Split type vehicle-mounted air conditioner, vehicle-mounted air conditioner system and vehicle

Abstract

The invention relates to a split type vehicle-mounted air conditioner, a vehicle-mounted air conditioner system and a vehicle. The split type vehicle-mounted air conditioner comprises a first cavity, a first fan set arranged in the first cavity, a second cavity, a second fan set arranged in the second cavity, a first fresh air duct, a second fresh air duct and an inner circulation air duct. The first end of the first fresh air duct is connected with the exterior of the vehicle, the second end of the first fresh air duct is connected with an air inlet of the first cavity, a first air outlet of the first cavity is formed in the vehicle, and a second air outlet of the first cavity is formed in the exterior of the vehicle; the first end of the second fresh air duct is connected with the exterior of the vehicle, the second end of the second fresh air duct is connected with an air inlet of the second cavity, a third air outlet of the second cavity is formed in the vehicle, and a fourth air outlet of the second cavity is formed in the exterior of the vehicle; the first end of the internal circulation air duct is connected with the interior of the vehicle, and the second end of the internal circulation air duct is connected with the air inlet of the first cavity. By means of the method, the problem that the vehicle-mounted air conditioner of the vehicle occupies a large space in the vehicle can be solved.

Description

Technical Field

[0001] This application relates to the field of vehicle air conditioning, and in particular to split-type vehicle air conditioners, vehicle air conditioning systems, and vehicles. Background Technology

[0002] In-vehicle air conditioning is a core component that ensures the comfort of driving and riding in a vehicle. By precisely regulating the temperature inside the vehicle and optimizing air circulation, it creates a suitable in-vehicle environment for passengers, which is of great significance to improving the travel experience.

[0003] In traditional technology, vehicle air conditioning systems have internal and external air intakes, with a damper switching between them to select the air source: internal recirculation mode closes the airflow channels between the inside and outside of the vehicle, quickly maintaining the interior temperature and blocking external pollutants, while external recirculation mode introduces fresh air from outside, ensuring air circulation within the vehicle. After air enters either intake, it is sent into a chamber integrating the evaporator and heater core. A damper within this chamber regulates the mixing ratio of hot and cold air, achieving precise output of either cool or warm air. However, installing the components of the vehicle air conditioning system according to this airflow logic results in it occupying a significant amount of interior space. Summary of the Invention

[0004] In view of this, this application provides a split-type vehicle air conditioner, a vehicle air conditioning system, and a vehicle, in order to reduce the interior space occupied by the vehicle air conditioner.

[0005] Firstly, this embodiment provides a split-type vehicle air conditioner, which includes a first chamber, a first fan unit disposed within the first chamber, a second chamber, a second fan unit disposed within the second chamber, a first fresh air duct, a second fresh air duct, and an internal circulation duct; wherein,

[0006] The first end of the first fresh air duct is connected to the outside of the vehicle, the second end of the first fresh air duct is connected to the air inlet of the first chamber, the first air outlet of the first chamber is located inside the vehicle, and the second air outlet of the first chamber is located outside the vehicle.

[0007] The first end of the second fresh air duct is connected to the outside of the vehicle, the second end of the second fresh air duct is connected to the air inlet of the second chamber, the third air outlet of the second chamber is located inside the vehicle, and the fourth air outlet of the second chamber is located outside the vehicle.

[0008] The first end of the internal circulation air duct is connected to the vehicle interior, and the second end of the internal circulation air duct is connected to the air inlet of the first chamber.

[0009] Secondly, this embodiment provides a vehicle air conditioning system, which includes the split-type vehicle air conditioner described in the first aspect above.

[0010] Thirdly, this embodiment provides a vehicle that includes the split-type vehicle air conditioner described in the first aspect above.

[0011] The aforementioned split-type vehicle air conditioner, vehicle air conditioning system, and vehicle, by separating the first chamber and the second chamber, allow the first chamber and the second chamber to be equipped with corresponding fan units to perform different functions. Due to functional decoupling, the first chamber and the second chamber can be independently designed in terms of size and layout according to their specific functional requirements. Unlike traditional technologies, it does not require the simultaneous integration of the evaporator and the heating core in one chamber. This breaks the dependence of vehicle air conditioner installation on continuous large-size installation space. While optimizing the layout of the vehicle air conditioner in the vehicle, it avoids the redundant space generated by the traditional integrated design to accommodate two mutually exclusive functions, thereby reducing the space occupied by the air conditioner in the vehicle interior. Attached Figure Description

[0012] Figure 1 This is a structural block diagram of a first embodiment of a split-type vehicle air conditioner.

