Air conditioner control method and vehicle

Abstract

The invention provides an air conditioner control method and a vehicle, and relates to the technical field of vehicle control. The method comprises the steps that initial air conditioner parameters corresponding to all passengers in a vehicle are determined according to the obtained physiological states and individual characteristics of the passengers; based on the obtained positions and postures of the passengers, the in-vehicle environment and the vehicle state, the initial air conditioner parameters are corrected, and target air conditioner parameters corresponding to all the passengers are obtained; and controlling the air conditioner in the area where the passenger is located according to the target air conditioner parameter. Due to the fact that the physiological states and the individual characteristics of the passengers are considered at the same time, the differentiated initial air conditioner parameters can be obtained, operation of the air conditioner can adapt to different passengers, on the basis, the initial air conditioner parameters are corrected by combining the positions and postures of the passengers, the in-vehicle environment and the vehicle state, the scene adaptability and flexibility of air conditioner control are enhanced, and the air conditioner control efficiency is improved. And finally, the comfort of passengers is improved.

Description

Technical Field

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

[0002] With the continuous development of automotive intelligence, vehicle configurations are constantly being upgraded. Currently, most models are equipped with basic features such as air conditioning and electric air vents, and the functional requirements of in-vehicle air conditioning systems are gradually upgrading from simple temperature control to intelligent and comfortable adjustment.

[0003] However, the fixed and singular control methods of vehicle air conditioning in related technologies cannot be adapted to different users, resulting in poor user comfort and may even cause health problems for users. Summary of the Invention

[0004] This application provides an air conditioning control method and a vehicle to solve the technical problem in the related art that the air conditioning control method is fixed and single, which is difficult to adapt to different users, resulting in poor user comfort and even potentially causing user health problems.

[0005] In a first aspect, embodiments of this application provide an air conditioning control method, including: Acquire information on the physiological state of occupants, individual characteristics of occupants, occupant position and posture, as well as the in-vehicle environment and vehicle status; Based on the physiological state and individual characteristics of the occupants, the initial air conditioning parameters corresponding to each occupant in the vehicle are determined; Based on the occupant's position and posture, as well as the in-vehicle environment and vehicle status, the initial air conditioning parameters are corrected to obtain the target air conditioning parameters corresponding to each occupant. The air conditioning in the area where the occupants are located is controlled according to the target air conditioning parameters.

[0006] According to the embodiments of this application, the initial air conditioning parameters corresponding to each passenger in the vehicle are determined based on the obtained physiological state and individual characteristics of the passengers. Then, based on the obtained position and posture of the passengers, as well as the in-vehicle environment and vehicle status, the initial air conditioning parameters are corrected to obtain the target air conditioning parameters corresponding to each passenger. Based on the target air conditioning parameters, the air conditioning in the area where the passenger is located is controlled.

[0007] In this way, by taking into account both the physiological state and individual characteristics of the occupants, differentiated initial air conditioning parameters can be obtained, making the air conditioning operation more adaptable to the actual needs of different occupants. Based on this, the initial air conditioning parameters are corrected by combining the occupant's position and posture, as well as the in-vehicle environment and vehicle status. This allows the air conditioning operation to adapt to changes in occupant posture, in-vehicle environment, and vehicle status in real time, enhancing the scenario adaptability and flexibility of air conditioning control. Furthermore, by controlling the air conditioning in the occupant's area according to the corrected air conditioning parameters, zoned provision of adapted airflow is achieved, improving the precision of air conditioning control and ultimately enhancing occupant comfort while reducing the health risks that may arise from fixed air conditioning control and individual occupant differences.

[0008] In one possible implementation, determining the initial air conditioning parameters corresponding to each occupant in the vehicle based on the occupant's physiological state and individual characteristics includes: Based on the individual characteristics of the occupants, the basic air conditioning parameters corresponding to each occupant are determined, and based on the physiological state of the occupants, it is determined whether each occupant in the vehicle is in a sleeping state. For occupants who are asleep, determine whether they are in a thermally comfortable state. If they are in a non-thermally comfortable state, adjust the corresponding basic air conditioning parameters according to the depth of sleep and the type of non-thermally comfortable state to obtain the initial air conditioning parameters.

[0009] In this embodiment, firstly, differentiated basic air conditioning parameters are determined based on individual occupant characteristics to improve the adaptability of air conditioning operation to different occupants. Then, based on these basic air conditioning parameters, the differences in airflow requirements between sleep and wakefulness are fully considered. For occupants in a sleeping state, the aforementioned basic air conditioning parameters are finely adjusted according to the depth of sleep and the type of non-thermal comfort state to enhance occupant comfort during sleep.

[0010] In one possible implementation, adjusting the corresponding basic air conditioning parameters based on the depth of the sleep state and the type of non-thermal comfort state to obtain the initial air conditioning parameters includes: Based on the depth of the sleep state, determine the first air conditioning parameter adjustment amount, and based on the type of the non-thermal comfort state, determine the second air conditioning parameter adjustment amount; Based on the first air conditioning parameter adjustment amount, the second air conditioning parameter adjustment amount, and the adjustable range of the air conditioning parameters, the corresponding basic air conditioning parameters are adjusted to obtain the initial air conditioning parameters.

[0011] Here, different adjustment ranges are matched according to the depth of the occupant's sleep, balancing sleep comfort and sleep quality. Different adjustment amounts are determined based on the type of non-thermal comfort state the occupant is in, allowing them to quickly return to a thermal comfort state. Simultaneously considering the depth of sleep and the type of non-thermal comfort state ensures both undisturbed sleep and rapid improvement in thermal comfort. Furthermore, setting an adjustable range for the air conditioning parameters constrains the adjustment of basic air conditioning parameters, preventing over-limit adjustments that could interfere with occupant sleep.

[0012] In one possible implementation, the individual characteristics of the occupants include the occupant's age group, body type, and clothing thickness; The step of determining the basic air conditioning parameters corresponding to each passenger based on the individual characteristics of the passengers includes: Obtain the first correspondence between preset individual occupant characteristics and air conditioning parameters; Based on the age group, body type, and clothing thickness of the occupants, and in accordance with the first correspondence, the basic air conditioning parameters corresponding to each occupant are determined.

[0013] In this embodiment, highly personalized basic air conditioning parameters are obtained by comprehensively considering multiple dimensions such as the human body's thermoregulation ability, human body heat capacity and heat dissipation area, heat exchange efficiency between the human body and the environment, and heat exchange direction. Suitable air conditioning parameters can be provided for different groups, making the operation of the air conditioner more accurately adapt to the different actual needs of different passengers, improving passenger comfort, and reducing the health risks that passengers may suffer from due to fixed air conditioning control.

[0014] In one possible implementation, the air conditioning parameters include the air volume and air outlet angle of the air conditioner; The initial air conditioning parameters are corrected based on the occupant's position and posture, as well as the in-vehicle environment and vehicle status, to obtain the target air conditioning parameters for each occupant, including: For each occupant, the angle between the occupant's head and the air vent is determined based on the occupant's position and posture, and the in-vehicle humidity level and vehicle speed are determined based on the in-vehicle environment and vehicle status. Based on the angle between the occupant's head and the air outlet, as well as the humidity level inside the vehicle and the vehicle's speed, the initial air volume and initial air outlet angle are corrected to obtain the corresponding target air volume and target air outlet angle.

[0015] This embodiment takes into account the dynamic changes of the occupants and the surrounding environment. It comprehensively corrects the initial air conditioning parameters from multiple factors, such as the angle between the occupant's head and the air vent, the humidity level inside the vehicle, and the vehicle's speed. This allows the air conditioning to adapt to changes in occupant posture, changes in the in-vehicle environment, and changes in vehicle status in real time, thereby improving the adaptability, flexibility, and accuracy of air conditioning control.

[0016] In one possible implementation, the step of correcting the initial airflow and initial air outlet angle based on the angle between the occupant's head and the air outlet, as well as the vehicle's humidity level and vehicle speed, to obtain the corresponding target airflow and target air outlet angle, includes: Based on the angle between the occupant's head and the air outlet, the initial air outlet angle is corrected to avoid blowing directly on the occupant's head, thus obtaining the target air outlet angle; The initial airflow is corrected based on the in-vehicle humidity level and the vehicle speed to obtain the target airflow.

[0017] In this embodiment, the initial air outlet angle and initial air volume are corrected separately based on different factors. Adjusting the initial air outlet angle according to the angle between the occupant's head and the corresponding air outlet precisely avoids direct airflow to the occupant's head, preventing discomfort such as dizziness, chills, and sleep disturbances caused by direct airflow. Correcting the initial air volume based on the vehicle's humidity level and driving speed enables rapid dehumidification in high-humidity conditions, reducing the sticky feeling on the occupant's skin. It also reduces the abnormal increase in airflow caused by high-speed driving, avoiding excessively strong airflow and wind noise, thus minimizing the impact on occupant comfort.

[0018] In one possible implementation, the step of correcting the initial airflow based on the in-vehicle humidity level and the vehicle speed to obtain the target airflow includes: If the humidity level inside the vehicle is greater than a preset level, the initial airflow is increased; wherein the increase in the initial airflow is positively correlated with the humidity level inside the vehicle. Based on the vehicle's speed, the increased airflow is corrected to obtain the target airflow; wherein the degree of correction to the increased airflow is positively correlated with the vehicle's speed.

[0019] Here, when the humidity level inside the vehicle is higher than the preset level, the principle of positive correlation between the increase in the initial air volume and the humidity level inside the vehicle is followed, and the air volume is adaptively increased to quickly dehumidify. Similarly, when the vehicle speed is higher than the preset speed, the principle of positive correlation between the correction of the increased air volume and the vehicle speed is followed, and the initial air volume is further corrected to avoid excessive airflow impact and excessive wind noise. In this way, the target air volume can take into account both dehumidification effect and air supply comfort.

