Air conditioner control method and device, electronic equipment, air conditioner and vehicle

Abstract

The embodiment of the invention provides an air conditioner control method and device, electronic equipment, an air conditioner and a vehicle. The method comprises the steps that according to multiple current working environment parameters of the air conditioner, the current target weight of each current working environment parameter is determined, and the multiple current working environment parameters comprise the current in-vehicle temperature, the current in-vehicle number of people and the current out-vehicle environment parameter; according to the multiple current working environment parameters and the current target weight of each current working environment parameter, the current comprehensive thermal load of the vehicle is determined; and working parameters of the air conditioner are adjusted according to the current comprehensive heat load. According to the method, dynamic adjustment of the refrigerating capacity and the energy consumption of the air conditioner is achieved, the comfort level of passengers is improved, and the energy consumption is reduced.

Description

Technical Field

[0001] This disclosure relates to the field of air conditioning technology, and in particular to an air conditioning control method, control device, electronic equipment, air conditioner, and vehicle. Background Technology

[0002] With the rapid development of autonomous driving technology, driverless buses are gradually becoming an important development direction in the public transportation sector. Driverless buses not only change traditional driving methods but also place higher demands on the control of the vehicle's internal environment, especially the design and operation of the air conditioning system. Traditional air conditioning systems typically operate based on a fixed mode and cannot intelligently adjust according to the real-time environment inside the vehicle and passenger needs. Since driverless buses cannot rely on manual control of the in-vehicle air conditioning system, its design must possess greater intelligence and adaptability to meet the overall design requirements of onboard equipment and the personalized needs of different passengers.

[0003] Bus air conditioning differs from other vehicle air conditioning systems in many ways. For example, buses have a larger interior space and passengers are widely distributed, which means that the air conditioning system needs to cover a larger area and ensure that every passenger can feel a comfortable temperature. Furthermore, its operating environment is more complex. It may frequently start and stop on city roads, go up and down slopes frequently, and even travel for long periods on highways. These different operating conditions place higher demands on the stability of the air conditioning system.

[0004] Given the many differences between bus air conditioning and other vehicle air conditioning, it is necessary to provide a new air conditioning control method to adapt to bus air conditioning. Summary of the Invention

[0005] This disclosure provides a method for controlling an air conditioner, a control device, an electronic device, an air conditioner, and a vehicle, in order to solve or alleviate one or more technical problems in the prior art.

[0006] As a first aspect of the present disclosure, this disclosure provides a method for controlling an air conditioner, applied in a vehicle air conditioner, the method comprising: Based on multiple current operating environment parameters of the air conditioner, determine the current target weight of each current operating environment parameter. These multiple current operating environment parameters include the current vehicle interior temperature, the current number of people in the vehicle, and the current external environment parameters. The current comprehensive heat load of the vehicle is determined based on multiple current operating environment parameters and the current target weight of each current operating environment parameter. Adjust the operating parameters of the air conditioner according to the current overall heat load.

[0007] In some embodiments, determining the current target weight of each current operating environment parameter based on multiple current operating environment parameters of the air conditioner includes: The current baseline weight of the vehicle interior temperature is determined based on the current interior temperature and the set interior temperature. Based on the current baseline weight of the vehicle interior temperature and the current number of people in the vehicle, determine the current baseline weight of the number of people in the vehicle and the adjustment weight of the vehicle interior temperature. Based on the current baseline weight of the number of people in the vehicle, the adjustment weight of the vehicle interior temperature, and the current external environmental parameters, determine the current target weights for the vehicle interior temperature, the number of people in the vehicle, and the external environment.

[0008] In some embodiments, determining the current baseline weight of the vehicle interior temperature based on the current interior temperature and the set interior temperature includes: Determine the temperature difference based on the current interior temperature and the set interior temperature; If the temperature difference is greater than or equal to the first temperature threshold, the first reference weight of the vehicle interior temperature is determined as the current reference weight of the vehicle interior temperature; or, If the temperature difference is greater than or equal to the second temperature threshold and less than the first temperature threshold, the second reference weight of the vehicle interior temperature is determined as the current reference weight of the vehicle interior temperature; or, If the temperature difference is less than the second temperature threshold, the third benchmark weight of the vehicle interior temperature is determined as the current benchmark weight of the vehicle interior temperature.

[0009] In some embodiments, determining the current baseline weight of the number of people in the vehicle and the adjustment weight of the vehicle interior temperature based on the current baseline weight of the interior temperature and the current number of people in the vehicle includes: If the change in the number of people inside the vehicle is less than the maximum change in the number of people, and the current number of people inside the vehicle is greater than or equal to a first number, then the first baseline weight of the number of people inside the vehicle is determined as the current baseline weight of the number of people inside the vehicle, and the current baseline weight of the vehicle interior temperature is determined as the adjustment weight of the vehicle interior temperature; or, If the change in the number of people inside the vehicle is less than the maximum change in the number of people, and the current number of people inside the vehicle is less than the first number but greater than or equal to the second number, then the second baseline weight for the number of people inside the vehicle is determined as the current baseline weight for the number of people inside the vehicle, and the current baseline weight for the vehicle interior temperature is determined as the adjustment weight for the vehicle interior temperature; or, If the change in the number of people inside the vehicle is less than the maximum change in the number of people, and the current number of people inside the vehicle is less than the second number but greater than or equal to the third number, then the third baseline weight of the number of people inside the vehicle is determined as the current baseline weight of the number of people inside the vehicle, and the current baseline weight of the vehicle interior temperature is determined as the adjustment weight of the vehicle interior temperature; or, If the change in the number of people inside the vehicle is less than the maximum change in the number of people, and the current number of people inside the vehicle is less than the third number, then the fourth baseline weight for the number of people inside the vehicle is determined as the current baseline weight for the number of people inside the vehicle, and the current baseline weight for the vehicle interior temperature is determined as the adjustment weight for the vehicle interior temperature; or, When the change in the number of people in the vehicle is greater than or equal to the maximum change in the number of people, the maximum value among the multiple baseline weights of the number of people in the vehicle is determined as the current baseline weight of the number of people in the vehicle, and the product of the current baseline weight of the vehicle temperature and the first adjustment coefficient is determined as the adjustment weight of the vehicle temperature. The first adjustment coefficient is greater than 0 and less than 1. The change in the number of people in the vehicle is the absolute value of the difference between the current number of people in the vehicle and the previous number of people in the vehicle.

[0010] In some embodiments, the current target weights for the vehicle interior temperature, the current target weights for the number of occupants, and the current target weights for the external environment are determined based on the current baseline weights for the number of occupants and the adjustment weights for the vehicle interior temperature, as well as the current external environment parameters. This includes: If the change in external environmental parameters is less than the maximum change in external parameters, and the current external environmental parameters are less than the first parameter threshold, then the adjustment weight of the in-vehicle temperature is determined as the current target weight of the in-vehicle temperature, and the current baseline weight of the number of people in the vehicle is determined as the current target weight of the number of people in the vehicle; or, When the change in external environmental parameters is less than the maximum change in external parameters, and the current external environmental parameters are greater than or equal to the first parameter threshold, the product of the adjustment weight of the in-vehicle temperature and the second adjustment coefficient is determined as the current target weight of the in-vehicle temperature, and the product of the current baseline weight of the number of people in the vehicle and the third adjustment coefficient is determined as the current target weight of the number of people in the vehicle. The second adjustment coefficient is greater than 1 and less than 2, and the third adjustment coefficient is greater than 0 and less than 1; or, When the change in external environmental parameters is greater than or equal to the maximum change in external parameters, the product of the adjustment weight of the vehicle interior temperature and the fourth adjustment coefficient is determined as the current target weight of the vehicle interior temperature, and the product of the current baseline weight of the number of people in the vehicle and the fifth adjustment coefficient is determined as the current target weight of the number of people in the vehicle. The fourth adjustment coefficient is greater than the second adjustment coefficient and less than 2, and the fifth adjustment coefficient is greater than 0 and less than the third adjustment coefficient. Among them, the change in vehicle external environment parameters is the absolute value of the difference between the current vehicle external environment parameters and the previous vehicle external environment parameters.

