehicle.

[0108] As one implementation of this application, the control module 405 includes: The generation unit is used to generate initial compressor control commands and initial blower control commands for the vehicle air conditioning system based on the difference between the theoretical temperature of the driver's seat and the preset target temperature of the driver's seat.

[0109] The correction unit is used to correct the initial compressor control command and the initial blower control command based on passenger distribution information and environmental data, so as to obtain the actual compressor control command and the actual blower control command, so that the compressor power matches the ambient temperature and the blower air outlet position matches the passenger distribution.

[0110] The control unit is used to regulate the temperature of the vehicle's air conditioning system based on actual compressor control commands, and to regulate the airflow speed of the vehicle's air conditioning system based on actual blower control commands.

[0111] As one implementation of this application, the modified unit includes: The sub-unit is determined based on passenger distribution information to identify passenger locations.

[0112] The correction subunit is used to correct the initial blower control command for the corresponding air outlet position based on the passenger's position.

[0113] The sub-unit is determined, and it is also used to determine the compressor power compensation coefficient based on environmental data.

[0114] The correction subunit is also used to correct the compressor duty cycle corresponding to the initial blower control command based on the compressor power compensation coefficient.

[0115] Each module in the vehicle air conditioning control device provided in this application embodiment can implement each step in the above-mentioned vehicle air conditioning control method and achieve the corresponding effect. For the sake of brevity, it will not be described in detail here.

[0116] Figure 5 A schematic diagram of the structure of the vehicle air conditioning control hardware provided in an embodiment of this application is shown.

[0117] The vehicle air conditioning control device may include a processor 501 and a memory 502 storing computer program instructions.

[0118] Specifically, the processor 501 may include a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits that can be configured to implement the embodiments of this application.

[0119] Memory 502 may include mass storage for data or instructions. For example, and not limitingly, memory 502 may include a hard disk drive (HDD), floppy disk drive, flash memory, optical disk, magneto-optical disk, magnetic tape, or Universal Serial Bus (USB) drive, or a combination of two or more of these. Where appropriate, memory 502 may include removable or non-removable (or fixed) media. Where appropriate, memory 502 may be internal or external to the integrated gateway disaster recovery device. In a particular embodiment, memory 502 is non-volatile solid-state memory.

[0120] The memory may include read-only memory (ROM), random access memory (RAM), disk storage media devices, optical storage media devices, flash memory devices, and electrical, optical, or other physical / tangible memory storage devices. Therefore, typically, a memory includes one or more tangible (non-transitory) computer-readable storage media (e.g., memory devices) encoded with software including computer-executable instructions, and when the software is executed (e.g., by one or more processors), it is operable to perform the operations described with reference to the vehicle air conditioning control method according to any embodiment of this disclosure.

[0121] The processor 501 reads and executes computer program instructions stored in the memory 502 to implement any of the vehicle air conditioning control methods in the above embodiments.

[0122] In one example, the vehicle air conditioning control device may also include a communication interface 503 and a bus 510. For example, Figure 5 As shown, the processor 501, memory 502, and communication interface 503 are connected through bus 510 and complete communication with each other.

[0123] The communication interface 503 is mainly used to realize communication between various modules, devices, units and / or equipment in the embodiments of this application.

[0124] Bus 510 includes hardware, software, or both, that couples components of an online data traffic metering device together. For example, and not limitingly, the bus may include an Accelerated Graphics Port (AGP) or other graphics bus, an Enhanced Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), HyperTransport (HT) interconnect, an Industry Standard Architecture (ISA) bus, an Infinite Bandwidth Interconnect, a Low Pin Count (LPC) bus, a memory bus, a Microchannel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local (VLB) bus, or other suitable buses, or combinations of two or more of these. Where appropriate, bus 510 may include one or more buses. Although specific buses are described and illustrated in embodiments of this application, this application contemplates any suitable bus or interconnect.

[0125] Furthermore, in conjunction with the vehicle air conditioning control method described in the above embodiments, this application embodiment can provide a computer storage medium for implementation. The computer storage medium stores computer program instructions; when these computer program instructions are executed by a processor, they implement any of the vehicle air conditioning control methods described in the above embodiments.