[0013] Figure 2 This is a schematic diagram of the structure of a second embodiment of a split-type vehicle air conditioner;

[0014] Figure 3 This is a schematic diagram of the structure of Embodiment 3 of the split-type vehicle air conditioner in one embodiment;

[0015] Figure 4 This is a schematic diagram illustrating the effect of the target damper opening position on the improvement of in-vehicle noise in one embodiment;

[0016] Figure 5 This is a flowchart of Embodiment 1 of the control device execution method;

[0017] Figure 6 This is a flowchart of Embodiment 2 of the control device execution method in one embodiment;

[0018] Figure 7 This is a flowchart of Embodiment 3 of the control device execution method in one embodiment. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0020] In one embodiment, such as Figure 1As shown, a structural schematic diagram of a split-type vehicle air conditioner embodiment is provided. The split-type vehicle air conditioner includes a first chamber, a first fan unit disposed in the first chamber, a second chamber, a second fan unit disposed in the second chamber, a first fresh air duct, a second fresh air duct, and an internal circulation duct.

[0021] The first end of the first fresh air duct is connected to the outside of the vehicle, and the second end of the first fresh air duct is connected to the air inlet of the first chamber. The first air outlet of the first chamber is located inside the vehicle, and the second air outlet of the first chamber is located outside the vehicle. Specifically, outside air is introduced into the first chamber through the first end of the first fresh air duct, allowing outside air to be output from the first chamber to the interior and / or exterior spaces of the vehicle. When the first fan unit is running, it increases the gas pressure, outputting the air introduced through the first fresh air duct to the interior and / or exterior of the vehicle.

[0022] The first end of the second fresh air duct is connected to the outside of the vehicle, the second end of the second fresh air duct is connected to the air inlet of the second chamber, the third air outlet of the second chamber is located inside the vehicle, and the fourth air outlet of the second chamber is located outside the vehicle. Similarly, outside air can be introduced into the second chamber through the first end of the second fresh air duct, thereby allowing outside air to be output from the second chamber to the interior and / or exterior spaces of the vehicle. Specifically, when the second fan unit is running, by increasing the gas pressure, the air input through the second fresh air duct is output to the interior and / or exterior of the vehicle.

[0023] The first end of the internal circulation duct connects to the vehicle interior, and the second end connects to the air inlet of the first chamber. The first end of the internal circulation duct receives air from inside the vehicle, while the second end outputs the air from inside the vehicle to the first chamber, from where it is then output back into the vehicle. When air entering through the internal circulation duct is output to the vehicle interior through the first air outlet, internal air circulation is achieved. When air entering through the first fresh air duct, or air entering through the second fresh air duct, is output to the outside of the vehicle, external air circulation is achieved. When air entering through the internal circulation duct and air entering through the first fresh air duct, or air entering through the internal circulation duct and air entering through the second fresh air duct, is simultaneously entered into the vehicle interior, mixed air circulation is achieved.

[0024] The first and second fan units have opposite functions. The first fan unit can be configured as a hot air unit, specifically including a fan and a condenser; the second fan unit can be configured as a cold air unit, specifically including a fan and an evaporator. In this case, the first fresh air duct corresponds to the hot air outlet, and the first chamber is used to achieve the heating function; the second fresh air duct corresponds to the cold air outlet, and the second chamber is used to achieve the cooling function.

[0025] Alternatively, the first fan unit can be configured as a cooling fan unit, specifically including a fan and an evaporator; the second fan unit can be configured as a hot fan unit, specifically including a fan and a condenser. In this case, the first fresh air duct corresponds to the cold air outlet, and the first chamber is used to achieve the cooling function; the second fresh air duct corresponds to the hot air outlet, and the second chamber is used to achieve the heating function.

[0026] In this embodiment, by separating the first chamber and the second chamber, the first chamber and the second chamber can be respectively configured with corresponding fan units to perform cooling and heating functions. By physically separating the cooling and heating functions, the first chamber and the second chamber can be independently designed in terms of size and position according to their functions. This breaks the dependence on continuous large-size installation space when installing vehicle air conditioners. While optimizing the layout of vehicle air conditioners in the vehicle, it avoids the redundant space generated by the traditional integrated design to take into account two mutually exclusive functions, thereby reducing the space occupied by the air conditioner in the vehicle.