[0011] In some embodiments, determining the current target weights for the vehicle interior temperature, the current target weights for the number of passengers, and the current target weights for the external environment, based on the current baseline weights for the number of passengers in the vehicle and the adjustment weights for the vehicle interior temperature, as well as the current external environment parameters, further includes: The current target weight of the external environment is determined based on the current target weight of the vehicle interior temperature and the current target weight of the number of people inside the vehicle.

[0012] In some embodiments, the operating parameters of the air conditioner are adjusted according to the current overall heat load, including: Determine the target operating frequency of the compressor in the air conditioner based on the current overall heat load; The compressor's operating frequency is adjusted based on the target operating frequency and the compressor's current operating frequency.

[0013] In some embodiments, adjusting the compressor's operating frequency based on a target operating frequency and the compressor's current operating frequency includes: S21: Based on the compressor's frequency deviation and the rate of change of the deviation, a hierarchical fuzzy rule base is used to determine the first correction amount of the PID parameters. The frequency deviation is the deviation between the current operating frequency and the target operating frequency. S22: Use the recursive least squares method to determine the second correction value of the PID parameters; S23: Determine the current PID parameters based on the first correction value and the second correction value; S24: Based on the current operating frequency and the current PID parameters, determine the corrected operating frequency and control the compressor to run at the corrected operating frequency; If the corrected operating frequency is different from the target operating frequency, the corrected operating frequency will be used as the current operating frequency, and the process will return to step S21 until the corrected operating frequency is the same as the target operating frequency.

[0014] In some embodiments, the current PID parameter is the sum of the initial PID parameter and the first correction amount and the second correction amount.

[0015] In some embodiments, determining the target operating frequency of the compressor in the air conditioner based on the current overall heat load includes: Determine the desired operating frequency of the compressor based on the current overall heat load; Based on the vehicle's remaining battery power, determine the target operating mode of the air conditioner and the maximum operating frequency of the compressor, and control the air conditioner to operate in the target operating mode. Determine the target operating frequency based on the desired operating frequency and the maximum operating frequency.

[0016] In some embodiments, determining the target operating mode of the air conditioner and the maximum operating frequency of the compressor based on the remaining battery charge of the vehicle includes: If the remaining battery power is greater than or equal to a first power threshold, the target operating mode is determined to be comfort mode, and the upper limit of the compressor frequency configured in comfort mode is used as the maximum operating frequency; or... If the remaining battery power is less than a first power threshold but greater than or equal to a second power threshold, the target operating mode is determined to be the balanced mode, and the upper limit of the compressor frequency configured in the balanced mode is used as the maximum operating frequency; or, If the remaining battery power is less than the second power threshold, the target operating mode is determined to be the energy-saving mode, and the upper limit of the compressor frequency configured in the energy-saving mode is used as the maximum operating frequency.

[0017] In some embodiments, determining the target operating frequency based on the desired operating frequency and the maximum operating frequency includes: If the desired operating frequency is less than the maximum operating frequency, the desired operating frequency is set as the target operating frequency; or, If the desired operating frequency is greater than or equal to the maximum operating frequency, the maximum operating frequency is determined as the target operating frequency.

[0018] As a second aspect of the present disclosure, an embodiment of the present disclosure provides a control device for an air conditioner, comprising: The temperature sensing module is used to sense the current vehicle interior temperature from among multiple current operating environment parameters; The people detection module is used to detect the number of people currently inside the vehicle from multiple current working environment parameters; The vehicle external environment perception module is used to perceive the current vehicle external environment parameter among multiple current working environment parameters; The fusion determination module is used to determine the current target weight of each current working environment parameter based on multiple current working environment parameters of the air conditioner, and to determine the current comprehensive heat load of the vehicle based on multiple current working environment parameters and the current target weight of each current working environment parameter. The adjustment module is used to adjust the operating parameters of the air conditioner according to the current overall heat load.

[0019] As a third aspect of this disclosure, an electronic device is provided, comprising: At least one processor; and A memory that is communicatively connected to at least one processor; wherein, The memory stores instructions that can be executed by at least one processor to enable the at least one processor to perform any of the methods of this disclosure.

[0020] As a fourth aspect of the present disclosure, the present disclosure provides an air conditioner applied in a vehicle, including the control device of the present disclosure, or including the electronic device of the present disclosure, or including a controller configured to perform any of the methods of the present disclosure.

[0021] As a fifth aspect of the present disclosure, the present disclosure provides a vehicle, characterized in that it includes the air conditioner of the present disclosure.

[0022] The technical solution disclosed herein achieves dynamic adjustment of the weight of each working environment parameter by collecting various current working environment parameters, thereby achieving dynamic adjustment of the vehicle's current comprehensive heat load. This allows the current comprehensive heat load to better reflect changes in the current working environment parameters. Furthermore, by using the current comprehensive heat load, the operating parameters of the air conditioner, such as cooling capacity and compressor frequency, are adjusted. This ensures that the operating parameters of the air conditioner are matched with the current working environment parameters in real time, improving passenger comfort and reducing overall vehicle energy consumption.

[0023] The above overview is for illustrative purposes only and is not intended to be limiting in any way. Further aspects, embodiments, and features of this disclosure will become readily apparent from the accompanying drawings and the following detailed description, in addition to the illustrative aspects, embodiments, and features described above. Attached Figure Description

[0024] In the accompanying drawings, unless otherwise specified, the same reference numerals throughout the various drawings denote the same or similar parts or elements. These drawings are not necessarily drawn to scale. It should be understood that these drawings depict only some embodiments according to this disclosure and should not be construed as limiting the scope of this disclosure.

[0025] Figure 1 This is a flowchart illustrating an air conditioning control method according to an embodiment of the present disclosure; Figure 2 This is a schematic diagram illustrating the process of determining the current target weight of each current working environment parameter in one embodiment of this disclosure; Figure 3 This is a schematic diagram of the air conditioner operating frequency adjustment process in one embodiment of the present disclosure; Figure 4 This is a structural block diagram of the control device; Figure 5 This is a schematic diagram of the control flow of the control device in one embodiment of the present disclosure. Detailed Implementation

[0026] In the following description, only certain exemplary embodiments are briefly described. As those skilled in the art will recognize, the described embodiments can be modified in various ways without departing from the spirit or scope of this disclosure, and different embodiments can be combined arbitrarily without conflict. Therefore, the drawings and description are considered to be exemplary in nature and not restrictive.

[0027] With the rapid development of autonomous driving technology, driverless buses have not only changed traditional driving methods but also placed higher demands on the control of the vehicle's internal environment. Driverless buses have large interior spaces, widely distributed passengers, and operate in complex environments. To achieve better control of the air conditioning system in buses, this disclosure provides an air conditioning control method. This method can be applied to vehicles, including buses, various types of passenger vehicles, and other vehicles capable of carrying passengers. The control method monitors multiple current operating environment parameters of the air conditioning system, such as the current interior temperature, the current number of passengers, and current external environmental parameters. Based on these multiple current operating environment parameters, it determines the current target weight of each parameter. Based on the multiple current operating environment parameters and their current target weights, it determines the vehicle's current comprehensive heat load. Then, based on the current comprehensive heat load, it adjusts the operating parameters of the air conditioning system. The target weights of each current operating environment parameter are dynamically adjusted based on multiple current operating environment parameters. Consequently, the current comprehensive heat load also changes dynamically. This enables dynamic adjustment of the vehicle's comprehensive heat load, which in turn allows for dynamic adjustment of the air conditioning's operating parameters, dynamically regulating the vehicle's cooling capacity and energy consumption, improving passenger comfort, and reducing overall vehicle energy consumption. The technical solution of this disclosure is described in detail below through specific embodiments.