[0020] In one possible implementation, the occupant's physiological state includes a sleep state and a wakeful state, and the occupant's individual characteristics include the occupant's age group, body type, and clothing thickness. Obtain the physiological state and individual characteristics of the occupants inside the vehicle, including: For each occupant, acquire the occupant's image, corresponding seat pressure data, and environmental data; Based on the image, the pressure data, and the environmental data, the sleep confidence level of the occupant entering a sleep state is obtained, and the physiological state of the occupant is determined based on the sleep confidence level. The occupant's body contour data is obtained based on the image, and the occupant's body type is determined based on the body contour data or the pressure data. The clothing of the occupants in the image is identified to obtain the clothing category of the occupants, and the clothing thickness of the occupants is determined based on the clothing category; Age recognition is performed on the occupants in the image to determine their age range.

[0021] In this embodiment, the occupant's physiological state, as well as individual characteristics including body shape, clothing thickness, and age group, are used as the basis for determining the initial air conditioning parameters, enabling the subsequent acquisition of differentiated initial air conditioning parameters. Furthermore, based on multi-dimensional parameters related to the human body, vehicle, and environment, the occupant's physiological state and individual characteristics can be accurately obtained, providing reliable data support for obtaining the subsequent initial air conditioning parameters.

[0022] In one possible implementation, after controlling the air conditioning in the area where the occupants are located, the method further includes: Detect whether any localized areas of the body with abnormal temperature exist in each of the occupants; For occupants whose body areas exhibit abnormal temperatures, adjust the target air outlet angle in the target air conditioning parameters corresponding to that occupant to be directed towards the affected body area. Based on the adjusted target air conditioning parameters, the air conditioning in the area where the occupant is located is controlled, and after a preset time period, the air conditioning in the area where the occupant is located is controlled again based on the original target air conditioning parameters.

[0023] Here, directional airflow restores the temperature of localized body areas with abnormal temperatures to normal, reducing localized discomfort. At the same time, by periodically resetting the target air conditioning parameters, both immediate effects and long-term comfort are considered, improving passenger comfort and reducing health risks.

[0024] Secondly, embodiments of this application provide an air conditioning control device, including: The acquisition module is used to acquire the physiological state of the occupants, individual characteristics of the occupants, occupant positions and postures, as well as the in-vehicle environment and vehicle status.

[0025] The determination module is used to determine the initial air conditioning parameters corresponding to each passenger in the vehicle based on the passenger's physiological state and individual characteristics.

[0026] The module is used to correct the initial air conditioning parameters based on the occupant's position and posture, as well as the in-vehicle environment and vehicle status, to obtain the target air conditioning parameters corresponding to each occupant.

[0027] The control module is used to control the air conditioning in the area where the occupants are located based on the target air conditioning parameters.

[0028] Thirdly, embodiments of this application provide a vehicle including a memory and a controller, wherein the memory stores a computer program that can run on the controller, and the controller executes the computer program to implement the air conditioning control method as described in any of the first aspects.

[0029] Fourthly, embodiments of this application provide a computer-readable storage medium storing a computer program that, when executed by a controller, implements the air conditioning control method as described in any of the first aspects.

[0030] It is understood that the beneficial effects of the second to fourth aspects mentioned above can be found in the relevant descriptions in the first aspect mentioned above, and will not be repeated here.

[0031] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this specification. Attached Figure Description

[0032] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0033] Figure 1 This is a schematic diagram of an application scenario provided by an embodiment of this application; Figure 2 This is a schematic flowchart of an air conditioning control method provided in an embodiment of this application; Figure 3 This is a schematic flowchart of an air conditioning control method provided in another embodiment of this application; Figure 4 This is a schematic diagram of the structure of an air conditioning control device provided in an embodiment of this application; Figure 5 This is a schematic diagram of the structure of a vehicle provided in one embodiment of this application. Detailed Implementation

[0034] The present application will be described more clearly below with reference to specific embodiments. These embodiments will help those skilled in the art to further understand the function of the present application, but do not limit the present application in any way. It should be noted that those skilled in the art can make several modifications and improvements without departing from the concept of the present application. These all fall within the protection scope of the present application.

[0035] It should be understood that, when used in this application specification and the appended claims, the term "comprising" indicates the presence of the described features, integrals, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or a collection thereof.

[0036] It should also be understood that the term “and / or” as used in this application specification and the appended claims means any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0037] In the description of this application and the appended claims, the terms "first," "second," "third," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0038] References to "one embodiment" or "some embodiments" as described in this specification mean that one or more embodiments of this application include a specific feature, structure, or characteristic described in connection with that embodiment. Therefore, the phrases "in one embodiment," "in some embodiments," "in other embodiments," "in still other embodiments," etc., appearing in different parts of this specification do not necessarily refer to the same embodiment, but rather mean "one or more, but not all, embodiments," unless otherwise specifically emphasized. The terms "comprising," "including," "having," and variations thereof mean "including but not limited to," unless otherwise specifically emphasized.

[0039] Furthermore, the term "multiple" mentioned in the embodiments of this application should be interpreted as two or more.

[0040] Currently, most car models are equipped with basic features such as air conditioning and electric air vents. The functional requirements of in-vehicle air conditioning systems are gradually upgrading from simple temperature control to intelligent comfort adjustment. Generally, air conditioning systems have multiple air vents, including the central air vent in the front area, the left and right side air vents on the dashboard, and the rear air vent behind the center armrest in the rear area. The central air vent and the left and right side air vents on the dashboard can each include corresponding driver's side and passenger side air vents. Of course, the above air vents are for illustrative purposes only; different models may actually have different air vents.

[0041] In related technologies, the control method of vehicle air conditioning is fixed and single, which is difficult to adapt to different occupants. For example, the inventors found that when the front passenger or rear passenger falls asleep, their metabolic rate decreases and they are more sensitive to airflow. In addition, different occupants have different airflow needs. A fixed and single air conditioning control method may lead to poor passenger comfort and may even cause passenger health problems.

[0042] Based on the aforementioned problems, the inventors considered that if the physiological state and individual characteristics of vehicle occupants could be monitored, and differentiated air conditioning control methods could be adopted under different physiological states and individual characteristics, the operation of the air conditioning could be adapted to different individual occupants. Furthermore, considering the dynamic changes of the occupants themselves and their surrounding environment, if the initial air conditioning control method is modified based on the occupant's position and posture, as well as the in-vehicle environment and vehicle status, the operation of the air conditioning can be made more closely aligned with the actual needs of the occupants, and more flexible. Simultaneously, by controlling the air conditioning to provide airflow to the corresponding occupant's area, adapted airflow can be provided to each occupant zone, allowing the air conditioning to adapt to different occupants and meet their actual needs.

[0043] In other words, in the embodiments of this application, initial air conditioning parameters corresponding to each passenger are determined based on the obtained physiological state and individual characteristics of the passengers. Then, based on the obtained passenger position and posture, as well as the in-vehicle environment and vehicle status, the initial air conditioning parameters are corrected to obtain target air conditioning parameters for each passenger. The air conditioning in the passenger's area is then controlled according to the target air conditioning parameters. Thus, by simultaneously considering the passenger's physiological state and individual characteristics, differentiated initial air conditioning parameters can be obtained, making the air conditioning operation more adaptable to the actual needs of different passengers. Furthermore, by combining the passenger's position and posture, as well as the in-vehicle environment and vehicle status, the initial air conditioning parameters are corrected, allowing the air conditioning operation to adapt in real time to changes in passenger posture, in-vehicle environment, and vehicle status. This enhances the scenario adaptability and flexibility of air conditioning control. Moreover, by controlling the air conditioning in the passenger's area according to the corrected air conditioning parameters, zoned airflow is provided, improving the precision of air conditioning control and ultimately enhancing passenger comfort while reducing health risks that may arise from fixed air conditioning control or individual passenger differences.

[0044] To make the objectives, technical solutions, and advantages of the present invention clearer, specific embodiments will be described below in conjunction with the accompanying drawings.

[0045] First refer to Figure 1 , Figure 1 The illustration shows an application scenario diagram provided according to an embodiment of this application. The devices involved in the application scenario may include a controller and an air conditioner.

[0046] The controller first determines the initial air conditioning parameters for each passenger based on the acquired physiological state and individual characteristics of the passengers. Then, based on the acquired passenger position and posture, as well as the in-vehicle environment and vehicle status, the initial air conditioning parameters are corrected to obtain the target air conditioning parameters for each passenger. Based on the target air conditioning parameters, the air conditioning in the area where the passenger is located is controlled.

[0047] Optionally, the aforementioned controller can be an in-vehicle controller, an external controller, or a combination of both. It is a hardware device with data storage, processing, and analysis functions. Taking an in-vehicle controller as an example, it can be an Electronic Control Unit (ECU), etc.

[0048] The aforementioned air conditioning system is a vehicle-mounted air conditioning system, which may include multiple air ducts, air outlets, and air dampers (air volume valves). Different air ducts are equipped with corresponding air dampers, which correspond to specific air outlets. Different air outlets can be located in different positions within the vehicle, corresponding to various seating areas, that is, to the occupants in each seat. When controlling the air conditioning system, the airflow at the corresponding air outlet of a specific air duct is controlled by adjusting the air damper. The air outlet angle is controlled by adjusting the guide vanes of the air outlet.

[0049] An air conditioner can also include multiple air ducts, air outlets, and fans. Different air ducts are equipped with corresponding fans, which correspond to specific air outlets. When controlling the air conditioner, the airflow and air outlet angle are controlled by adjusting the fans and the air outlet guide vanes. Of course, other methods can also be used to adjust the airflow and air outlet angle of the air conditioner; no specific limitations are made here.