[0027] In one embodiment, to control the output air volume, the first chamber may be provided with two air outlets respectively connected to the interior space and the exterior space of the vehicle, and the air volume output from the first chamber to the interior space and / or the exterior space is controlled by two different dampers. Specifically, the split-type vehicle air conditioner further includes: a first damper disposed at the first air outlet and a second damper disposed at the second air outlet; wherein, the first damper is used to adjust the air volume output from the air outlet of the first chamber to the interior of the vehicle; and the second damper is used to adjust the air volume output from the air outlet of the first chamber to the exterior of the vehicle.

[0028] Similarly, the second chamber can also be equipped with two air outlets connected to the interior and exterior spaces of the vehicle, respectively, and the air volume output from the second chamber to the interior and / or exterior spaces can be controlled by two different dampers. Specifically, the split-type vehicle air conditioner also includes: a third damper located at the third air outlet and a fourth damper located at the fourth air outlet. The third damper is used to regulate the air volume output from the air outlet of the second chamber to the interior of the vehicle; the fourth damper is used to regulate the air volume output from the air outlet of the second chamber to the exterior of the vehicle.

[0029] Thus, the first air damper can selectively direct airflow from the first chamber into the passenger compartment and adjust its airflow volume; the second air damper can selectively exhaust air from the first chamber to the outside environment and adjust its exhaust airflow volume. Similarly, the third air damper can selectively direct airflow from the second chamber into the vehicle, and the fourth air damper can selectively exhaust air from the second chamber to the outside environment; by independently or in conjunction with adjusting the opening of the above multiple air dampers, the split-type vehicle air conditioner can achieve various airflow distribution states.

[0030] In one embodiment, the split-type vehicle air conditioner further includes: a fifth damper disposed at the air inlet of the second chamber; wherein the fifth damper is used to adjust the air volume of the air inlet of the first chamber.

[0031] The fifth damper is located at the connection between the air inlet of the first chamber and the first fresh air duct and the internal circulation duct, which can regulate the air volume input into the first chamber from the first fresh air duct and the internal circulation duct.

[0032] For example, when the split-type vehicle air conditioner is operating in recirculation mode, the fifth air damper is configured to open the recirculation air duct and block the first fresh air duct. The air inlet of the first chamber only receives the recirculated air introduced from the first end of the recirculation air duct, and the first fresh air duct will not introduce fresh air into the first chamber.

[0033] When the split-type vehicle air conditioner is operating in non-recirculation mode: If it is in fresh air mode, the fifth air damper is configured to open the first fresh air duct and block the recirculation duct, ensuring that only fresh air introduced from the first end of the first fresh air duct enters the first chamber, effectively preventing recirculation air from backflowing or mixing into the first chamber; If it is in mixed mode, the fifth air damper is configured to open both the first fresh air duct and the recirculation duct simultaneously, and the air volume ratio of the first fresh air duct and the recirculation duct input to the first chamber can be changed by adjusting the opening of the fifth air damper.

[0034] In this embodiment, by setting a fifth air damper, precise isolation between fresh air and internal circulation airflow is achieved, improving the flexibility of switching between different circulation modes for the split-type vehicle air conditioner.

[0035] For example, Figure 2 A schematic diagram of a second embodiment of a split-type vehicle air conditioner is provided, as shown below. Figure 2 As shown, in order to improve the usable floor space of the passenger compartment, reduce energy consumption, and improve efficiency, this electric vehicle adopts a split-type air conditioning structure. The air conditioning unit has two blowers: a cooling blower and a heating blower. Specifically, the first fan unit includes a cooling blower and an evaporator, with the fresh air inlet of the cooling blower at the first end of the first fresh air duct; the second fan unit includes a heating blower and a condenser, with the fresh air inlet of the heating blower at the first end of the second fresh air duct; the internal circulation air vent is at the first end of the internal circulation duct; the passenger compartment corresponds to the interior space of the vehicle.