[0028] Figure 1 This is a flowchart illustrating an air conditioner control method according to an embodiment of this disclosure. Figure 1 As shown, the air conditioning control method includes steps S11 to S13.

[0029] In step S11, the current target weight of each current working environment parameter is determined based on multiple current working environment parameters of the air conditioner. These multiple current working environment parameters include the current vehicle interior temperature, the current number of people in the vehicle, and the current external environment parameters.

[0030] It is understandable that when a vehicle's air conditioning is operating, environmental parameters such as the interior temperature, the number of passengers, and external environmental parameters all affect the air conditioning system. Therefore, the overall heat load of the air conditioning system is related to multiple environmental parameters. These parameters can be collected using corresponding detection modules. For example, a temperature sensor can collect the current interior temperature, and a method that identifies the number of passengers can be used to determine the current number of passengers inside the vehicle. External environmental parameters can also be collected using corresponding sensors. The current number of passengers can be understood as the current passenger density. External environmental parameters refer to the environmental parameters outside the vehicle, which may include at least one of the following: external ambient temperature, external light intensity, etc.

[0031] When calculating the overall heat load of an air conditioner, each operating environment parameter has a corresponding weight due to its varying importance. In this embodiment, the current target weight of each current operating environment parameter is determined based on multiple current operating environment parameters. When any operating environment parameter changes, the current target weight of each current operating environment parameter can change. This achieves dynamic adjustment of the current target weight of each current operating environment parameter by real-time monitoring of multiple current operating environment parameters.

[0032] In step S12, the current comprehensive heat load of the vehicle is determined based on multiple current working environment parameters and the current target weight of each current working environment parameter.

[0033] After each current operating environment parameter and its current target weight are determined, the vehicle's current comprehensive heat load can be determined using relevant technologies. In step S11, the current target weight of each current operating environment parameter is dynamically adjusted, and the current comprehensive heat load is calculated based on the adjusted weight, thus realizing the dynamic adjustment of the current comprehensive heat load.

[0034] In step S13, the operating parameters of the air conditioner are adjusted according to the current comprehensive heat load.

[0035] Air conditioner operating parameters can include at least one of the following: cooling capacity, compressor frequency, etc. After determining the current comprehensive heat load, the cooling capacity, compressor frequency, and other parameters of the air conditioner can be adjusted based on the current comprehensive heat load.

[0036] In related technologies, vehicle air conditioning does not take into account the impact of dynamic changes in the number of people in the vehicle on the heat load when it is working, which can easily lead to the air conditioning being too cold or too hot. It also does not take into account the impact of dynamic changes in the number of people in the vehicle on the overall energy consumption of the vehicle, resulting in energy waste.

[0037] The technical solution disclosed herein allows the air conditioner to acquire multiple current operating environment parameters during operation, such as the current vehicle interior temperature, the current number of passengers, and current external environmental parameters. Based on these parameters, a current target weight is dynamically determined for each parameter, and the vehicle's current overall heat load is dynamically determined based on these parameters and their target weights. This method dynamically adjusts the weights of each operating environment parameter, thus dynamically adjusting the current overall heat load determined based on each parameter and its target weight. Therefore, the control method of this disclosure, by collecting current operating environment parameters, dynamically adjusts the weights of each parameter, thereby dynamically adjusting the vehicle's current overall heat load. This allows the current overall heat load to better reflect changes in the current operating environment parameters. Furthermore, the current overall heat load is used to adjust the air conditioner's operating parameters, such as cooling capacity and compressor frequency. This ensures that the air conditioner's operating parameters match the current operating environment parameters in real time, improving passenger comfort and reducing overall vehicle energy consumption.

[0038] For example, temperature sensing modules can be installed in multiple different areas inside the vehicle to monitor temperature data in real time. The current interior temperature can be determined based on the temperature data from these multiple sensing modules.

[0039] For detecting the number of people inside the vehicle, the people detection module can use an image segmentation algorithm to determine the current number of people inside the vehicle.

[0040] Corresponding sensing modules can be used to sense parameters of the external environment. For example, a light sensing module can be used to collect light data outside the vehicle to obtain the current light parameters. A temperature sensing module can be used to collect the temperature outside the vehicle to obtain the current outside temperature.

[0041] The sensed temperature value can be processed using a moving average filter, and the illumination data can be processed using a first-order low-pass filter. For the detection of the number of people in the vehicle, redundancy check can be used to process the number of people to eliminate noise, improve data reliability, and improve the accuracy of the number of people detection.

[0042] To facilitate calculation, each current working environment parameter can be normalized and mapped to the [0,1] interval. For example, the temperature 20~40℃ can be normalized to 0~1 to eliminate dimensional differences and facilitate weighted calculation.

[0043] For example, temperature data can be normalized using the formula T_norm = (T_actual - T_min) / (T_max - T_min). Here, T_actual represents the actual collected temperature data, T_min represents the maximum temperature data, and T_norm represents the normalized data.

[0044] The number of people inside the vehicle can be normalized using the formula N_norm = N_actual / N_max. Here, N_max is the maximum number of people, N_actual is the actual number of people detected, and N_norm is the normalized data.

[0045] Illumination intensity data can be normalized using the formula S_norm = S_actual / S_max. Here, S_max represents the maximum illumination intensity, S_actual represents the actual collected illumination intensity, and S_norm represents the normalized data.

[0046] In one embodiment, the current target weight of each current operating environment parameter is determined based on multiple current operating environment parameters of the air conditioner, including: determining the current baseline weight of the in-vehicle temperature based on the current in-vehicle temperature and the set in-vehicle temperature; determining the current baseline weight of the number of people in the vehicle and the adjustment weight of the in-vehicle temperature based on the current baseline weight of the in-vehicle temperature and the current number of people in the vehicle; and determining the current target weight of the in-vehicle temperature, the current target weight of the number of people in the vehicle, and the current target weight of the external environment based on the current baseline weight of the number of people in the vehicle, the adjustment weight of the in-vehicle temperature, and the current target weight of the external environment.

[0047] First, based on the current interior temperature and the set interior temperature, the current baseline weight of the interior temperature can be determined. For example, the interior temperature has multiple different baseline weights. When the current interior temperature is different, a current baseline weight corresponding to the current interior temperature can be determined. The current baseline weight of the interior temperature can be one of multiple different baseline weights for the interior temperature.

[0048] Then, by combining the current baseline weight of the vehicle interior temperature with the current number of people in the vehicle, the current baseline weight of the number of people in the vehicle and the adjustment weight of the vehicle interior temperature can be determined. It can be seen here that after considering the current number of people in the vehicle, the weight of the vehicle interior temperature changes, becoming the adjustment weight of the vehicle interior temperature.

[0049] Then, by combining the current baseline weight of the number of people in the vehicle and the adjustment weight of the vehicle interior temperature with the current external environmental parameters, the current target weights of the vehicle interior temperature, the current target weights of the number of people in the vehicle, and the current target weights of the external environment are finally determined.

[0050] As can be seen from the above process, the current target weights of the in-vehicle temperature, the current target weight of the number of passengers in the vehicle, and the current target weight of the external environment are determined by comprehensively considering multiple current working environment parameters. These three current target weights are determined by the mutual influence and cooperation of multiple current working environment parameters. Therefore, the current comprehensive heat load determined by using multiple current working environment parameters and the current target weights of each current working environment parameter can better reflect the current environmental state inside the vehicle.