[0050] For example, the devices involved in this application scenario may also include multiple sensors, such as cameras, pressure sensors, temperature sensors, illuminance sensors, microphones, and humidity sensors. The camera is used to capture continuous images of the occupants inside the vehicle. The controller then analyzes and processes these images to obtain data such as the occupants' eyes, head, body contours, clothing thickness, and age group. Pressure sensors are installed in the seat cushions of each seat inside the vehicle, specifically as an array of pressure sensors, to collect pressure distribution data of the occupants on the corresponding seats. The controller then processes this pressure distribution data to obtain total pressure or average pressure. Temperature sensors are used to collect the outside temperature, illuminance sensors are used to collect the illuminance inside the vehicle, microphones are used to pick up sound signals inside the vehicle, humidity sensors are used to collect the humidity inside the vehicle, and so on.

[0051] The following is combined Figure 1 Application scenarios, refer to Figures 2-3This application describes an air conditioning control method provided according to exemplary embodiments. It should be noted that the above application scenarios are shown only to facilitate understanding of the spirit and principles of this application, and the embodiments of this application are not limited in any way. Rather, the embodiments of this application can be applied to any applicable scenario.

[0052] refer to Figure 2 , Figure 2 This is a schematic flowchart of an air conditioning control method provided in an embodiment of this application. Figure 2 As shown, the method in the embodiments of this application may include: Step 201: Obtain the physiological state of the occupants, individual characteristics of the occupants, occupant positions and postures, as well as the in-vehicle environment and vehicle status.

[0053] When occupants are awake, their metabolic rate is high, they produce more heat, and they are more active. However, when asleep, their metabolic rate decreases, heat production reduces, and their heart rate and breathing slow down. They are also more sensitive to low and high temperatures, direct airflow, and noise, and have higher requirements for airflow stability, gentleness, and low noise. This shows that occupants' needs for air conditioning airflow differ between awake and asleep states. Therefore, to better meet the actual needs of occupants, this embodiment uses the occupant's physiological state as the basis for determining the initial air conditioning parameters. The occupant's physiological state can include both awake and asleep states.

[0054] Optionally, individual occupant characteristics may include body size, clothing thickness, and age. Body size determines heat capacity and heat dissipation area. For example, larger individuals have higher heat capacity and a larger heat dissipation area, making them more prone to feeling stuffy, while smaller individuals have lower heat capacity and a smaller heat dissipation area, making them more prone to feeling cold or hot. Clothing acts as a dynamic heat insulation layer between the human body and the vehicle's interior environment, and its thickness directly affects the efficiency of heat exchange between the body and the environment. Thicker clothing provides stronger insulation, while thinner clothing provides weaker insulation. Age reflects the body's thermoregulation ability and physiological sensitivity. For example, young adults have well-developed thermoregulation centers and a wide tolerance range, while older adults have lower metabolic levels and reduced thermoregulation ability, making them more sensitive to low temperatures and noise. Children's thermoregulation centers are not yet fully developed, making them more susceptible to discomfort from excessive cold or heat. Therefore, to better accommodate different occupants, this embodiment will also include individual occupant characteristics such as body size, clothing thickness, and age as the basis for determining initial air conditioning parameters.

[0055] In real-world scenarios, the occupants and their surroundings change dynamically. For example, the occupant's posture, the in-vehicle environment such as humidity, and the vehicle's status such as its speed can all influence the initial air conditioning parameters. By correcting these dynamic factors and controlling the air conditioning with the corrected parameters, the air conditioning can be made to better suit the actual scenario and the occupants' needs.

[0056] Step 202: Determine the initial air conditioning parameters for each passenger based on their physiological state and individual characteristics.

[0057] The air conditioning parameters may include at least one of the following: air volume, air outlet angle, and air sweep range. Air volume refers to the amount of air delivered from the air outlet to the vehicle interior per unit time. The air outlet angle refers to the direction of the air guide vanes at the air outlet, such as the deflection angle of the vanes relative to the vehicle's interior coordinate system. The air sweep range refers to the angular range covered by the air guide vanes when they swing. Combined with the air outlet angle, the spatial coverage and direction of airflow within the vehicle can be determined.

[0058] Since the heat exchange between the human body and the environment is in opposite directions when the air conditioner is cooling or heating, the human body needs to dissipate heat when the air conditioner is cooling and the human body needs to reduce heat loss when the air conditioner is heating. That is, the needs for heat dissipation and heat preservation are opposite. Therefore, the operating mode of the air conditioner can also be considered when determining the initial air conditioner parameters.

[0059] For each passenger in the vehicle, after obtaining the passenger's physiological state, individual characteristics, and air conditioning operating mode, the initial air conditioning parameters matched to that passenger can be determined based on the pre-stored second correspondence between the passenger's physiological state, individual characteristics, operating mode, and air conditioning parameters.

[0060] The second correspondence mentioned above follows the principle that the operating mode determines the direction of heat exchange, and the physiological state and individual characteristics of the occupants determine the intensity of airflow demand. Alternatively, it can be obtained through numerous related experiments, ultimately forming a precise mapping relationship between the occupant's physiological state, individual characteristics, the air conditioner's operating mode, and the air volume, air outlet angle, and sweep range of the air conditioner. This ensures that the initial air conditioning parameters are highly adapted to the actual needs of the occupants and the operating scenario. For example, in the second correspondence, under the same individual characteristics and operating mode, because the occupant's metabolic rate decreases and breathing slows down when asleep, and they are more sensitive to direct airflow and noise, the air conditioner's air volume is smaller, the air outlet angle is more downward (pointing towards the occupant's torso), and the sweep range is smaller when the occupant is asleep, compared to when the occupant is awake, to provide a gentle, low-noise airflow.

[0061] It should be noted that, for the driver inside the vehicle, the driver cannot enter a sleep state when the vehicle is in motion. Therefore, this embodiment does not consider the scenario where the driver's physiological state is asleep while the vehicle is in motion. In this scenario, the driver's physiological state is only awake.

[0062] Step 203: Based on the occupant's position and posture, as well as the in-vehicle environment and vehicle status, correct the initial air conditioning parameters to obtain the target air conditioning parameters for each occupant.

[0063] For each occupant, the air vent corresponding to their location (e.g., the front passenger seat) can be determined. Then, based on the occupant's position and posture, the angle between the occupant's head and the corresponding air vent is determined. The initial airflow angle and initial airflow range in the initial air conditioning parameters are adjusted based on this angle to avoid direct airflow onto the occupant's head, which could cause discomfort.

[0064] The in-vehicle environment can include humidity. When the humidity is too high, the initial airflow in the initial air conditioning parameters can be adjusted, such as by increasing the initial airflow, to achieve rapid dehumidification and improve passenger comfort. Vehicle status can include vehicle speed. When the vehicle speed is too high, the adjusted initial airflow can be adjusted, such as by decreasing the adjusted initial airflow, to suppress excessive airflow caused by external wind pressure and reduce noise.

[0065] Here, because the occupants and their surrounding environment change dynamically, the initial air conditioning parameters are corrected based on the dynamic factors such as the occupant's posture, the in-vehicle environment, and the vehicle's status to obtain the target air conditioning parameters. This allows the air conditioning to adapt to changes in occupant posture, in-vehicle environment, and vehicle status in real time when controlled by the target air conditioning parameters, thus enhancing the adaptability, flexibility, and accuracy of the air conditioning control.

[0066] Step 204: Control the air conditioning in the area where the occupants are located according to the target air conditioning parameters.

[0067] For each occupant, after obtaining the target air conditioning parameters corresponding to that occupant and the air outlet corresponding to that occupant's area, the damper or fan of the corresponding air outlet is controlled according to the target air volume in the target air conditioning parameters to control the air volume at the corresponding air outlet. Furthermore, the guide vanes of the corresponding air outlet are controlled according to the target air outlet angle and target sweep range in the target air conditioning parameters. In this way, the actual needs of each occupant are met, and adaptive airflow is provided to each occupant zone.

[0068] The air conditioning control method provided in this application determines the initial air conditioning parameters for each passenger based on the acquired physiological state and individual characteristics of the passengers. Then, based on the acquired passenger position and posture, as well as the in-vehicle environment and vehicle status, the initial air conditioning parameters are corrected to obtain the target air conditioning parameters for each passenger. The air conditioning in the passenger's area is then controlled according to these target parameters. Thus, by simultaneously considering the passenger's physiological state and individual characteristics, differentiated initial air conditioning parameters can be obtained, making the air conditioning operation more adaptable to the actual needs of different passengers. Furthermore, by combining the passenger's position and posture, as well as the in-vehicle environment and vehicle status, the initial air conditioning parameters are corrected, allowing the air conditioning operation to adapt in real-time to changes in passenger posture, in-vehicle environment, and vehicle status. This enhances the scenario adaptability and flexibility of air conditioning control. Moreover, by controlling the air conditioning in the passenger's area according to the corrected air conditioning parameters, zoned airflow is provided, improving the precision of air conditioning control and ultimately enhancing passenger comfort while reducing potential health risks caused by fixed air conditioning control and individual passenger differences.

[0069] In addition, considering that passengers are more sensitive to airflow when they are asleep and cannot manually adjust the air conditioning, this application embodiment also considers how to determine the initial air conditioning parameters and how to correct the initial air conditioning parameters so that the operation of the air conditioning is more in line with the actual needs of the passengers.

[0070] Figure 3 This is a schematic flowchart of an air conditioning control method provided in another embodiment of this application. For example... Figure 3 As shown, the method in the embodiments of this application may include: Step 301: Obtain the physiological state of the occupants, individual characteristics of the occupants, occupant positions and postures, as well as the in-vehicle environment and vehicle status.