[0036] The first chamber controls the airflow to the passenger compartment via damper 1, and the airflow to the outside space via damper 2. The second chamber controls the airflow to the passenger compartment via damper 3, and the airflow to the outside space via damper 4. The air cooler is connected to the internal circulation duct and the fresh air damper; internal and external circulation can be controlled by different damper openings. Air entering through the air cooler's fresh air inlet and internal circulation inlet is output to the air inlet of the first chamber via damper 5. Figure 2By setting two fans to achieve a split-type air conditioning structure, the chamber for outputting cold air and the chamber for outputting hot air can be designed separately, reducing the area required for the first and second chambers. Furthermore, it makes it possible to place the first and second fans outside the passenger compartment, improving the compactness of the air conditioning structure design.

[0037] In one embodiment, the split-type vehicle air conditioner further includes a target damper disposed in the first fresh air duct; wherein the target damper is used to adjust the air intake volume at the first end of the first fresh air duct.

[0038] Figure 3 A structural schematic diagram of embodiment three of the split-type vehicle air conditioner is provided, as follows: Figure 3 As shown, when the target damper is opened, the fresh air introduced at the first end of the first fresh air duct will be mixed and input into the internal circulation duct.

[0039] When the fan noise excites the natural frequency of the air column inside the internal circulation duct, causing resonance of the air column inside the internal circulation duct, opening the target air damper to introduce fresh air can disrupt the air field of the internal circulation duct, avoid resonance inside the duct, and thus reduce the noise of the split-type vehicle air conditioner during operation.

[0040] It is understandable that the opening degrees of the first, second, third, fourth, and fifth air dampers, as well as the target air damper, can be adjusted according to user needs or the current vehicle air conditioning mode.

[0041] Based on the same inventive concept, this application also provides an in-vehicle air conditioning system relating to the above-described split-type in-vehicle air conditioner. The solution provided by this system is similar to the solution described in the above-described split-type in-vehicle air conditioner. Therefore, the specific limitations of one or more in-vehicle air conditioning system embodiments provided below can be found in the limitations of the split-type in-vehicle air conditioner above, and will not be repeated here.

[0042] In one embodiment, the vehicle air conditioning system further includes a split-type vehicle air conditioner, which includes a first chamber, a first fan unit disposed in the first chamber, a second chamber, a second fan unit disposed in the second chamber, a first fresh air duct, a second fresh air duct, and an internal circulation duct; wherein, a first end of the first fresh air duct is connected to the outside of the vehicle, a second end of the first fresh air duct is connected to the air inlet of the first chamber, a first air outlet of the first chamber is disposed inside the vehicle, and a second air outlet of the first chamber is disposed outside the vehicle; a first end of the second fresh air duct is connected to the outside of the vehicle, a second end of the second fresh air duct is connected to the air inlet of the second chamber, a third air outlet of the second chamber is disposed inside the vehicle, and a fourth air outlet of the second chamber is disposed outside the vehicle; a first end of the internal circulation duct is connected to the inside of the vehicle, and a second end of the internal circulation duct is connected to the air inlet of the first chamber.

[0043] Optionally, the vehicle air conditioning system may also include a control module that is communicatively connected to the first fan unit and the second fan unit in the split-type vehicle air conditioner to control the operating status of the first fan unit and the second fan unit.

[0044] Optionally, the vehicle air conditioner may also include a human-machine interface terminal, which is used to receive the user's setting command for the air conditioner's operating mode and display the current operating status.

[0045] In one embodiment, the split-type vehicle air conditioner in the vehicle air conditioning system further includes: a first damper disposed at a first air outlet, a second damper disposed at a second air outlet, a third damper disposed at a third air outlet, and a fourth damper disposed at a fourth air outlet; wherein, the first damper is used to regulate the air volume output from the air outlet of the first chamber to the vehicle interior; the second damper is used to regulate the air volume output from the air outlet of the first chamber to the outside of the vehicle; the third damper is used to regulate the air volume output from the air outlet of the second chamber to the vehicle interior; and the fourth damper is used to regulate the air volume output from the air outlet of the second chamber to the outside of the vehicle. Optionally, a control module is communicatively connected to the first damper, second damper, third damper, and fourth damper in the split-type vehicle air conditioner to control the opening degree of the aforementioned dampers.

[0046] Optionally, the split-type vehicle air conditioner further includes a fifth air damper disposed at the air inlet of the second chamber; wherein the fifth air damper is used to adjust the air volume of the air inlet of the first chamber. Optionally, a control module is communicatively connected to the fifth air damper in the split-type vehicle air conditioner to control the opening degree of the fifth air damper.