[0051] Figure 2 This is a schematic diagram of the determination process of the current target weights of each current working environment parameter in an embodiment of the present disclosure.

[0052] In one embodiment, according to the current in-vehicle temperature and the set in-vehicle temperature, the current reference weight of the in-vehicle temperature is determined, including: determining the temperature difference according to the current in-vehicle temperature and the set in-vehicle temperature; in the case where the temperature difference is greater than or equal to the first temperature threshold, determining the first reference weight of the in-vehicle temperature as the current reference weight of the in-vehicle temperature; or, in the case where the temperature difference is greater than or equal to the second temperature threshold and less than the first temperature threshold, determining the second reference weight of the in-vehicle temperature as the current reference weight of the in-vehicle temperature; or, in the case where the temperature difference is less than the second temperature threshold, determining the third reference weight of the in-vehicle temperature as the current reference weight of the in-vehicle temperature.

[0053] Reference Figure 2 , the in-vehicle temperature has three different reference weights, namely Wt1, Wt2, and Wt3. The number of passengers in the vehicle has four different reference weights, namely Wn1, Wn2, the third Wn3, and Wn4.

[0054] The initial value of the weight of each current working environment parameter is set to 0. According to the current in-vehicle temperature and the set in-vehicle temperature, the temperature difference ΔT = 0 is calculated. The temperature difference ΔT is compared with the first temperature threshold T1. If ΔT≥T1 (i.e., ΔT is not less than T1), then the first reference weight Wt1 of the in-vehicle temperature is determined as the current reference weight Wt0 of the in-vehicle temperature, that is, Wt0 = Wt1. If ΔT < T1, the temperature difference ΔT is compared with the second temperature threshold T2. If T2≤ΔT, in this case, T2≤ΔT < T1, then the second reference weight Wt1 of the in-vehicle temperature is determined as the current reference weight Wt0 of the in-vehicle temperature, that is, Wt0 = Wt1. If ΔT < T2, then the third reference weight Wt3 of the in-vehicle temperature is determined as the current reference weight Wt0 of the in-vehicle temperature, that is, Wt0 = Wt3.

[0055] The specific values of the reference weights of the in-vehicle temperature can be set as needed, and the specific values of the first temperature threshold and the second temperature threshold can be set as needed, and no specific limitations are made here.

[0056] In one embodiment, determining the current reference weight of the number of passengers in the vehicle and the adjustment weight of the vehicle interior temperature based on the current reference weight of the vehicle interior temperature and the current number of passengers in the vehicle may include: when the change amount of the number of passengers in the vehicle is less than the maximum change amount of the number of passengers, and the current number of passengers in the vehicle is greater than or equal to the first quantity, determining the first reference weight of the number of passengers in the vehicle as the current reference weight of the number of passengers in the vehicle, and determining the current reference weight of the vehicle interior temperature as the adjustment weight of the vehicle interior temperature; or, when the change amount of the number of passengers in the vehicle is less than the maximum change amount of the number of passengers, and the current number of passengers in the vehicle is less than the first quantity and greater than or equal to the second quantity, determining the second reference weight of the number of passengers in the vehicle as the current reference weight of the number of passengers in the vehicle, and determining the current reference weight of the vehicle interior temperature as the adjustment weight of the vehicle interior temperature; or, when the change amount of the number of passengers in the vehicle is less than the maximum change amount of the number of passengers, and the current number of passengers in the vehicle is less than the second quantity and greater than or equal to the third quantity, determining the third reference weight of the number of passengers in the vehicle as the current reference weight of the number of passengers in the vehicle, and determining the current reference weight of the vehicle interior temperature as the adjustment weight of the vehicle interior temperature; or, when the change amount of the number of passengers in the vehicle is less than the maximum change amount of the number of passengers, and the current number of passengers in the vehicle is less than the third quantity, determining the fourth reference weight of the number of passengers in the vehicle as the current reference weight of the number of passengers in the vehicle, and determining the current reference weight of the vehicle interior temperature as the adjustment weight of the vehicle interior temperature; or, when the change amount of the number of passengers in the vehicle is greater than or equal to the maximum change amount of the number of passengers, determining the maximum value among the multiple reference weights of the number of passengers in the vehicle as the current reference weight of the number of passengers in the vehicle, and determining the product of the current reference weight of the vehicle interior temperature and the first adjustment coefficient as the adjustment weight of the vehicle interior temperature, where the first adjustment coefficient is greater than 0 and less than 1; where the change amount of the number of passengers in the vehicle is the absolute value of the difference between the current number of passengers in the vehicle and the previous number of passengers in the vehicle.

[0057] Reference Figure 2 , N represents the current number of passengers in the vehicle, ΔN represents the change amount of the number of passengers in the vehicle, ΔNmax represents the maximum change amount of the number of passengers, N1 represents the first quantity, N2 represents the second quantity, N3 represents the third quantity, and N4 represents the fourth quantity.

[0058] When ΔN < ΔNmax and N ≥ N1, determine the first reference weight Wn1 of the number of passengers in the vehicle as the current reference weight Wn0 of the number of passengers in the vehicle, that is, Wn0 = Wn1; and determine the current reference weight Wt0 of the vehicle interior temperature as the adjustment weight Wt of the vehicle interior temperature 00 , that is, Wt 00 = Wt0 * 1.0.

[0059] When ΔN < ΔNmax and N2 ≤ N < N1, determine the second reference weight Wn2 of the number of passengers in the vehicle as the current reference weight Wn0 of the number of passengers in the vehicle, that is, Wn0 = Wn2; and determine the current reference weight Wt0 of the vehicle interior temperature as the adjustment weight Wt of the vehicle interior temperature00 , Wt 00 = Wt0 * 1.0。

[0060] When ΔN < ΔNmax and N3 ≤ N < N2, the third reference weight Wn3 of the number of people in the vehicle is determined as the current reference weight Wn0 of the number of people in the vehicle, that is, Wn0 = Wn3; and the current reference weight Wt0 of the vehicle interior temperature is determined as the adjusted weight Wt of the vehicle interior temperature 00 , Wt 00 = Wt0 * 1.0。

[0061] When ΔN < ΔNmax and N < N3, the fourth reference weight Wn4 of the number of people in the vehicle is determined as the current reference weight Wn0 of the number of people in the vehicle, that is, Wn0 = Wn4; and the current reference weight Wt0 of the vehicle interior temperature is determined as the adjusted weight Wt of the vehicle interior temperature 00 , Wt 00 = Wt0 * 1.0。

[0062] When ΔN ≥ ΔNmax, the maximum value Wnmax among the multiple reference weights of the number of people in the vehicle is determined as the current reference weight Wn0 of the number of people in the vehicle, that is, Wn0 = Wnmax, Wnmax = Max(Wn1, Wn2, Wn3, Wn4); and the product of the current reference weight Wt0 of the vehicle interior temperature and the first adjustment coefficient η1 is determined as the adjusted weight Wt of the vehicle interior temperature 00 , Wt 00 = Wt0 * η1, 0 < η1 < 1. Exemplarily, η1 = 0.85。

[0063] In one embodiment, based on the current reference weight of the number of people in the vehicle, the adjustment weight of the vehicle interior temperature, and the current external environment parameters, the current target weight of the vehicle interior temperature, the current target weight of the number of people in the vehicle, and the current target weight of the external environment are determined, including: when the change amount of the external environment parameters is less than the maximum change amount of the external parameters and the current external environment parameters are less than the first parameter threshold, determining the adjustment weight of the vehicle interior temperature as the current target weight of the vehicle interior temperature, and determining the current reference weight of the number of people in the vehicle as the current target weight of the number of people in the vehicle; or, when the change amount of the external environment parameters is less than the maximum change amount of the external parameters and the current external environment parameters are greater than or equal to the first parameter threshold, determining the product of the adjustment weight of the vehicle interior temperature and the second adjustment coefficient as the current target weight of the vehicle interior temperature, and determining the product of the current reference weight of the number of people in the vehicle and the third adjustment coefficient as the current target weight of the number of people in the vehicle, where the second adjustment coefficient is greater than 1 and less than 2, and the third adjustment coefficient is greater than 0 and less than 1; or, when the change amount of the external environment parameters is greater than or equal to the maximum change amount of the external parameters, determining the product of the adjustment weight of the vehicle interior temperature and the fourth adjustment coefficient as the current target weight of the vehicle interior temperature, and determining the product of the current reference weight of the number of people in the vehicle and the fifth adjustment coefficient as the current target weight of the number of people in the vehicle, where the fourth adjustment coefficient is greater than the second adjustment coefficient and less than 2, and the fifth adjustment coefficient is greater than 0 and less than the third adjustment coefficient; where the change amount of the external environment parameters is the absolute value of the difference between the current external environment parameters and the previous external environment parameters.