[0071] Optionally, when occupants are awake, their metabolic rate is high and they produce more heat, while when they are asleep, their metabolic rate decreases and they produce less heat. Therefore, there is a difference in the demand for air conditioning airflow between occupants in awake and asleep states. Individual occupant characteristics include body size, clothing thickness, and age. Body size determines heat capacity and heat dissipation area; clothing, as a dynamic heat insulation layer between the body and the vehicle's interior environment, directly affects the efficiency of heat exchange between the body and the environment; and age reflects the body's thermoregulation ability and physiological sensitivity.

[0072] Therefore, to better adapt to the different actual needs of different occupants, this embodiment uses the occupant's physiological state, as well as individual characteristics including body shape, clothing thickness, and age group, as the basis for determining the initial air conditioning parameters. In actual scenarios, the occupant and the surrounding environment will change dynamically, such as the occupant's posture, the in-vehicle environment, and the vehicle's status. Correcting the determined initial air conditioning parameters based on these dynamic factors can make the air conditioning operation more suitable for the actual scenario.

[0073] Here, the specific implementation method and principle of step 301 can be referred to the relevant description in the foregoing embodiments, and will not be repeated here.

[0074] In some embodiments, acquiring the physiological state and individual characteristics of occupants inside the vehicle may include: A1. For each occupant, acquire the occupant's image, corresponding seat pressure data, and environmental data.

[0075] A2. Based on images, stress data, and environmental data, obtain the sleep confidence level of the occupant entering a sleep state, and determine the occupant's physiological state based on the sleep confidence level.

[0076] A3. Obtain the occupant's body contour data based on the image, and determine the occupant's body type based on the body contour data or pressure data.

[0077] A4. Perform clothing recognition on the occupants in the image to obtain their clothing categories, and determine the thickness of their clothing based on the clothing categories.

[0078] A5. Perform age recognition on the occupants in the image to obtain their age range.

[0079] The acquired images of the occupants can be continuous images, and the pressure data can include pressure distribution data. Based on the pressure distribution data, the total pressure or average pressure can be obtained.

[0080] For example, when determining the occupant's body shape, based on the occupant's image, a pixel-level mask of the occupant is extracted using a target detection algorithm combined with an instance segmentation algorithm. Then, based on the pixel-level mask, an edge detection algorithm and / or contour tracking algorithm are used to obtain the occupant's body contour data, such as the area of ​​the contour (pixel size). Next, according to the internal parameters and installation position of the camera that acquired the above image, the pixel size is converted into actual physical size to obtain the occupant's actual body surface area. Based on multiple preset area thresholds and the occupant's actual body surface area, the occupant's body shape is determined.

[0081] For example, occupant body sizes are categorized into three types: large, medium, and small. A body surface area greater than a first area threshold is considered large; a body surface area greater than a second area threshold but less than or equal to the first area threshold is considered medium; and a body surface area less than or equal to the second area threshold is considered small. These area thresholds can be set according to actual needs; for example, the first area threshold could be set to 1.9m. 2 It is greater than the second area threshold of 1.6m. 2 .

[0082] Alternatively, the occupant's body type can be determined based on the pressure applied to their seat and several preset pressure thresholds. For example, taking total pressure as an example, a total pressure greater than a first pressure threshold indicates a large body type; a total pressure greater than a second pressure threshold but less than or equal to the first pressure threshold indicates a medium body type; and a total pressure less than or equal to the second pressure threshold indicates a small body type. These pressure thresholds can be set according to actual conditions; for example, the first pressure threshold could be set to 65 kgf, and the second pressure threshold could be set to 40 kgf.

[0083] Optionally, when determining clothing thickness, a clothing recognition model can be used to classify the occupant's clothing. The input to this model is an image of the occupant, and the output is the clothing category. For example, based on the clothing recognition model, the occupant's clothing can be identified as short-sleeved, thin long-sleeved, thick long-sleeved, sweatshirt, jacket, sweater, down jacket, etc. Furthermore, considering that the insulation effect of the same clothing category varies under different ambient temperatures, the influence of ambient temperature on determining clothing thickness is also considered. That is, this embodiment also obtains the outside temperature and then, based on a pre-stored third correspondence between clothing category, outside temperature, and clothing thickness, obtains the corresponding clothing thickness. Clothing thickness can be categorized as thick, medium, and thin. The aforementioned third correspondence can be set according to the clothing's thermal insulation effect and the influence of ambient temperature on the clothing's thermal insulation effect.

[0084] Here, the clothing recognition model can be a lightweight convolutional neural network (CNN), balancing onboard computing power and recognition accuracy. Before using the clothing recognition model for clothing classification, it is first trained using images of different clothing categories as training samples, each labeled with a clothing category. Based on the training samples and corresponding labels, the initial clothing recognition model is trained until a first stopping condition is met, resulting in a trained clothing recognition model. Meeting the first stopping condition can be either reaching the first training iteration or satisfying a loss value less than a first loss threshold.

[0085] For example, when determining age groups, an age recognition model can be used to identify the age group of an occupant. The input of this age recognition model is an image of the occupant, and the output is the occupant's age group. For example, age groups can be divided into children, young adults, and the elderly.

[0086] Before using an age recognition model for identification, it is first trained using images of people (including faces) at different age stages as training samples, each labeled with an age stage. Based on the training samples and corresponding labels, the initial age recognition model is trained until a second stopping condition is met, resulting in a well-trained age recognition model. The second stopping condition can be reaching the second training iteration or the loss value being less than a second loss threshold. The age recognition model can also be a lightweight CNN, balancing onboard computing power and recognition accuracy.

[0087] In this embodiment, the physiological state of the occupants, as well as individual characteristics including body shape, clothing thickness, and age group, are used as the basis for determining the initial air conditioning parameters, enabling the subsequent acquisition of differentiated initial air conditioning parameters. Furthermore, based on multi-dimensional parameters related to the human body, vehicle, and environment, the physiological state and individual characteristics of the occupants can be accurately obtained, providing reliable data support for obtaining the subsequent initial air conditioning parameters.

[0088] In some embodiments, environmental data includes the current time, illuminance inside the vehicle, and sound signals. When obtaining the sleep confidence level for an occupant entering a sleep state, eye data, head data, and posture data of the occupant can be obtained from images. A first confidence level is determined based on the eye data, head data, and posture data. The occupant's respiratory rate is obtained based on pressure data, and a second confidence level is determined based on the respiratory rate. A third confidence level is determined based on the current time, illuminance, and sound signals. The weighted sum of the first, second, and third confidence levels is then used as the sleep confidence level.

[0089] Optionally, eye data may include the duration of continuous eye closure and blink frequency. Analyzing and processing the acquired continuous images of the occupant can yield the duration of continuous eye closure and blink frequency over a certain time period. Based on the duration of continuous eye closure and a preset duration threshold, a first sub-confidence level can be determined. Based on the blink frequency and a preset blink frequency threshold, a second sub-confidence level can be obtained. For example, a duration of continuous eye closure greater than 30 seconds corresponds to a confidence level of 0.9; a duration of continuous eye closure greater than 5 seconds and less than or equal to 30 seconds corresponds to a confidence level of 0.5; and a duration of continuous eye closure less than or equal to 5 seconds corresponds to a confidence level of 0.2. Of course, the values ​​of each duration threshold and the corresponding confidence level can be set according to actual conditions and needs. A blink frequency greater than 15 times / minute corresponds to a confidence level of 0.1; and a blink frequency greater than 5 times / minute and less than or equal to 15 times / minute corresponds to a confidence level of 0.5. A blinking frequency of 5 times per minute or less corresponds to a confidence level of 0.8. Of course, the above blinking frequency thresholds and corresponding confidence levels can be set according to actual circumstances and needs.

[0090] Thus, the confidence level of the eye data can be obtained by taking the mean or weighted mean of the first and second sub-confidence levels.

[0091] For example, the obtained image of the occupant is cropped, retaining only the head region and its surrounding area as head data, i.e., a head image. Based on the head image, a first sleep recognition model is used to identify the sleep state. The input of the first sleep recognition model is the head image, and the output is the third sub-confidence score of the occupant entering a sleep state, i.e., the confidence score corresponding to the head data.

[0092] Before using the first sleep recognition model for identification, it is first trained using images of human heads in different states (awake and asleep) as training samples, with each training sample labeled with a state label. Based on the training samples and corresponding labels, the initial first sleep recognition model is trained until the third training iteration, resulting in a well-trained first sleep recognition model.

[0093] Optionally, the obtained occupant image is cropped, retaining only the human body region as pose data, i.e., pose image. Based on the pose image, a second sleep recognition model is used to identify the sleep state. The input of this second sleep recognition model is the pose image, and the output is the fourth sub-confidence score of the occupant entering a sleep state, which is the confidence score corresponding to the pose data.

[0094] Before using the second sleep recognition model for identification, it is first trained using images of human postures in different states (awake and asleep) as training samples, with each training sample labeled with a state label. Based on the training samples and corresponding labels, the initial second sleep recognition model is trained until the fourth training iteration, resulting in a well-trained second sleep recognition model.

[0095] Then, based on the confidence levels corresponding to the eye data, head data, and posture data respectively, the first confidence level is obtained, such as by weighted averaging the confidence levels corresponding to the eye data, head data, and posture data respectively to determine the first confidence level.

[0096] When determining the second confidence level, the occupant's respiratory rate is obtained based on the periodic changes in pressure distribution data over a certain period, such as the peaks or troughs of pressure fluctuations. Then, the second confidence level is derived based on the respiratory rate and several preset respiratory rate thresholds. For example, a respiratory rate greater than 16 breaths / min corresponds to a confidence level of 0.2, while a respiratory rate less than or equal to 16 breaths / min corresponds to a confidence level of 0.8. Of course, the values ​​of these respiratory rate thresholds and corresponding confidence levels can be set according to actual circumstances and needs.