[0126] This application also provides a vehicle, which includes a vehicle air conditioning control device as described in the above embodiments.

[0127] This application also provides a computer program product, including a computer program that, when executed, implements any of the vehicle air conditioning control methods described in the above embodiments.

[0128] It should be clarified that this application is not limited to the specific configurations and processes described above and shown in the figures. For the sake of brevity, detailed descriptions of known methods are omitted here. In the above embodiments, several specific steps are described and shown as examples. However, the method process of this application is not limited to the specific steps described and shown. Those skilled in the art can make various changes, modifications, and additions, or change the order of steps, after understanding the spirit of this application.

[0129] The functional blocks shown in the above-described structural diagram can be implemented as hardware, software, firmware, or a combination thereof. When implemented in hardware, they can be, for example, electronic circuits, application-specific integrated circuits (ASICs), appropriate firmware, plug-ins, function cards, etc. When implemented in software, the elements of this application are programs or code segments used to perform the required tasks. Programs or code segments can be stored on a machine-readable medium or transmitted over a transmission medium or communication link via data signals carried on a carrier wave. "Machine-readable medium" can include any medium capable of storing or transmitting information. Examples of machine-readable media include electronic circuits, semiconductor memory devices, ROM, flash memory, erasable ROM (EROM), floppy disks, CD-ROMs, optical disks, hard disks, fiber optic media, radio frequency (RF) links, etc. Code segments can be downloaded via computer networks such as the Internet, intranets, etc.

[0130] It should also be noted that the exemplary embodiments mentioned in this application describe methods or systems based on a series of steps or apparatus. However, this application is not limited to the order of the above steps; that is, the steps can be performed in the order mentioned in the embodiments, or in a different order, or several steps can be performed simultaneously.

[0131] The aspects of this disclosure have been described above with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this disclosure. It should be understood that each block in the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing apparatus to produce a machine such that these instructions, executable via the processor of the computer or other programmable data processing apparatus, enable the implementation of the functions / actions specified in one or more blocks of the flowchart illustrations and / or block diagrams. Such a processor can be, but is not limited to, a general-purpose processor, a special-purpose processor, a special application processor, or a field-programmable logic circuit. It is also understood that each block in the block diagrams and / or flowchart illustrations, and combinations of blocks in the block diagrams and / or flowchart illustrations, can also be implemented by an FPGA performing the specified functions or actions, or can be implemented by a combination of an FPGA and computer instructions.

[0132] The above description is merely a specific implementation of this application. Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, modules, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here. It should be understood that the protection scope of this application is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this application, and these modifications or substitutions should all be covered within the protection scope of this application.

Claims

1. A vehicle air conditioning control method, characterized in that, The method includes: Based on the vehicle cabin temperature setting and the environmental data of the vehicle, the target air outlet temperature of the vehicle air conditioner is determined. Obtain the actual air outlet temperature of the vehicle's air conditioning vents, the cabin temperature, and the preset target temperature for the driver's seat; Calculate the temperature difference between the target air outlet temperature and the actual air outlet temperature; Based on the temperature difference, determine the weighting coefficient between the cabin temperature and the preset target temperature for the driver's seat; Based on the weighting coefficient, the cabin temperature and the preset target temperature of the driver's seat are weighted and calculated to obtain the theoretical temperature of the driver's seat; Based on the preset target temperature for the driver's seat and the theoretical temperature for the driver's seat, the operation of the vehicle's air conditioning is adjusted so that the theoretical temperature for the driver's seat is close to the preset target temperature for the driver's seat.

2. The vehicle air conditioning control method according to claim 1, characterized in that, The step of determining the weighting coefficient between the cabin temperature and the preset target temperature for the driver's seat based on the temperature difference includes: Based on the temperature difference lookup coefficient calibration table, determine the index value that is closest to the temperature difference value; Interpolation is performed based on the index value to obtain the corresponding weighting coefficient.