[0064] Refer to Figure 2 , ΔS represents the change amount of the external environment parameters, S represents the current external environment parameters, ΔSmax represents the maximum change amount of the external parameters, and S1 represents the first parameter threshold.

[0065] If ΔS < ΔSmax and S < S1, then the adjustment weight Wt of the vehicle interior temperature 00 is determined as the current target weight Wt of the vehicle interior temperature, that is, Wt = Wt 00 *1.0, and the current reference weight Wn0 of the number of people in the vehicle is determined as the current target weight Wn of the number of people in the vehicle, that is, Wn = Wn0 * 1.0.

[0066] If ΔS < ΔSmax and S ≥ S1, then the adjustment weight Wt of the vehicle interior temperature 00 and the product of the second adjustment coefficient are determined as the current target weight Wt of the vehicle interior temperature, that is, Wt = Wt 00 *η2, and the product of the current reference weight Wn0 of the number of people in the vehicle and the third adjustment coefficient η3 is determined as the current target weight Wn of the number of people in the vehicle, that is, Wn = Wn0 * η3. Where 1 < η2 < 2 and 0 < η3 < 1. Exemplarily, η2 = 1.1 and η3 = 0.9. In actual implementation, the specific values of η2 and η3 can be set as needed.

[0067] If ΔS ≥ ΔSmax, adjust the weight Wt for the vehicle interior temperature. 00 The product of the fourth adjustment coefficient η4 and the target weight Wt for the in-vehicle temperature is determined, i.e., Wt = Wt 00 The current target weight Wn for the number of passengers is determined by multiplying the current baseline weight Wn0 of the number of passengers in the vehicle by the fifth adjustment coefficient η5, i.e., Wn = Wn0 * η5. Where 1 < η4 < 2, 0 < η5 < 1. For example, η4 = 1.2, η5 = 0.8. In actual implementation, the specific values ​​of η4 and η5 can be set as needed.

[0068] After determining Wt and Wn, the current target weight Ws of the external environment can be determined based on the current target weight Wt of the vehicle interior temperature and the current target weight Wn of the number of people in the vehicle. For example, when the multiple current working environment parameters only include three parameters: the current vehicle interior temperature, the current number of people in the vehicle, and the current external environment, Ws = 1 - Wt - Wn.

[0069] In one embodiment, adjusting the operating parameters of the air conditioner according to the current comprehensive heat load includes: determining the target operating frequency of the compressor in the air conditioner according to the current comprehensive heat load; and adjusting the operating frequency of the compressor according to the target operating frequency and the current operating frequency of the compressor.

[0070] After determining the current overall heat load, the target operating frequency of the compressor can be determined using conventional techniques in the field. Then, based on the target operating frequency and the compressor's current operating frequency, the compressor's operating frequency can be adjusted to reach the target operating frequency.

[0071] In one embodiment, the compressor's operating frequency is adjusted based on the target operating frequency and the compressor's current operating frequency, including: S21: determining a first correction amount for the PID parameters using a hierarchical fuzzy rule base based on the compressor's frequency deviation and the rate of change of the deviation, where the frequency deviation is the deviation between the current operating frequency and the target operating frequency; S22: determining a second correction amount for the PID parameters using a recursive least squares method; S23: determining the current PID parameters based on the first and second correction amounts; S24: determining the corrected operating frequency based on the current operating frequency and the current PID parameters, and controlling the compressor to operate at the corrected operating frequency; if the corrected operating frequency is different from the target operating frequency, the corrected operating frequency is used as the current operating frequency, and the process returns to step S21 until the corrected operating frequency is the same as the target operating frequency.

[0072] For example, the current PID parameter is the sum of the initial PID parameter and the first and second correction values. The initial PID parameter can be constant, or it can be the current PID parameter obtained in the previous calculation.

[0073] In related technologies, bus air conditioning uses fixed frequency or simple PID control, which has problems such as high energy consumption (accounting for more than 30% of the total vehicle energy consumption), large temperature fluctuations (more than ±2℃), and frequent compressor start-stop.

[0074] In this embodiment, a hierarchical fuzzy rule base is used to determine the first correction value of the PID parameters, and a recursive least squares method is used to determine the second correction value of the PID parameters. Then, based on the first and second correction values, the current PID parameters are determined, and the compressor frequency is adjusted using the current PID parameters. This approach integrates the hierarchical fuzzy rule base and the recursive least squares (RLS) fuzzy PID control strategy to dynamically adjust the compressor frequency. This solves the problem of insufficient adaptability of traditional PID controllers in bus air conditioning systems due to nonlinearity, time-varying characteristics, and complex operating conditions. At the same time, it overcomes the frequency oscillation phenomenon that may be caused by unreasonable rule base design or untimely parameter adjustment in fuzzy PID control, thereby improving the dynamic response performance and control accuracy of the system.

[0075] The process of dynamically adjusting PID parameters in this disclosure is explained in detail below.

[0076] (1) Hierarchical Fuzzy Rule Base Design: To address the multivariate coupling characteristics of the bus air conditioning system, this paper constructs a hierarchical fuzzy rule base, dividing the control task into multiple levels. Assuming the system state is represented by the frequency deviation e(k) and the rate of change of deviation Δe(k), its input space is defined as: e(k) ∈ [ Emax,Emax], Δe(k)∈[ ΔEmax, ΔEmax]. Where Emax is the maximum frequency deviation, and ΔEmax is the maximum rate of change of deviation. The hierarchical fuzzy rule base contains a two-layer structure: the upper-layer rule base—used to coordinate multi-variable control objectives (such as temperature, humidity, and wind speed), judges the system state through fuzzy logic, and generates high-level instructions for the control strategy; the lower-layer rule base—designs fuzzy rules for specific control variables (such as heat exchanger output and fan speed), and dynamically adjusts PID parameters according to the input variables e(k) and Δe(k). The fuzzy rule is represented as: If e(k) is A i andΔe(k)isB i ,thenΔKp(k)=μAi(e(k)) μB i (Δe(k)) αi.

[0077] Among them, A i and B i For the membership function of a fuzzy set (such as the triangular or trapezoidal function), μA i ( ) and μB i ( ) represents the membership function value, α i Let ΔKp(k) be the weighting coefficient of the rule, and ΔKp(k) be the incremental adjustment of the PID parameter Kp. The real-time values ​​of the PID parameters can be calculated using the weighted average method based on fuzzy inference.

[0078] Similarly, the adjustment amounts for Ki and Kd can also be achieved through similar rules.