[0097] Here, micro-vibration data of the occupant can also be collected by micro-vibration sensors installed at the seat, and the occupant's breathing frequency can be obtained based on the periodic changes of the micro-vibration data, such as the peak or trough of the vibration.

[0098] When determining the third confidence level, the fifth, sixth, and seventh sub-confidence levels are obtained based on the current time, the in-vehicle illuminance, and the sound signal. For example, if the current time is midnight (e.g., 10:00 PM to 6:00 AM), the corresponding confidence level is 0.8; otherwise, the corresponding confidence level is 0.2. When the in-vehicle illuminance is low, it is assumed that the front passenger or rear passenger may be sleeping and the interior lighting has been dimmed. Therefore, based on the in-vehicle illuminance and several preset illuminance thresholds, the sixth sub-confidence level corresponding to the illuminance can be obtained. For example, if the illuminance is greater than the illuminance threshold, the corresponding confidence level is 0.2; if the illuminance is less than or equal to the illuminance threshold, the corresponding confidence level is 0.8. The illuminance threshold can be set according to actual conditions. For the acquired in-vehicle sound signal, the sound signal is identified to determine if it includes snoring. If snoring is identified, the corresponding confidence level is 0.8; otherwise, the corresponding confidence level is 0.2.

[0099] Thus, based on the current time, the illuminance inside the vehicle, and the sound signal, the fifth, sixth, and seventh sub-confidence levels can be obtained. The third confidence level is obtained by weighted averaging of the above fifth, sixth, and seventh sub-confidence levels.

[0100] Then, the first confidence level, the second confidence level, and the third confidence level are weighted and summed to obtain the sleep confidence level. Considering that current time, light intensity, and sound signal are auxiliary criteria for sleep state determination, the weight corresponding to the third confidence level is set to be less than the weight corresponding to the second confidence level, and less than the weight corresponding to the first confidence level.

[0101] In this embodiment, sleep state determination is based on human physiological characteristics combined with surrounding environmental characteristics and using a multi-dimensional feature + multi-source data fusion method. This can accurately obtain the sleep confidence level of the occupant entering a sleep state, and thus accurately obtain the occupant's physiological state. This avoids the limitations of a single detection method, reduces the possibility of misjudgment of the occupant's physiological state, and provides reliable data support for the subsequent determination of initial air conditioning parameters.

[0102] In some embodiments, when determining the physiological state of an occupant, it can be determined whether the sleep confidence level meets the preset confidence level conditions. If the sleep confidence level meets the preset confidence level conditions, the occupant's physiological state is determined to be a sleep state; otherwise, the occupant's physiological state is determined to be a wakeful state.

[0103] Optionally, the preset reliability condition can be that the sleep confidence level is greater than the preset reliability threshold. For example, the preset reliability threshold can be set to 0.85. When the obtained sleep confidence level is greater than the preset reliability threshold, the occupant's physiological state is considered to be a sleep state; otherwise, the occupant's physiological state is considered to be a wakeful state.

[0104] In this embodiment, a binary classification judgment is performed based on the obtained sleep confidence and the preset confidence conditions to avoid ambiguous intervals. The judgment rules are clear, the logic is simple, and the judgment results are stable and accurate.

[0105] Step 302: Based on the individual characteristics of the occupants, determine the basic air conditioning parameters corresponding to each occupant, and based on the physiological state of the occupants, determine whether each occupant in the vehicle is in a sleeping state. For occupants in a sleeping state, determine whether the occupant is in a thermal comfort state. If the occupant is in a non-thermal comfort state, adjust the corresponding basic air conditioning parameters according to the depth of the sleeping state and the type of non-thermal comfort state to obtain the initial air conditioning parameters.

[0106] As mentioned above, when occupants are asleep, their metabolic rate decreases, heat production decreases, and their heart rate and breathing slow down. They are more sensitive to low and high temperatures, as well as direct airflow and noise, and have higher requirements for airflow stability, gentleness, and low noise. In other words, occupants' airflow needs differ between sleep and wakefulness. Therefore, in this embodiment, we first consider the individual differences of occupants to determine the basic air conditioning parameters. Then, we further consider the physiological state of the occupants. When occupants are asleep, the basic air conditioning parameters are adjusted based on their sleep state and thermal comfort state to obtain the initial air conditioning parameters. When occupants are awake, the basic air conditioning parameters can be directly used as the initial air conditioning parameters.

[0107] When it is determined that the occupant is asleep, the occupant's breathing rate can be detected to determine whether the occupant has entered deep sleep. If the breathing rate is greater than or equal to the set frequency value, the occupant's sleep depth is considered to be Level 1, while if the breathing rate is less than the set frequency value, the occupant's sleep depth is considered to be Level 2, which is deeper than Level 1, meaning the occupant has entered deep sleep.

[0108] Thermal comfort refers to a state where, given the current in-vehicle environment and the occupant's own condition, the body's heat production and dissipation are balanced, resulting in no significant feeling of cold or heat, and a comfortable, mild sensation. Conversely, a state where these conditions are not met is considered thermal comfort. Thermal comfort includes states that are too cold or too hot. Occupant images can be analyzed to determine if an occupant is in a thermally comfortable state. For example, a preset recognition model can be used to identify occupant images. If the model detects facial flushing or sweating, the occupant is considered to be in a thermally comfortable state, specifically a state that is too hot. If the model detects preset actions, such as curling up or crossing arms, the occupant is considered to be in a thermally comfortable state, specifically a state that is too cold. Otherwise, the occupant is considered to be in a thermally comfortable state.

[0109] The input to the aforementioned preset recognition model is an image of the occupant, and the output is the occupant's facial expression or the occupant's actions. Before using the preset recognition model, it must first be trained. The training process and principles can be found in the specific steps of training the relevant models in the foregoing embodiments, and will not be repeated here.

[0110] In this embodiment, firstly, differentiated basic air conditioning parameters are determined based on individual occupant characteristics to improve the adaptability of air conditioning operation to different occupants. Then, based on these basic air conditioning parameters, the differences in airflow requirements between sleep and wakefulness are fully considered. For occupants in a sleeping state, the aforementioned basic air conditioning parameters are finely adjusted according to the depth of sleep and the type of non-thermal comfort state to enhance occupant comfort during sleep.

[0111] In some embodiments, when determining the basic air conditioning parameters corresponding to each passenger based on the individual characteristics of the passenger, a first correspondence between the preset individual characteristics of the passenger and the air conditioning parameters can be obtained, and the basic air conditioning parameters corresponding to each passenger can be determined based on the passenger's age group, body type and clothing thickness, and the first correspondence.

[0112] In this context, the heat exchange between the human body and the environment occurs in opposite directions when the air conditioner is cooling or heating. When cooling, the human body needs to dissipate heat; when heating, the human body needs to minimize heat loss. In other words, the needs for heat dissipation and heat preservation are opposite. Therefore, this embodiment also considers the operating mode of the air conditioner when determining the basic air conditioning parameters.

[0113] When the operating mode is heating mode, the corresponding first correspondence is obtained; when the operating mode is cooling mode, the corresponding first correspondence is obtained. These first correspondences are set according to the principle that the operating mode determines the direction of heat exchange and the individual characteristics of the occupants determine the intensity of airflow demand. Alternatively, they can be obtained through numerous related experiments, ultimately forming a precise mapping relationship between the individual characteristics of the occupants and the airflow volume, air outlet angle, and swing range of the air conditioner under different operating modes, ensuring that the air conditioning parameters are highly adapted to the actual needs of the occupants and the operating scenario.

[0114] In the first correspondence mentioned above, the air sweep range is positively correlated with body size, and the horizontal angle of the air outlet is a preset horizontal angle, while the vertical angle is a preset vertical angle. In cooling mode, the air volume of the air conditioner is positively correlated with both body size and clothing thickness, while in heating mode, the air volume of the air conditioner is negatively correlated with both body size and clothing thickness.

[0115] Specifically, the air outlet angle can include the horizontal angle of the longitudinal guide vanes and the vertical angle of the transverse guide vanes. The preset vertical angle points towards the torso of the person, and the preset horizontal angle points towards the legs. For example, the leg position of the occupant can be determined based on the seat cushion height. This leg position can be its location within the vehicle's spatial coordinate system. Based on the location of the air outlet (within the same spatial coordinate system) and the aforementioned leg position, preset horizontal and vertical angles are set. It is important to note that the sweeping range is based on the air outlet angle Y°. The angle range of X°, such as Y° The 30° angle range, combined with the air outlet angle and the sweep range, determines the spatial coverage and direction of the airflow inside the vehicle.

[0116] Body size determines heat capacity and heat dissipation area. Larger body sizes have larger surface areas, so the airflow range is positively correlated with body size, aiming to cover the torso as evenly and gently as possible while avoiding direct airflow to a fixed point, such as avoiding direct airflow onto a specific body part. Larger body sizes have higher heat capacity and larger heat dissipation areas, making them more prone to feeling stuffy, while smaller body sizes have lower heat capacity and smaller heat dissipation areas, making them more prone to feeling cold. Therefore, in cooling mode, the airflow of the air conditioner is positively correlated with body size, while in heating mode, the airflow is negatively correlated with body size.

[0117] Clothing thickness directly affects the efficiency of heat exchange between the human body and the environment. The thicker the clothing, the stronger the insulation effect; the thinner the clothing, the weaker the insulation effect. Therefore, in cooling mode, the airflow of the air conditioner is positively correlated with clothing thickness, while in heating mode, the airflow of the air conditioner is negatively correlated with clothing thickness.