[0047] In this embodiment of the vehicle air conditioning system, by setting up the aforementioned split-type vehicle air conditioner, a flexible layout of the first and second chambers can be achieved, reducing the area occupied by the vehicle air conditioning system. However, changes in the chamber positions may require extending the internal recirculation return pipeline of the vehicle air conditioning system. Figure 2 Taking the split-type vehicle air conditioner applied to a capsule vehicle structure as an example, with an internal circulation duct length of 0.65m and two right-angle bends, and the vehicle air conditioner operating in internal circulation mode, turbulence may occur within the internal circulation duct. Specifically, when the first fan speed is 4000rpm, the noise from the first fan excites the natural frequency of the air column inside the internal circulation duct. When this frequency is close to the modal frequency of the duct's acoustic cavity, it causes resonance in the air column within the internal circulation duct. At this time, there is a 126Hz acoustic cavity mode in the driver's seat, and the booming sound is more noticeable on the driver's side. Passengers exposed to this environment for extended periods are prone to tinnitus and irritation.

[0048] Adding resonant cavities in the middle of the internal circulation duct and at the air intake position would further increase the space occupied by the vehicle's air conditioning system. In compact vehicle models, there may be insufficient space to accommodate the resonant cavities. Therefore, for the aforementioned vehicle air conditioning system, to balance low space occupation and low noise, in one embodiment, the split-type vehicle air conditioning system includes a target air damper located in the first fresh air duct, and the vehicle air conditioning system also includes control equipment.

[0049] Control equipment is used to obtain the vehicle operating status of the vehicle where the vehicle air conditioning system is located when the vehicle air conditioning is running in recirculation mode.

[0050] In the internal circulation mode, the airflow input through the internal circulation duct enters the first chamber via the first fan and is then circulated back to the vehicle interior. The acquired vehicle operating status includes the fan speed of the first fan unit, the vehicle's speed, and audio signals within the driver's cabin. Specifically, corresponding vehicle operating conditions can be acquired based on preset conditions. For ease of understanding, when the preset condition includes the fan speed of the first fan being greater than or equal to a preset speed, the acquired vehicle operating conditions include at least the current fan speed of the first fan unit; when the preset condition includes the vehicle's speed being less than or equal to a preset speed, the acquired vehicle operating conditions include at least the vehicle's speed. Taking the vehicle operating status including the fan speed of the first fan unit as an example, when the first fan unit is a cooling fan, it is determined whether the vehicle's air conditioning is operating in cooling internal circulation mode; if so, the fan speed of the first fan unit is acquired. When the first fan unit is a heating fan, it is determined whether the vehicle's air conditioning is operating in heating internal circulation mode; if so, the fan speed of the first fan unit is acquired.

[0051] The control device is also used to determine a first preset opening degree for changing the flow field of the internal circulation duct when the vehicle operating conditions meet preset conditions, and to adjust the opening degree of the target damper to the first preset opening degree.

[0052] The preset conditions are used to indicate that the split-type vehicle air conditioner in the vehicle air conditioning system is in operation and generating significant noise. The flow field refers to the air distribution within the internal circulation duct. Different opening degrees of the target damper result in different airflow volumes entering the internal circulation channel from the air inlet corresponding to the first fresh air duct: when the target damper opening is adjusted to the first preset opening degree, the internal circulation duct is affected by the airflow volume entering from the first fresh air duct, altering the flow field within the duct and disrupting the current cabin acoustic cavity mode, thus reducing noise. Optionally, the first preset opening degree used to change the flow field of the internal circulation duct can be obtained through experimentation, provided that the vehicle's operating conditions meet various preset conditions.

[0053] Understandably, when the vehicle's air conditioning is not running in recirculation mode, there is no need to perform the step of obtaining the vehicle's operating status. When the vehicle's air conditioning is running in recirculation mode, but the vehicle's operating conditions do not meet any preset conditions, the target air damper opening can be adjusted to close the air intake of the first fresh air duct, thereby reducing the energy consumption required for the vehicle's air conditioning to operate.

[0054] In this embodiment, by simultaneously setting two chambers, the space occupied by the vehicle air conditioner is reduced. Addressing the issue of increased noise caused by the excitation of the natural frequency of the air column inside the internal circulation duct due to the first fan operating at a speed greater than or equal to a preset speed in the internal circulation mode, the opening of the target damper in the first fresh air duct is adjusted to a first preset opening, reducing the noise during vehicle air conditioner operation. This solves the problem of vehicle air conditioners being unable to simultaneously achieve low space occupation and low noise. Furthermore, it eliminates the need to constantly open the fresh air damper to activate the fresh air mode, reducing vehicle operating energy consumption and quickly meeting the needs of mass production; the implementation cost of the vehicle air conditioning system is also relatively low.