[0079] (2) Recursive Least Squares (RLS) Parameter Identification: To address the lag problem in fuzzy PID parameter adjustment, this paper introduces the RLS algorithm for online identification of the system's dynamic model. Assume the dynamic model of the bus air conditioning system can be expressed as: y(k)=H T (k)θ+ε(k) Where y(k) is the system output (e.g., indoor temperature), H(k) = [y(k)] 1),y(k 2),…,y(k n),u(k 1),u(k 2),…,u(k m)] T Let θ be the input and output vectors, where θ = [θ1, θ2, ..., θ]. n+m ] T Let ε(k) be the model parameter vector, and let ε(k) be white noise.

[0080] The RLS algorithm updates parameter estimates using a recursive formula. (k): (k)= (k 1)+K(k)[y(k) H T (k) (k 1)] The gain matrix K(k) is calculated using the following recursive relation: K(k) = P(k)=[I K(k)H T(k)]P(k 1) Where P(k) is the parameter covariance matrix and I is the identity matrix. By identifying system model parameters online using RLS, the parameters of the PID controller can be dynamically adjusted, avoiding control oscillations caused by model uncertainties.

[0081] (3) Fusion of fuzzy PID control strategies By combining the parameter adjustment results from the hierarchical fuzzy rule base with the parameter identification results from the RLS, an adaptive PID control strategy is formed. Kp(k)=K p0 +Δ (k)+Δ (k) Ki(k) = K i0 +Δ (k)+Δ (k) Kd(k)=K d0 +Δ (k)+Δ (k) Where, Δ (k) is calculated from the fuzzy rule base, Δ (k) Corrected by RLS identification results. Through this dual adjustment mechanism, the system can achieve more precise control under complex operating conditions, effectively suppress frequency oscillations, and improve dynamic performance.

[0082] With the development of electric technology, electric buses have developed rapidly. Due to battery capacity limitations, electric buses need to prioritize ensuring range, but the existing control algorithms for bus air conditioning have not effectively coordinated the contradiction between cooling needs and energy consumption.

[0083] In one embodiment, determining the target operating frequency of the compressor in the air conditioner based on the current comprehensive heat load includes: determining the desired operating frequency of the compressor based on the current comprehensive heat load; determining the target operating mode of the air conditioner and the maximum operating frequency of the compressor based on the remaining battery power of the vehicle, and controlling the air conditioner to operate in the target operating mode; and determining the target operating frequency based on the desired operating frequency and the maximum operating frequency.

[0084] In this embodiment, the desired operating frequency of the compressor is determined based on the current comprehensive heat load. The remaining battery charge of the vehicle can be obtained, and the remaining battery charge can be a percentage.

[0085] It can be understood that during vehicle driving, the remaining battery power gives priority to ensuring vehicle endurance. When the remaining battery power is different, the target operating mode of the air conditioner and the maximum operating frequency of the compressor can be different, so as to avoid excessive power consumption of the air conditioner affecting vehicle endurance. Thus, according to the remaining battery power, the target operating mode of the air conditioner and the maximum operating frequency of the compressor can be determined. After determining the target operating mode, control the air conditioner to operate in the target operating mode to reduce the energy consumption of the air conditioner.

[0086] Figure 3 FIG. is a schematic diagram of the adjustment process of the air conditioner operating frequency in an embodiment of the present disclosure. Refer to Figure 3 , according to the current comprehensive heat load, determine the expected operating frequency Fcal of the compressor.

[0087] Exemplarily, in the system, there is a configuration relationship between the remaining battery power and the operating mode and the maximum operating frequency.

[0088] Refer to Figure 3 , when the remaining battery power is greater than or equal to the first power threshold D1, that is, when SOC≥D1, determine the target operating mode as the comfort mode, and use the upper limit value F1 of the compressor frequency configured in the comfort mode as the maximum operating frequency, that is, Fmax = F1. The specific value of the first power threshold D1 can be determined according to the actual situation. Exemplarily, the first power threshold D1 can be 50%.

[0089] Refer to Figure 3 , when the remaining battery power is less than the first power threshold and greater than or equal to the second power threshold, that is, when D2≤SOC<D1, determine the target operating mode as the balanced mode, and use the upper limit value F2 of the compressor frequency configured in the balanced mode as the maximum operating frequency, that is, Fmax = F2. The specific value of the second power threshold D2 can be determined according to the actual situation. Exemplarily, the second power threshold D2 can be 30%.

[0090] Refer to Figure 3 , when the remaining battery power is less than the second power threshold, that is, when SOC<D2, determine the target operating mode as the energy-saving mode, and use the upper limit value F3 of the compressor frequency configured in the energy-saving mode as the maximum operating frequency, that is, Fmax = F3.

[0091] In each operating mode of the air conditioner, the compressor has a suitable frequency range. In this embodiment, after determining the target operating mode, use the upper limit value of the compressor frequency range corresponding to the target operating mode as the maximum operating frequency, which can maximally ensure the refrigeration or heating effect of the air conditioner and improve comfort.

[0092] Refer to Figure 3, after determining the expected operating frequency and the maximum operating frequency, the target operating frequency can be determined in the following manner: when the expected operating frequency is less than the maximum operating frequency, that is, when Fcal < Fmax, the expected operating frequency is determined as the target operating frequency F0, that is, F0 = Fcal; when the expected operating frequency is greater than or equal to the maximum operating frequency, that is, when Fcal ≥ Fmax, the maximum operating frequency is determined as the target operating frequency, that is, F0 = Fmax. This method ensures that the operating frequency of the compressor does not exceed the maximum operating frequency in the target operating mode, thus ensuring the vehicle's endurance.

[0093] In Figure 3 , after determining the target operating frequency, the current operating frequency is compared with the target operating frequency. If they are not the same, the frequency needs to be adjusted. The method of the above embodiment can be adopted, and the fuzzy PID control method combining the hierarchical fuzzy rule base and the recursive least squares method is used to adjust the operating frequency of the compressor from the current operating frequency to the target operating frequency. If the current operating frequency is the same as the target operating frequency and no frequency adjustment is required, the air conditioner is controlled to maintain the current frequency.

[0094] In the embodiments of the present disclosure, when determining the target operating frequency, the compressor is adaptively frequency-limited in combination with the remaining battery power. The operating mode of the air conditioner and the upper limit of the compressor frequency are dynamically adjusted according to the remaining battery power of the vehicle, which can effectively coordinate the contradiction between the cooling demand and the energy consumption, and ensure the vehicle's endurance while improving the cooling capacity.

[0095] An embodiment of the present disclosure further provides a control device for an air conditioner. Figure 4 For the structural block diagram of the control device, as Figure 4 shown, the control device may include a temperature sensing module, an external environment sensing module, and a number detection module. In Figure 4 the embodiment, the external environment sensing module is a light sensing module, and correspondingly, the external environment parameter is the external light parameter.

[0096] The temperature sensing module is used to sense the temperature inside the vehicle, the external environment sensing module is used to sense the external environment parameters, and the number detection module is used to detect the number of people inside the vehicle.

[0097] In this embodiment, the temperature sensing module is used to sense the current temperature inside the vehicle among multiple current operating environment parameters; the number detection module is used to detect the current number of people inside the vehicle among multiple current operating environment parameters; the external environment sensing module is used to sense the current external environment parameters among multiple current operating environment parameters.

[0098] The control device may also include a fusion determination module and an adjustment module. The fusion determination module is used to determine the current target weight of each current operating environment parameter based on multiple current operating environment parameters of the air conditioner, and to determine the current comprehensive heat load of the vehicle based on the multiple current operating environment parameters and the current target weight of each current operating environment parameter.

[0099] The adjustment module is used to adjust the operating parameters of the air conditioner according to the current overall heat load.