[0118] Age groups reflect the body's thermoregulation ability and physiological sensitivity. For example, young adults have a high thermoregulation ability and a wide tolerance range, while the elderly have a lower metabolic rate and a decreased thermoregulation ability, making them more sensitive to low temperatures and noise. Children's thermoregulation centers are not yet fully developed, resulting in low thermoregulation ability. Therefore, in cooling mode, the air conditioner's airflow is greater for young adults than for children and the elderly, while in heating mode, the airflow is smaller for young adults than for children and the elderly.

[0119] The air volume of an air conditioner can include a first air volume, a second air volume, and a third air volume, with the air volume increasing sequentially. Of course, the air volume of an air conditioner can also be divided into more air volumes. The swing range can include a first range, a second range, and a third range, with the range increasing sequentially.

[0120] The above shows the correspondence between air conditioner airflow and various characteristics. When considering the relationship between body type, clothing thickness, age group, and air conditioner airflow, the airflow corresponding to each characteristic can be determined first. If there are two or more identical airflows, then the identical airflow is confirmed as the final airflow. If the airflows corresponding to each characteristic are different, then the airflow with the middle value among all airflows is taken as the final airflow.

[0121] It should be noted that the above embodiments provide the overall setting logic of the first correspondence relationship, but the specific values ​​of each parameter in the first correspondence relationship, such as the specific values ​​of the first air volume, the second air volume and the third air volume, can be set according to the actual situation and a large number of related experiments. No specific restrictions are made here.

[0122] For example, when the passenger in the front seat is identified as small in stature, wearing thick clothing, and in a young adult, and the operating mode is heating mode, the basic air conditioning parameters obtained according to the first correspondence relationship of the heating mode are: the air volume is a first air volume, the horizontal angle of the air outlet is a preset horizontal angle, the vertical angle is a preset vertical angle towards the passenger's torso, and the air sweep range is a first range. These determined basic air conditioning parameters can be adapted to the passenger's personalized needs.

[0123] In this embodiment, highly personalized basic air conditioning parameters are obtained by comprehensively considering multiple dimensions such as the human body's thermoregulation ability, human body heat capacity and heat dissipation area, heat exchange efficiency between the human body and the environment, and heat exchange direction. Suitable air conditioning parameters can be provided for different groups, making the operation of the air conditioner more accurately adapt to the different actual needs of different passengers, improving passenger comfort, and reducing the health risks that passengers may suffer from due to fixed air conditioning control.

[0124] In some embodiments, when adjusting the corresponding basic air conditioning parameters according to the depth of sleep state and the type of non-thermal comfort state to obtain initial air conditioning parameters, a first air conditioning parameter adjustment amount can be determined according to the depth of sleep state, and a second air conditioning parameter adjustment amount can be determined according to the type of non-thermal comfort state. Then, based on the first air conditioning parameter adjustment amount, the second air conditioning parameter adjustment amount, and the adjustable range of air conditioning parameters, the corresponding basic air conditioning parameters are adjusted to obtain the initial air conditioning parameters.

[0125] As mentioned above, sleep depth includes primary and secondary levels. The deeper the sleep, the lower the metabolic rate, and the slower the heart rate and breathing become. A larger airflow can lead to excessive cooling or heating, disrupting sleep. Therefore, the first air conditioning parameter adjustment is the reduction in airflow. Furthermore, the first air conditioning parameter adjustment corresponding to primary sleep is less than that corresponding to secondary sleep, ensuring that the airflow is lower as the occupant's sleep deepens, thus avoiding disruption to sleep.

[0126] When the air conditioner is in cooling mode, if the occupant's non-thermal comfort state is too hot, the second air conditioning parameter adjustment is the first large adjustment of the airflow; if the occupant's non-thermal comfort state is too cold, the second air conditioning parameter adjustment is the first small adjustment of the airflow. When the air conditioner is in heating mode, if the occupant's non-thermal comfort state is too hot, the second air conditioning parameter adjustment is the second small adjustment of the airflow; if the occupant's non-thermal comfort state is too cold, the second air conditioning parameter adjustment is the second large adjustment of the airflow. If the occupant is in a thermal comfort state, the second air conditioning parameter adjustment is 0. This effectively alleviates the occupant's non-thermal comfort state and improves their sleep comfort.

[0127] If the adjustment directions of the first and second air conditioning parameters are the same (either increasing or decreasing), the larger value is used to correct the basic air conditioning parameters to obtain the initial air conditioning parameters. If the adjustment directions are opposite (one increasing and the other decreasing), the second air conditioning parameter adjustment is used first to adjust the basic air conditioning parameters to determine the initial air conditioning parameters, prioritizing the thermal comfort of the occupants.

[0128] Furthermore, it should be noted that to prevent parameter over-limit adjustments and avoid situations such as excessive or insufficient airflow, this embodiment also sets an adjustable range for the air conditioner's parameters to constrain the adjustment. That is, if the adjustment of the basic air conditioner parameters exceeds the adjustable range, the corresponding boundary value of the adjustable range will be used as the initial air conditioner parameters.

[0129] In this embodiment, different adjustment ranges are matched according to the depth of the occupant's sleep, taking into account both sleep comfort and sleep quality. Different adjustment amounts are determined based on the type of non-thermal comfort state of the occupant, allowing them to quickly return to a thermal comfort state. Simultaneously considering the depth of sleep and the type of non-thermal comfort state ensures both undisturbed sleep and rapid improvement in thermal comfort. Furthermore, setting an adjustable range for the air conditioning parameters constrains the adjustment of basic air conditioning parameters, preventing over-limit adjustments that could interfere with the occupant's sleep.

[0130] Step 303: For each occupant, determine the angle between the occupant's head and the air vent based on the occupant's position and posture, and determine the in-vehicle humidity level and vehicle speed based on the in-vehicle environment and vehicle status. Based on the angle between the occupant's head and the air vent, as well as the in-vehicle humidity level and vehicle speed, correct the initial air volume and initial air outlet angle to obtain the corresponding target air volume and target air outlet angle.

[0131] The head of a passenger has a rich network of blood vessels. If airflow blows directly onto the head for an extended period, it can cause discomfort such as dizziness, headaches, and dry facial skin. It can also produce noticeable tactile sensations and noise, affecting passenger comfort. Furthermore, excessive humidity inside the vehicle can cause sticky skin and discomfort. When the vehicle travels at high speeds, the increased external wind pressure can cause excessive airflow from the vents, which can also make passengers feel abrupt and uncomfortable, further impacting their comfort.

[0132] Therefore, after determining the initial air conditioning parameters, in order to further improve the comfort of the occupants, this embodiment considers the dynamic changes of the occupants themselves and the surrounding environment to modify the initial air conditioning parameters.

[0133] For each occupant, the captured image of the occupant is identified, including the occupant's head and the corresponding image coordinate sequence. Then, based on a preset mapping relationship between image coordinates and spatial coordinates, the image coordinate sequence of the occupant's head is mapped onto the vehicle's in-vehicle spatial coordinate system, resulting in the spatial coordinate sequence of the occupant's head. Next, based on the spatial coordinates of the air vent corresponding to the occupant's location in the vehicle's in-vehicle spatial coordinate system, and the aforementioned spatial coordinate sequence of the occupant's head, the angle between the occupant's head and the corresponding air vent is determined.

[0134] The in-vehicle environment includes humidity. Based on the in-vehicle humidity and a preset humidity threshold, the humidity level can be determined. For example, when the in-vehicle humidity is below the first humidity threshold, the humidity level is Level 1; when the in-vehicle humidity is greater than or equal to the first humidity threshold but less than the second humidity threshold, the humidity level is Level 2; and when the in-vehicle humidity is greater than or equal to the second humidity threshold, the humidity level is Level 3. Since the first humidity threshold is less than the second humidity threshold, Level 1 humidity is lower than Level 2 humidity.

[0135] In this embodiment, considering the dynamic changes of the occupants and the surrounding environment, the initial air conditioning parameters are comprehensively corrected from multiple factors, such as the angle between the occupant's head and the air vent, the humidity level inside the vehicle, and the vehicle's speed. This allows the air conditioning to adapt to changes in occupant posture, changes in the vehicle's environment, and changes in the vehicle's status in real time, thereby improving the adaptability, flexibility, and accuracy of the air conditioning control.

[0136] In some embodiments, when correcting the initial air volume and initial air outlet angle to obtain the corresponding target air volume and target air outlet angle, the initial air outlet angle can be corrected according to the angle between the occupant's head and the air outlet to avoid blowing directly on the occupant's head, thereby obtaining the target air outlet angle. The initial air volume can be corrected according to the humidity level inside the vehicle and the vehicle's driving speed to obtain the target air volume.

[0137] Optionally, after obtaining the angle between the occupant's head and the corresponding air outlet, the initial air outlet angle and the initial sweeping range are corrected according to the angle. For example, the initial vertical angle in the initial air outlet angle can be corrected according to the angle, and the initial sweeping range can be reduced so that the airflow of the air outlet controlled based on the corrected target air outlet angle and target sweeping range can avoid blowing directly on the occupant's head, thereby reducing the occupant's physical discomfort.

[0138] Adjust the initial airflow according to the humidity level inside the vehicle and the vehicle speed. For example, when the humidity level inside the vehicle is high, increase the initial airflow to dehumidify quickly and reduce the stickiness on the passengers' skin. When the vehicle is traveling too fast, decrease the initial airflow to reduce the excessive airflow from the vents caused by excessive external wind pressure and reduce the impact on passenger comfort.

[0139] Of course, the above corrections to the initial air outlet angle and initial air volume shall not exceed the adjustable range of the air conditioner's parameters, that is, the adjustable range of the air outlet angle and the adjustable range of the air volume, so as to avoid abnormal operation of the air conditioner or a decrease in air supply comfort caused by excessive adjustment.