3. The vehicle air conditioning control method according to claim 2, characterized in that, Before determining the index value closest to the temperature difference based on the temperature difference lookup coefficient calibration table, the method further includes: The system obtains the air outlet temperature difference and the actual temperature of the driver's seat during the vehicle's air conditioning temperature adjustment process; the air outlet temperature difference is the difference between the first temperature of the vehicle's air conditioning outlet and the target temperature of the outlet during the operation. Multiple candidate weighting coefficients are obtained, and the first estimated temperature corresponding to the driver's seat of the vehicle is calculated based on each of the candidate weighting coefficients. The candidate weighting coefficient corresponding to the first estimated temperature with the smallest difference from the actual temperature of the driver's seat is determined as the weighting coefficient corresponding to the temperature difference of the air outlet. Based on the correspondence between the air outlet temperature difference and the weighting coefficient, a coefficient calibration table is constructed.

4. The vehicle air conditioning control method according to claim 3, characterized in that, The acquisition of the air outlet temperature difference and the actual temperature in the driver's seat during the vehicle's air conditioning temperature adjustment process includes: During the vehicle's air conditioning temperature adjustment process, the first temperature is obtained through a temperature sensor located at the vehicle's air conditioning vent. Calculate the difference between the first temperature and the target temperature at the air outlet to obtain the air outlet temperature difference; The actual temperature of the driver's seat is obtained by using a temperature sensor installed in the driver's seat of the vehicle.

5. The vehicle air conditioning control method according to claim 1, characterized in that, The method of regulating the operation of the vehicle air conditioning based on the preset target temperature of the driver's seat and the theoretical temperature of the driver's seat includes: Based on the difference between the theoretical temperature of the driver's seat and the preset target temperature of the driver's seat, the initial compressor control command and the initial blower control command of the vehicle air conditioning are generated. Based on passenger distribution information and environmental data, the initial compressor control command and the initial blower control command are corrected to obtain the actual compressor control command and the actual blower control command, so that the compressor power matches the ambient heat and the blower air outlet position matches the passenger distribution. The vehicle air conditioning temperature is adjusted based on the actual compressor control command, and the airflow speed of the vehicle air conditioning is adjusted based on the actual blower control command.

6. The vehicle air conditioning control method according to claim 5, characterized in that, The step of correcting the initial compressor control command and the initial blower control command based on passenger distribution information and environmental data to obtain the actual compressor control command and the actual blower control command includes: Determine passenger locations based on passenger distribution information; Based on the passenger's position, the initial blower control command for the corresponding air outlet position is corrected; Based on the environmental data, the compressor power compensation coefficient is determined; Based on the compressor power compensation coefficient, the compressor duty cycle corresponding to the initial blower control command is corrected.

7. A vehicle air conditioning control device, characterized in that, The device includes: The determination module is used to determine the target air outlet temperature of the vehicle's air conditioning system based on the vehicle's cabin temperature settings and the environmental data of the vehicle. The acquisition module is used to acquire the actual air outlet temperature of the vehicle's air conditioning vents, the cabin temperature, and the preset target temperature for the driver's seat. The calculation module is used to calculate the temperature difference between the target air outlet temperature and the actual air outlet temperature. The determining module is also used to determine the weighting coefficient of the cabin temperature and the preset target temperature of the driver's seat based on the temperature difference; The weighting module is used to perform weighted calculations on the cabin temperature and the preset target temperature of the driver's seat based on weighting coefficients to obtain the theoretical temperature of the driver's seat. The control module is used to control the operation of the vehicle air conditioner based on the preset target temperature of the driver's seat and the theoretical temperature of the driver's seat, so as to make the theoretical temperature of the driver's seat close to the preset target temperature of the driver's seat.

8. A vehicle, characterized in that, The vehicle includes the vehicle air conditioning control device as described in claim 7.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer program instructions, which, when executed by a processor, implement the vehicle air conditioning control method as described in any one of claims 1-6.

10. A computer program product, characterized in that, When the instructions in the computer program product are executed by the processor of the electronic device, the electronic device causes the electronic device to perform the vehicle air conditioning control method as described in any one of claims 1-6.

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