[0100] The adjustment module may include a SOC detection module, an adaptive frequency limiting module, and a compressor fuzzy PID control module. The SOC detection module, also known as a residual current detection module, is used to detect the remaining battery power of the vehicle.

[0101] The adaptive frequency limiting module is used to determine the desired operating frequency of the compressor based on the current comprehensive heat load; and to determine the target operating mode of the air conditioner and the maximum operating frequency of the compressor based on the remaining battery power of the vehicle, and to control the air conditioner to operate in the target operating mode, and further determine the target operating frequency based on the desired operating frequency and the maximum operating frequency.

[0102] The fuzzy PID control of the compressor drive module is used to adjust the compressor's operating frequency based on the target operating frequency and the compressor's current operating frequency.

[0103] Figure 5 This is a schematic diagram of the control flow of the control device in one embodiment of this disclosure. Figure 5 As shown, data from each sensing module is collected, filtered, normalized, and weights are dynamically assigned to each dimension. Based on the data and their weights, the current comprehensive heat load is calculated. Then, mode decision is made based on the remaining battery charge (SOC) to determine the target operating mode of the air conditioner. Based on the frequency limit of the target operating mode, fuzzy PID control is used to adjust the operating frequency of the compressor so that the compressor operates at the target operating frequency.

[0104] The air conditioning control method disclosed herein no longer uses only a single temperature sensing module, but instead employs a temperature sensing module, a light sensing module, and a passenger detection module to achieve multimodal sensing. A fusion determination module then performs dimensionality reduction coupling on the feature data, selects appropriate parameter weights to dynamically adjust the heat load formula, obtains the current comprehensive heat load, and determines the desired operating frequency of the compressor. Subsequently, this method combines the desired operating frequency with the remaining battery power detected by the SOC detection module, inputs it to an adaptive frequency limiting module to dynamically limit the energy consumption of the bus air conditioning, and outputs the limited target operating frequency to the fuzzy PID control of the compressor drive module. The compressor drive module in this method uses a fuzzy PID control method combining a hierarchical fuzzy rule base and recursive least squares (RLS), avoiding frequency oscillations that traditional PID control may trigger in bus air conditioning usage scenarios, improving the dynamic performance of the compressor frequency conversion control, and thus improving the dynamic performance of the bus air conditioning system.

[0105] According to embodiments of this disclosure, an electronic device is also provided. The electronic device includes: at least one processor; and a memory communicatively connected to the at least one processor. The memory stores instructions executable by the at least one processor, which, when executed by the at least one processor, enable the at least one processor to perform the control method of any embodiment of this disclosure.

[0106] One embodiment of this disclosure provides an air conditioner applied in a vehicle. The air conditioner includes a control device according to an embodiment of this disclosure, or an electronic device according to an embodiment of this disclosure, or a controller for executing the control method according to any embodiment of this disclosure.

[0107] This disclosure also provides a vehicle, which includes an air conditioner according to this disclosure. The vehicle may include a bus, various sizes of passenger vehicles, or other vehicles capable of carrying passengers.

[0108] This disclosure also provides a readable storage medium storing a computer program that, when executed by a processor, implements the display control method as described in any embodiment of this disclosure.

[0109] Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), payload-programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0110] The program code used to implement the methods of this disclosure may be written in any combination of one or more programming languages. This program code may be provided to a processor or controller of a general-purpose computer, special-purpose computer, or other programmable data processing apparatus, such that when executed by the processor or controller, the program code causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code may be executed entirely on a machine, partially on a machine, as a standalone software package partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0111] In the context of this disclosure, a machine-readable medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium can be, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0112] To provide interaction with a user, the systems and techniques described herein can be implemented on a computer having: a display device for displaying information to the user (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor); and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the computer. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0113] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as a data server), or computing systems that include middleware components (e.g., an application server), or computing systems that include frontend components (e.g., a user computer with a graphical user interface or web browser through which a user can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., a communication network). Examples of communication networks include local area networks (LANs), wide area networks (WANs), and the Internet.

[0114] Computer systems can include clients and servers. Clients and servers are generally located far apart and typically interact via communication networks. Client-server relationships are created by computer programs running on the respective computers and having a client-server relationship with each other. Servers can be cloud servers, servers in distributed systems, or servers incorporating blockchain technology.

[0115] It should be understood that the various forms of processes shown above can be used to rearrange, add, or delete steps. For example, the steps described in this disclosure can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution disclosed in this disclosure can be achieved, and this is not limited herein.

[0116] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this disclosure, "multiple" means two or more, unless otherwise explicitly specified.

[0117] The foregoing disclosure provides many different implementations or examples for carrying out different structures of this disclosure. To simplify this disclosure, the components and arrangements of specific examples are described above. Of course, these are merely examples and are not intended to limit this disclosure. Furthermore, reference numerals and / or reference letters may be repeated in different examples; such repetition is for simplification and clarity and does not in itself indicate a relationship between the various implementations and / or arrangements discussed.

[0118] The above are merely specific embodiments of this disclosure, but the scope of protection of this disclosure is not limited thereto. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this disclosure, and any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed herein, and the combination of different parts of different embodiments without conflict, should all be covered within the scope of protection of this disclosure. Therefore, the scope of protection of this disclosure should be determined by the scope of the claims.

Claims

1. A method for controlling an air conditioner, characterized in that, The method, applied in vehicle air conditioning, includes: Based on multiple current operating environment parameters of the air conditioner, determine the current target weight of each current operating environment parameter, including the current vehicle interior temperature, the current number of people in the vehicle, and the current external environment parameters; The current comprehensive heat load of the vehicle is determined based on the multiple current working environment parameters and the current target weight of each current working environment parameter. The operating parameters of the air conditioner are adjusted according to the current comprehensive heat load.

2. The method according to claim 1, characterized in that, The step of determining the current target weight of each of the current operating environment parameters based on multiple current operating environment parameters of the air conditioner includes: Based on the current in-vehicle temperature and the set in-vehicle temperature, determine the current baseline weight of the in-vehicle temperature; Based on the current baseline weight of the vehicle interior temperature and the current number of people in the vehicle, determine the current baseline weight of the number of people in the vehicle and the adjustment weight of the vehicle interior temperature. Based on the current baseline weight of the number of people in the vehicle, the adjustment weight of the vehicle interior temperature, and the current external environmental parameters, determine the current target weights of the vehicle interior temperature, the current target weights of the number of people in the vehicle, and the current target weights of the external environment.

3. The method according to claim 2, characterized in that, The step of determining the current baseline weight of the vehicle interior temperature based on the current interior temperature and the set interior temperature includes: The temperature difference is determined based on the current interior temperature and the set interior temperature. If the temperature difference is greater than or equal to a first temperature threshold, the first reference weight of the vehicle interior temperature is determined as the current reference weight of the vehicle interior temperature; or, If the temperature difference is greater than or equal to the second temperature threshold and less than the first temperature threshold, the second reference weight of the vehicle interior temperature is determined as the current reference weight of the vehicle interior temperature; or, If the temperature difference is less than the second temperature threshold, the third reference weight of the vehicle interior temperature is determined as the current reference weight of the vehicle interior temperature.