[0055] In one possible implementation, the preset conditions include at least one of the following conditions: the fan speed of the first fan unit is greater than or equal to the preset speed, the vehicle speed is less than or equal to the preset speed, the peak value of the sound signal in the driver's cab of the vehicle is greater than or equal to the first threshold within the preset frequency range, and the semantic recognition result corresponding to the sound signal within the first time length conforms to the preset semantics.

[0056] In one embodiment, the preset condition includes the fan speed of the first fan unit being greater than or equal to a preset speed.

[0057] In cases where the internal circulation duct is relatively long, a higher fan speed in the first fan unit excites the natural frequency of the air column inside the internal circulation duct, thereby exciting the acoustic cavity mode of the carriage. The preset speed is the fan speed at which the acoustic cavity mode of the carriage is excited. Optionally, the preset speed for exciting the acoustic cavity mode of the carriage can be obtained experimentally by adjusting the fan speed.

[0058] In one embodiment, the preset condition includes the vehicle's speed being less than or equal to a preset speed.

[0059] Considering that vehicle air conditioning noise is more noticeable when the vehicle is parked or traveling at low speeds, and conversely, the interference of vehicle air conditioning noise with occupants is reduced, in order to reduce the implementation cost of air conditioning noise control, the vehicle's travel speed is used as a condition for determining whether to adjust the opening of the target air vent. For example, the noise generated by the vehicle at different travel speeds is acquired. When the noise generated by the vehicle while in motion is insufficient to mask the noise generated by the vehicle air conditioning, and the impact of the noise generated by the vehicle air conditioning on the occupants is significantly increased, the current vehicle speed is used as the preset speed.

[0060] In one embodiment, the preset condition includes that the peak value of the sound signal in the vehicle's cockpit is greater than or equal to a first threshold within a preset frequency range.

[0061] The preset frequency range is derived from the frequency characteristics of the noise generated by the vehicle's air conditioning system when it operates in recirculation mode. A first threshold is used to indicate that the frequency of the noise generated by the air conditioning system is too high, affecting the passenger experience; the value of the first threshold can be set according to needs. Since the actual noise level varies from vehicle to vehicle, by comparing the peak value of the sound signal within the preset frequency range in the cabin with the first threshold, it is determined whether the preset conditions are met, thereby accurately assessing the actual noise situation in the vehicle's cabin and optimizing the air conditioning noise accordingly, avoiding ineffective noise reduction.

[0062] Furthermore, a microphone can be installed above the driver to collect the first sound signal from the cockpit, improving the accuracy of the first sound signal acquisition. Depending on the requirements, the first sound signal acquisition device can also be installed in other locations within the vehicle, such as the vehicle's dashboard or below the cockpit; no restrictions are placed here. It is understood that if the peak value of the sound signal within the preset frequency range is less than a first threshold, the control module may not execute the step of adjusting the opening of the target damper to the first preset opening.

[0063] In addition to determining whether the target air damper needs adjustment based on the actual noise intensity generated by the vehicle's air conditioning, the system can also determine whether there is a need for noise adjustment based on the occupant's voice. Optionally, in one embodiment, the preset conditions include that the semantic recognition result corresponding to the sound signal within a first time period conforms to preset semantics.

[0064] The first time length can be statistically determined based on the duration of time when vehicle occupants report in-vehicle air conditioning noise issues after the vehicle's air conditioning has been running in recirculation mode. Optionally, sound signals are collected in the driver's cabin; within the first time length, if voice data conforming to preset semantics is extracted based on sound signals within the human voice frequency range, the opening of the target damper is adjusted to a first preset opening degree; if the voice data within the first time length does not conform to the preset semantics, the opening of the target damper is not adjusted. The human voice frequency range is a pre-specified frequency range. The preset semantics are pre-configured based on the natural language commonly used by vehicle occupants when reporting in-vehicle air conditioning noise issues.