[0140] In this embodiment, the initial air outlet angle and initial air volume are corrected separately based on different factors. Adjusting the initial air outlet angle according to the angle between the occupant's head and the corresponding air outlet precisely avoids direct airflow to the occupant's head, preventing discomfort such as dizziness, chills, and sleep disturbances caused by direct airflow. Correcting the initial air volume based on the vehicle's humidity level and driving speed enables rapid dehumidification in high-humidity conditions, reducing the sticky feeling on the occupant's skin. It also reduces the abnormal increase in airflow caused by high-speed driving, avoiding excessively strong airflow and wind noise, thus minimizing the impact on occupant comfort.

[0141] In some embodiments, when correcting the initial airflow to obtain the target airflow, the initial airflow can be increased if the humidity level inside the vehicle is higher than a preset level. The increased airflow is then corrected based on the vehicle's speed to obtain the target airflow. The degree of increase in the initial airflow is positively correlated with the humidity level inside the vehicle, and the degree of correction of the increased airflow is positively correlated with the vehicle's speed.

[0142] When correcting the initial airflow, the initial airflow is increased only when the humidity level inside the vehicle is high (e.g., above level one, genuinely affecting passenger comfort). The higher the humidity level, the greater the increase in initial airflow for rapid dehumidification. Further adjustments are made only when the vehicle speed exceeds the preset speed, meaning high-speed travel causes an abnormal increase in airflow that affects passengers. Again, the greater the vehicle speed, the greater the adjustment. By adjusting the initial airflow based on the humidity level and then further adjusting it based on vehicle speed, the system prioritizes dehumidification while also ensuring airflow comfort and stability at high speeds.

[0143] Of course, as mentioned earlier, the correction to the initial airflow should not exceed the adjustable range to prevent abnormal air conditioning operation or decreased airflow comfort caused by excessive adjustment. It is understood that if the humidity level inside the vehicle is less than or equal to the preset level, the initial airflow will not be corrected based on the humidity level; similarly, if the vehicle speed is less than or equal to the preset speed, the initial airflow will not be corrected based on the vehicle speed.

[0144] In this embodiment, when the humidity level inside the vehicle is greater than the preset level, the principle of positive correlation between the increase in the initial air volume and the humidity level inside the vehicle is followed, and the air volume is adaptively increased to quickly dehumidify. Similarly, when the vehicle speed is greater than the preset speed, the principle of positive correlation between the correction of the increased air volume and the vehicle speed is followed, and the initial air volume is further corrected to avoid excessive airflow impact and excessive wind noise. In this way, the target air volume can take into account both dehumidification effect and air supply comfort.

[0145] Step 304: Control the air conditioning in the area where the occupants are located according to the target air conditioning parameters.

[0146] Optionally, the target air conditioning parameters include target air volume, target air outlet angle, and target swing range. When controlling each air conditioner, for each occupant, a target air conditioner corresponding to the occupant's area is determined. The target air conditioner includes a target damper, a target air outlet, and a corresponding target air duct. Based on the target air volume corresponding to the occupant, the target damper of the target air duct is controlled to control the air volume at the target air outlet. Based on the target horizontal angle in the target air outlet angle and the target swing range, the longitudinal guide vanes of the target air outlet are controlled to move, and based on the target vertical angle in the target air outlet angle and the target swing range, the transverse guide vanes of the target air outlet are controlled to move, thereby providing suitable airflow to the occupant's area.

[0147] In this way, by controlling the air conditioning in the area where the passenger is located through the target air conditioning parameters, such as controlling the air damper and air outlet guide vanes of the corresponding air conditioner, it is possible to provide adaptive airflow to each passenger zone, improve the precision of air conditioning control, and enhance the comfort of passengers in scenarios such as long-distance travel.

[0148] In some embodiments, after controlling the air conditioning in the area where the occupants are located, it is also possible to detect whether there is a local body area with abnormal temperature for each occupant. For occupants with a local body area with abnormal temperature, the target air outlet angle in the target air conditioning parameters corresponding to the occupant is adjusted to be the angle towards the local body area. Based on the adjusted target air conditioning parameters, the air conditioning in the area where the occupant is located is controlled. After a preset time period, the air conditioning in the area where the occupant is located is controlled based on the target air conditioning parameters before adjustment.

[0149] Optionally, the aforementioned localized body area could be the occupant's face, etc., which is prone to localized temperature anomalies due to direct sunlight or other reasons. For example, in air conditioning cooling mode, the temperature of a localized body area may be too high, or in air conditioning heating mode, the temperature of a localized body area may be too low. In these situations, to restore the abnormally warm localized body area to a normal temperature and reduce occupant discomfort, once an abnormally warm localized body area is detected by an infrared temperature sensor or infrared thermal imager, the target airflow angle is controlled to be directed towards that localized body area. Then, based on the adjusted target air conditioning parameters, the air conditioning system corresponding to the occupant's area is controlled so that the air conditioning airflow intermittently sweeps over the abnormally warm localized body area, alleviating the localized temperature anomaly, reducing occupant discomfort, and improving occupant comfort.

[0150] In addition, after a preset time period, the air conditioning in the area where the occupants are located is controlled based on the target air conditioning parameters before adjustment. This is because after the preset time period, the temperature in the local body area is effectively relieved or basically returns to normal. In order to ensure that suitable airflow is provided to the area where the occupants are located, the air conditioning is controlled based on the target air conditioning parameters before adjustment.

[0151] Alternatively, the target airflow angle can be adjusted to point towards a specific area of ​​the body at set intervals, and this process can be repeated a preset number of times. This allows the air conditioning airflow to intermittently sweep over areas of the body with abnormal temperatures.

[0152] In this embodiment, directional airflow restores the temperature of localized body areas with abnormal temperatures to normal, reducing localized discomfort for passengers. At the same time, by periodically resetting the target air conditioning parameters, both immediate effects and long-term comfort are considered, improving passenger comfort and reducing health risks.

[0153] In some embodiments, after controlling the air conditioning in the area where the occupant is located, it is also possible to detect whether the occupant has manually adjusted the air volume, air outlet angle, and swing range of the air conditioning in the area. If the occupant has manually adjusted at least one of the air volume, air outlet angle, and swing range of the air conditioning, then based on the target air conditioning parameters and the corresponding adjustment amount, as well as the occupant's user identity, such as facial information, a target air conditioning parameter exclusive to the occupant is generated. That is, the target air conditioning parameter adjusted based on the adjustment amount is associated with the occupant's user identity, so that when the occupant's user identity is subsequently identified, the air conditioning in the area where the occupant is located can be controlled directly with the target air conditioning parameter exclusive to the occupant.

[0154] The specific implementation methods and principles of steps 302 to 304 can be referred to the relevant descriptions in the foregoing embodiments, and will not be repeated here.

[0155] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0156] Figure 4 This is a schematic diagram of the structure of an air conditioning control device provided in one embodiment of this application. Figure 4 As shown, the air conditioning control device provided in this embodiment may include: an acquisition module 401, a determination module 402, an acquisition module 403, and a control module 404.

[0157] The acquisition module 401 is used to acquire the physiological state of the occupants, individual characteristics of the occupants, the position and posture of the occupants, as well as the in-vehicle environment and vehicle status.

[0158] The determining module 402 is used to determine the initial air conditioning parameters corresponding to each passenger in the vehicle based on the passenger's physiological state and individual characteristics.

[0159] The module 403 is used to correct the initial air conditioning parameters based on the occupant's position and posture, as well as the in-vehicle environment and vehicle status, to obtain the target air conditioning parameters corresponding to each occupant.

[0160] The control module 404 is used to control the air conditioning in the area where the occupants are located according to the target air conditioning parameters.

[0161] In one possible implementation, the determining module 402 is further used for: Based on the individual characteristics of the occupants, the basic air conditioning parameters corresponding to each occupant are determined, and based on the physiological state of the occupants, it is determined whether each occupant in the vehicle is in a sleeping state. For occupants who are asleep, determine whether they are in a thermally comfortable state. If they are in a non-thermally comfortable state, adjust the corresponding basic air conditioning parameters according to the depth of sleep and the type of non-thermally comfortable state to obtain the initial air conditioning parameters.

[0162] In one possible implementation, the determining module 402 is further used for: Based on the depth of the sleep state, determine the first air conditioning parameter adjustment amount, and based on the type of the non-thermal comfort state, determine the second air conditioning parameter adjustment amount; Based on the first air conditioning parameter adjustment amount, the second air conditioning parameter adjustment amount, and the adjustable range of the air conditioning parameters, the corresponding basic air conditioning parameters are adjusted to obtain the initial air conditioning parameters.

[0163] In one possible implementation, the occupant individual characteristics include the occupant's age group, body type, and clothing thickness; the determining module 402 is further configured to: Obtain the first correspondence between preset individual occupant characteristics and air conditioning parameters; Based on the age group, body type, and clothing thickness of the occupants, and in accordance with the first correspondence, the basic air conditioning parameters corresponding to each occupant are determined.

[0164] In one possible implementation, the air conditioning parameters include the air volume and air outlet angle of the air conditioner; the obtaining module 403 is further used for: For each occupant, the angle between the occupant's head and the air vent is determined based on the occupant's position and posture, and the in-vehicle humidity level and vehicle speed are determined based on the in-vehicle environment and vehicle status. Based on the angle between the occupant's head and the air outlet, as well as the humidity level inside the vehicle and the vehicle's speed, the initial air volume and initial air outlet angle are corrected to obtain the corresponding target air volume and target air outlet angle.

[0165] In one possible implementation, module 403 is also used for: Based on the angle between the occupant's head and the air outlet, the initial air outlet angle is corrected to avoid blowing directly on the occupant's head, thus obtaining the target air outlet angle; The initial airflow is corrected based on the in-vehicle humidity level and the vehicle speed to obtain the target airflow.