4. The method according to claim 2, characterized in that, The step of determining the current baseline weight of the number of people in the vehicle and the adjustment weight of the vehicle interior temperature based on the current baseline weight of the vehicle interior temperature and the current number of people in the vehicle includes: If the change in the number of people inside the vehicle is less than the maximum change in the number of people, and the current number of people inside the vehicle is greater than or equal to a first number, then the first baseline weight of the number of people inside the vehicle is determined as the current baseline weight of the number of people inside the vehicle, and the current baseline weight of the vehicle interior temperature is determined as the adjustment weight of the vehicle interior temperature; or, If the change in the number of people inside the vehicle is less than the maximum change in the number of people, and the current number of people inside the vehicle is less than the first number but greater than or equal to the second number, then the second baseline weight of the number of people inside the vehicle is determined as the current baseline weight of the number of people inside the vehicle, and the current baseline weight of the vehicle interior temperature is determined as the adjustment weight of the vehicle interior temperature; or, If the change in the number of people inside the vehicle is less than the maximum change in the number of people, and the current number of people inside the vehicle is less than the second number but greater than or equal to the third number, then the third baseline weight of the number of people inside the vehicle is determined as the current baseline weight of the number of people inside the vehicle, and the current baseline weight of the vehicle interior temperature is determined as the adjustment weight of the vehicle interior temperature; or, If the change in the number of people inside the vehicle is less than the maximum change in the number of people, and the current number of people inside the vehicle is less than the third quantity, then the fourth baseline weight of the number of people inside the vehicle is determined as the current baseline weight of the number of people inside the vehicle, and the current baseline weight of the vehicle interior temperature is determined as the adjustment weight of the vehicle interior temperature; or, When the change in the number of people in the vehicle is greater than or equal to the maximum change in the number of people, the maximum value among the multiple baseline weights of the number of people in the vehicle is determined as the current baseline weight of the number of people in the vehicle, and the product of the current baseline weight of the vehicle temperature and the first adjustment coefficient is determined as the adjustment weight of the vehicle temperature, wherein the first adjustment coefficient is greater than 0 and less than 1. The change in the number of people in the vehicle is the absolute value of the difference between the current number of people in the vehicle and the previous number of people in the vehicle.

5. The method according to claim 2, characterized in that, The step of determining the current target weights for the vehicle interior temperature, the vehicle interior temperature, and the external environment based on the current baseline weights for the number of passengers inside the vehicle, the adjustment weights for the vehicle interior temperature, and the current external environment parameters includes: If the change in the external environmental parameters is less than the maximum change in the external environmental parameters, and the current external environmental parameters are less than a first parameter threshold, then the adjustment weight of the in-vehicle temperature is determined as the current target weight of the in-vehicle temperature, and the current baseline weight of the number of people in the vehicle is determined as the current target weight of the number of people in the vehicle; or, When the change in the external environmental parameters is less than the maximum change in the external environmental parameters, and the current external environmental parameters are greater than or equal to the first parameter threshold, the product of the adjustment weight of the vehicle interior temperature and the second adjustment coefficient is determined as the current target weight of the vehicle interior temperature, and the product of the current baseline weight of the number of people in the vehicle and the third adjustment coefficient is determined as the current target weight of the number of people in the vehicle, wherein the second adjustment coefficient is greater than 1 and less than 2, and the third adjustment coefficient is greater than 0 and less than 1; or... When the change in the external environmental parameters is greater than or equal to the maximum change in the external parameters, the product of the adjustment weight of the vehicle interior temperature and the fourth adjustment coefficient is determined as the current target weight of the vehicle interior temperature, and the product of the current baseline weight of the number of people in the vehicle and the fifth adjustment coefficient is determined as the current target weight of the number of people in the vehicle. The fourth adjustment coefficient is greater than the second adjustment coefficient and less than 2, and the fifth adjustment coefficient is greater than 0 and less than the third adjustment coefficient. The change in the external environmental parameters is the absolute value of the difference between the current external environmental parameters and the previous external environmental parameters.

6. The method according to claim 5, characterized in that, The step of determining the current target weights for the vehicle interior temperature, the vehicle interior temperature, and the external environment based on the current baseline weights for the number of passengers inside the vehicle, the adjustment weights for the vehicle interior temperature, and the current external environment parameters further includes: The current target weight of the external environment is determined based on the current target weight of the vehicle interior temperature and the current target weight of the number of people inside the vehicle.

7. The method according to any one of claims 1-6, characterized in that, The step of adjusting the operating parameters of the air conditioner according to the current comprehensive heat load includes: Based on the current comprehensive heat load, determine the target operating frequency of the compressor in the air conditioner; The operating frequency of the compressor is adjusted according to the target operating frequency and the current operating frequency of the compressor.

8. The method according to claim 7, characterized in that, The step of adjusting the compressor's operating frequency based on the target operating frequency and the compressor's current operating frequency includes: S21: Based on the compressor's frequency deviation and the rate of change of the deviation, a hierarchical fuzzy rule base is used to determine the first correction amount of the PID parameters, wherein the frequency deviation is the deviation between the current operating frequency and the target operating frequency; S22: Use the recursive least squares method to determine the second correction value of the PID parameters; S23: Determine the current PID parameters based on the first correction amount and the second correction amount; S24: Determine the corrected operating frequency based on the current operating frequency and the current PID parameters, and control the compressor to operate at the corrected operating frequency; If the corrected operating frequency is not the same as the target operating frequency, the corrected operating frequency is taken as the current operating frequency, and the process returns to step S21 until the corrected operating frequency is the same as the target operating frequency.

9. The method according to claim 8, characterized in that, The current PID parameter is the sum of the initial PID parameter and the first and second correction values.

10. The method according to claim 7, characterized in that, Determining the target operating frequency of the compressor in the air conditioner based on the current comprehensive heat load includes: Based on the current comprehensive heat load, determine the desired operating frequency of the compressor; Based on the remaining battery power of the vehicle, determine the target operating mode of the air conditioner and the maximum operating frequency of the compressor, and control the air conditioner to operate in the target operating mode; The target operating frequency is determined based on the desired operating frequency and the maximum operating frequency.

11. The method according to claim 10, characterized in that, Determining the target operating mode of the air conditioner and the maximum operating frequency of the compressor based on the remaining battery power of the vehicle includes: If the remaining battery power is greater than or equal to a first power threshold, the target operating mode is determined to be comfort mode, and the upper limit of the compressor frequency configured in comfort mode is taken as the maximum operating frequency; or... If the remaining battery power is less than the first power threshold but greater than or equal to the second power threshold, the target operating mode is determined to be the balanced mode, and the upper limit of the compressor frequency configured in the balanced mode is taken as the maximum operating frequency; or... If the remaining battery power is less than the second power threshold, the target operating mode is determined to be the energy-saving mode, and the upper limit of the compressor frequency configured in the energy-saving mode is taken as the maximum operating frequency.

12. The method according to claim 10, characterized in that, Determining the target operating frequency based on the desired operating frequency and the maximum operating frequency includes: If the desired operating frequency is less than the maximum operating frequency, the desired operating frequency is determined as the target operating frequency; or, If the desired operating frequency is greater than or equal to the maximum operating frequency, the maximum operating frequency is determined as the target operating frequency.

13. A control device for an air conditioner, characterized in that, include: The temperature sensing module is used to sense the current vehicle interior temperature from among multiple current operating environment parameters; The people detection module is used to detect the number of people currently inside the vehicle from multiple current working environment parameters; The vehicle external environment perception module is used to perceive the current vehicle external environment parameter among multiple current working environment parameters; The fusion determination module is used to determine the current target weight of each current working environment parameter based on multiple current working environment parameters of the air conditioner, and to determine the current comprehensive heat load of the vehicle based on the multiple current working environment parameters and the current target weight of each current working environment parameter; The adjustment module is used to adjust the operating parameters of the air conditioner according to the current comprehensive heat load.

14. An electronic device, characterized in that, include: At least one processor; as well as A memory communicatively connected to the at least one processor; wherein, The memory stores instructions that can be executed by the at least one processor to enable the at least one processor to perform the method of any one of claims 1-12.

15. An air conditioner, characterized in that, Applied in a vehicle, it includes the control device of claim 13, or the electronic device of claim 14, or a controller configured to perform the method of any one of claims 1-12.

16. A vehicle, characterized in that, Including the air conditioner as described in claim 15.

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