[0065] Furthermore, considering that different people have different sensitivities to noise, if the objective noise level is determined to be low based on the peak value of the sound signal within a preset frequency range, then by identifying the sound signal within the human voice frequency range, it can be determined whether the user has a personalized noise adjustment need, thereby meeting the differentiated needs of different users. Specifically, if the peak value of the sound signal within the preset frequency range is less than a first threshold within a second time period, voice data is extracted based on the sound signal within the human voice frequency range. The second time period can be set according to requirements. For example, if the preset frequency range is 110-150Hz and the second time period is 30s, and the peak value of the first sound signal within the 110-150Hz range remains less than the first threshold within 30s, then the first sound signal within the preset frequency range of human voice is extracted.

[0066] This embodiment can identify the occupant's voice corresponding to the sound signal to make a personalized judgment on whether the current vehicle has a noise adjustment need, thereby improving the driving experience.

[0067] In one embodiment, the opening degree of the target damper can be determined based on multiple preset conditions. For example, when collecting sound signals from inside the cockpit; if the peak value of the sound signal within a preset frequency range is greater than or equal to a first threshold, and the fan speed of the first fan unit is greater than or equal to a preset speed, the opening degree of the target damper is adjusted to the first preset opening degree. As another example, if the vehicle speed is less than or equal to a preset speed, and the fan speed of the first fan unit is greater than or equal to a preset speed, the opening degree of the target damper is adjusted to the first preset opening degree, thus solving the problem of low-frequency rumbling noise when the air conditioner is on, and also achieving the effect of reducing the energy consumption required for air conditioning noise control.

[0068] It should be understood that the preset conditions selected in the control module can be combined and adjusted according to actual needs. The various combinations of preset conditions will not be elaborated here.

[0069] In one possible implementation, the control device is further configured to, after adjusting the opening of the target damper to a first preset opening, identify a target signal within a preset frequency range from the sound signals in the vehicle's cockpit, and adjust the opening of the target damper to a second preset opening if the peak value of the target signal is greater than or equal to a second threshold; wherein the second preset opening is greater than the first preset opening.

[0070] The second threshold is used to indicate that even after adjusting the opening of the first fan to the first preset opening, there is still a large amount of noise. The value of the second threshold can be set according to the requirements.

[0071] By setting a second threshold, it can be determined whether adjusting the target damper to the first preset opening can effectively reduce noise: if the peak value of the sound signal within the preset frequency range is greater than or equal to the second threshold, the noise reduction effect is not good, and the opening of the target damper is further increased to the second preset opening; if the peak value of the sound signal within the preset frequency range is less than the second threshold, and the fan speed of the first fan unit is less than the preset speed, it can be determined that the current noise is small and there is no need for noise adjustment, so the air inlet of the first fresh air duct can be closed by the target damper.

[0072] In one possible implementation, the control device is further configured to, after adjusting the opening of the target damper to a first preset opening, adjust the opening of the target damper when the fan speed of the first fan unit is lower than the preset speed, so as to close the air inlet of the first fresh air duct. Wherein, when the fan speed of the first fan unit decreases, the fan will no longer excite the natural frequency of the air column inside the internal circulation duct. By closing the air inlet of the first fresh air duct, the energy consumption required for the air conditioning noise control method can be reduced.

[0073] Figure 4 A schematic diagram is provided showing how the target damper opening position improves in-vehicle noise. Figure 4 The horizontal axis represents the first fresh air vent, with 45% to 53% representing the target damper opening. The vertical axis represents the noise level generated by the air conditioning system during operation. When the target damper opening is set to 45%, the air inlet of the first fresh air duct is blocked by the target damper baffle due to the damper structure, and the air inlet of the first fresh air duct is in a closed state. When the target damper opening is greater than 45%, the air inlet of the first fresh air duct is opened. The measured values ​​represent the in-vehicle noise at different damper openings; the difference is the difference between the measured noise value and the initial noise (noise when the target damper opening is set to 45%). Figure 4 It can be seen that as the opening of the target damper increases, the noise reduction effect increases, and eventually tends to level off.

[0074] In one embodiment, Figure 5 A flowchart of a method for controlling a device to perform an execution method is provided in Embodiment 1, as follows: Figure 5 As shown, it includes:

[0075] Step S501: Determine whether the current vehicle operating condition meets the preset conditions; if yes, proceed to step S502; if no, keep the target damper closed.

[0076] Step S502: Determine whether low-frequency booming sound needs to be optimized. If so, adjust the target damper opening; if not, keep the target damper closed.