[0166] In one possible implementation, module 403 is also used for: If the humidity level inside the vehicle is greater than a preset level, the initial airflow is increased; wherein the increase in the initial airflow is positively correlated with the humidity level inside the vehicle. Based on the vehicle's speed, the increased airflow is corrected to obtain the target airflow; wherein the degree of correction to the increased airflow is positively correlated with the vehicle's speed.

[0167] In one possible implementation, the occupant's physiological state includes a sleep state and a wakeful state, and the occupant's individual characteristics include the occupant's age group, body type, and clothing thickness; the acquisition module 401 is further configured to: For each occupant, acquire the occupant's image, corresponding seat pressure data, and environmental data; Based on the image, the pressure data, and the environmental data, the sleep confidence level of the occupant entering a sleep state is obtained, and the physiological state of the occupant is determined based on the sleep confidence level. The occupant's body contour data is obtained based on the image, and the occupant's body type is determined based on the body contour data or the pressure data. The clothing of the occupants in the image is identified to obtain the clothing category of the occupants, and the clothing thickness of the occupants is determined based on the clothing category; Age recognition is performed on the occupants in the image to determine their age range.

[0168] In one possible implementation, the control module 404 is also used for: Detect whether any localized areas of the body with abnormal temperature exist in each of the occupants; For occupants whose body areas exhibit abnormal temperatures, adjust the target air outlet angle in the target air conditioning parameters corresponding to that occupant to be directed towards the affected body area. Based on the adjusted target air conditioning parameters, the air conditioning in the area where the occupant is located is controlled, and after a preset time period, the air conditioning in the area where the occupant is located is controlled again based on the original target air conditioning parameters.

[0169] It should be noted that the information interaction and execution process between the above-mentioned devices / units are based on the same concept as the method embodiments of this application. For details on their specific functions and technical effects, please refer to the method embodiments section, and they will not be repeated here.

[0170] Figure 5 This is a schematic diagram of the structure of a vehicle provided in one embodiment of this application. Figure 5 As shown, the vehicle 500 in this embodiment includes a controller 510 and a memory 520, wherein the memory 520 stores a computer program 521 that can run on the controller 510. When the controller 510 executes the computer program 521, it implements the steps in any of the above method embodiments, for example... Figure 2 Steps 201 to 204 are shown. Alternatively, when the controller 510 executes the computer program 521, it implements the functions of each module / unit in the above-described device embodiments, for example... Figure 4 The functions of modules 401 to 404 are shown.

[0171] For example, computer program 521 may be divided into one or more modules / units, one or more of which are stored in memory 520 and executed by controller 510 to complete this application. The one or more modules / units may be a series of computer program instruction segments capable of performing specific functions, which describe the execution process of computer program 521 in vehicle 500.

[0172] Those skilled in the art will understand that Figure 5 This is merely an example of a vehicle and does not constitute a limitation on the vehicle. It may include more or fewer components than shown, or combinations of certain components, or different components, such as input / output devices, network access devices, buses, etc.

[0173] The controller 510 can be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or any conventional processor.

[0174] The memory 520 can be an internal storage unit of the vehicle, such as a hard drive or memory, or an external storage device, such as a plug-in hard drive, smart media card (SMC), secure digital (SD) card, flash card, etc. The memory 520 can also include both internal and external storage devices. The memory 520 is used to store computer programs and other programs and data required by the vehicle. The memory 520 can also be used to temporarily store data that has been output or will be output.

[0175] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is merely an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit. Furthermore, the specific names of the functional units and modules are only for easy differentiation and are not intended to limit the scope of protection of this application. The specific working process of the units and modules in the above system can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0176] An embodiment of this application also provides a computer-readable storage medium storing a computer program that, when executed by a controller, implements the above-described air conditioning control method.

[0177] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0178] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0179] In the embodiments provided in this application, it should be understood that the disclosed devices / vehicles and methods can be implemented in other ways. For example, the device / vehicle embodiments described above are merely illustrative. For instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the mutual coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0180] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0181] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0182] If the integrated module / unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, all or part of the processes in the methods of the above embodiments can also be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a controller, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include: any entity or device capable of carrying the computer program code, a recording medium, a USB flash drive, a portable hard drive, a magnetic disk, an optical disk, a computer memory, a read-only memory (ROM), a random access memory (RAM), an electrical carrier signal, a telecommunication signal, and a software distribution medium, etc.

[0183] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. An air conditioning control method, characterized in that, include: Acquire information on the physiological state of occupants, individual characteristics of occupants, occupant position and posture, as well as the in-vehicle environment and vehicle status; Based on the physiological state and individual characteristics of the occupants, the initial air conditioning parameters corresponding to each occupant in the vehicle are determined; Based on the occupant's position and posture, as well as the in-vehicle environment and vehicle status, the initial air conditioning parameters are corrected to obtain the target air conditioning parameters corresponding to each occupant. The air conditioning in the area where the occupants are located is controlled according to the target air conditioning parameters.

2. The air conditioning control method according to claim 1, characterized in that, The step of determining the initial air conditioning parameters for each passenger based on their physiological state and individual characteristics includes: Based on the individual characteristics of the occupants, the basic air conditioning parameters corresponding to each occupant are determined, and based on the physiological state of the occupants, it is determined whether each occupant in the vehicle is in a sleeping state. For occupants who are asleep, determine whether they are in a thermally comfortable state. If they are in a non-thermally comfortable state, adjust the corresponding basic air conditioning parameters according to the depth of their sleep and the type of non-thermally comfortable state to obtain the initial air conditioning parameters.

3. The air conditioning control method according to claim 2, characterized in that, The process of adjusting the corresponding basic air conditioning parameters based on the depth of sleep and the type of non-thermal comfort state to obtain initial air conditioning parameters includes: Based on the depth of the sleep state, determine the first air conditioning parameter adjustment amount, and based on the type of the non-thermal comfort state, determine the second air conditioning parameter adjustment amount; Based on the first air conditioning parameter adjustment amount, the second air conditioning parameter adjustment amount, and the adjustable range of the air conditioning parameters, the corresponding basic air conditioning parameters are adjusted to obtain the initial air conditioning parameters.

4. The air conditioning control method according to claim 2, characterized in that, The individual characteristics of the occupants include their age group, body type, and clothing thickness; The step of determining the basic air conditioning parameters corresponding to each passenger based on the individual characteristics of the passengers includes: Obtain the first correspondence between preset individual occupant characteristics and air conditioning parameters; Based on the age group, body type, and clothing thickness of the occupants, and in accordance with the first correspondence, the basic air conditioning parameters corresponding to each occupant are determined.

5. The air conditioning control method according to any one of claims 1 to 4, characterized in that, The air conditioning parameters include the air volume and air outlet angle of the air conditioner; The initial air conditioning parameters are corrected based on the occupant's position and posture, as well as the in-vehicle environment and vehicle status, to obtain the target air conditioning parameters for each occupant, including: For each occupant, the angle between the occupant's head and the air vent is determined based on the occupant's position and posture, and the in-vehicle humidity level and vehicle speed are determined based on the in-vehicle environment and vehicle status. Based on the angle between the occupant's head and the air outlet, as well as the humidity level inside the vehicle and the vehicle's speed, the initial air volume and initial air outlet angle are corrected to obtain the corresponding target air volume and target air outlet angle.

6. The air conditioning control method according to claim 5, characterized in that, The step of correcting the initial airflow and initial air outlet angle based on the angle between the occupant's head and the air outlet, the humidity level inside the vehicle, and the vehicle's speed, to obtain the corresponding target airflow and target air outlet angle, includes: Based on the angle between the occupant's head and the air outlet, the initial air outlet angle is corrected to avoid blowing directly on the occupant's head, thus obtaining the target air outlet angle; The initial airflow is corrected based on the in-vehicle humidity level and the vehicle speed to obtain the target airflow.

7. The air conditioning control method according to claim 6, characterized in that, The step of correcting the initial airflow based on the in-vehicle humidity level and the vehicle speed to obtain the target airflow includes: If the humidity level inside the vehicle is greater than a preset level, the initial airflow is increased; wherein the increase in the initial airflow is positively correlated with the humidity level inside the vehicle. Based on the vehicle's speed, the increased airflow is corrected to obtain the target airflow; wherein the degree of correction to the increased airflow is positively correlated with the vehicle's speed.

8. The air conditioning control method according to any one of claims 1 to 3, characterized in that, The physiological state of the occupants includes sleep and wakefulness, and the individual characteristics of the occupants include their age, body type, and clothing thickness. Obtain the physiological state and individual characteristics of the occupants inside the vehicle, including: For each occupant, acquire the occupant's image, corresponding seat pressure data, and environmental data; Based on the image, the pressure data, and the environmental data, the sleep confidence level of the occupant entering a sleep state is obtained, and the physiological state of the occupant is determined based on the sleep confidence level. The occupant's body contour data is obtained based on the image, and the occupant's body type is determined based on the body contour data or the pressure data. The clothing of the occupants in the image is identified to obtain the clothing category of the occupants, and the clothing thickness of the occupants is determined based on the clothing category; Age recognition is performed on the occupants in the image to determine their age range.

9. The air conditioning control method according to any one of claims 1 to 4, characterized in that, After controlling the air conditioning in the area where the occupants are located, the method further includes: Detect whether any localized areas of the body with abnormal temperature exist in each of the occupants; For occupants whose body areas exhibit abnormal temperatures, adjust the target air outlet angle in the target air conditioning parameters corresponding to that occupant to be directed towards the affected body area. Based on the adjusted target air conditioning parameters, the air conditioning in the area where the occupant is located is controlled, and after a preset time period, the air conditioning in the area where the occupant is located is controlled again based on the original target air conditioning parameters.

10. A vehicle comprising a memory and a controller, the memory storing a computer program executable on the controller, characterized in that, When the controller executes the computer program, it implements the air conditioning control method as described in any one of claims 1 to 9.

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