[0077] The execution process of step S501 will be explained below. Figure 6A flowchart of a second embodiment of a control device execution method is provided, as follows: Figure 6 As shown, it includes:

[0078] Step S601: Obtain the vehicle's current speed, air conditioning mode, and fan speed of the first fan unit.

[0079] Step S602: Determine whether the following preset conditions are all met: current vehicle speed is less than or equal to 40 kph, air conditioning is in cooling recirculation mode, and fan speed is greater than or equal to 3000 rpm. If yes, it is determined that the low-frequency roaring sound needs to be optimized, and further, the opening of the target air damper can be adjusted; if not, proceed to step S603.

[0080] Step S603: Determine whether the current fan speed and air conditioning mode meet the vehicle's air conditioning control requirements. If not, determine that the air conditioning system is faulty and remind the user to go to the nearest service station for repair; if yes, keep the target air damper closed.

[0081] Here, 40kph is the preset vehicle speed, 3000rpm is the first rotational speed, and the first fan unit is a cooling fan unit. The preset vehicle speed and the first rotational speed can also be set to other values. When the first fan unit is configured as a heating fan unit, the air conditioning start mode in the preset conditions of step S602 can be modified to the heating internal circulation mode.

[0082] The following explains the process of judging and optimizing low-frequency roaring sound in step S502 and the subsequent damper adjustment process. Figure 7 A flowchart of embodiment three of the control device execution method is provided, such as Figure 7 As shown, it includes:

[0083] Step S701: Acquire sound signals through the voice microphone above the driver.

[0084] Step S702: Detect whether the peak value of the 110 to 150 Hz sound signal within 30 seconds is greater than or equal to the first threshold. If yes, proceed to step S704; otherwise, proceed to step S703.

[0085] Step S703: Activate the intelligent voice recognition system and identify whether the semantic recognition result corresponding to the sound signal within the first time period conforms to the preset semantics. If yes, proceed to step S704; otherwise, close the target air vent. Specifically, by identifying whether the semantic recognition result corresponding to the sound signal within the first time period conforms to the preset semantics, it can be determined whether the driver has complained about the noise from the vehicle's air conditioning.

[0086] Step S704: Open the target damper to 48%.

[0087] Step S705: Analyze whether the peak value of the sound signal from 110 to 150 Hz is greater than or equal to the second threshold. If yes, proceed to step S706; if no, proceed to step S707.

[0088] Step S706: Open the target damper to 52%.

[0089] Step S707: When the first fan speed is less than 3000 rpm, close the target damper.

[0090] The preset threshold range is 110 to 150 Hz; 48% is the first preset opening degree; and 52% is the second preset opening degree. The preset threshold range, the first preset opening degree, and the second preset opening degree can also be set to other values.

[0091] In this embodiment, when the driver turns on the air conditioning with the recirculation mode, the in-vehicle noise diagnostic system and intelligent voice recognition system are used to determine the driver's sensitivity to the low-frequency rumbling sound of the air conditioning. If the sensitivity exceeds a preset threshold, the target vent opening angle is adjusted to reduce the low-frequency rumbling sound. If the sensitivity does not exceed the preset threshold and the driver does not complain verbally, the logic of adjusting the target vent opening angle is not executed, thereby reducing air conditioning energy consumption. Simultaneously, this approach meets mass production requirements, minimizes the impact of noise control methods on overall vehicle energy consumption, and does not increase the space occupied by the in-vehicle air conditioning system.

[0092] Based on the same inventive concept, in one embodiment, a vehicle is also provided, which includes the split-type vehicle air conditioner described in the above embodiments.

[0093] Those skilled in the art will understand that all or part of the processes in the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium. When executed, the computer program can include the processes of the embodiments described above. Any references to memory, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, etc., and are not limited to these.

[0094] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0095] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. A split-type vehicle air conditioner, characterized in that, The split-type vehicle air conditioner includes a first chamber, a first fan unit disposed within the first chamber, a second chamber, a second fan unit disposed within the second chamber, a first fresh air duct, a second fresh air duct, and an internal circulation duct; wherein... The first end of the first fresh air duct is connected to the outside of the vehicle, the second end of the first fresh air duct is connected to the air inlet of the first chamber, the first air outlet of the first chamber is located inside the vehicle, and the second air outlet of the first chamber is located outside the vehicle. The first end of the second fresh air duct is connected to the outside of the vehicle, the second end of the second fresh air duct is connected to the air inlet of the second chamber, the third air outlet of the second chamber is located inside the vehicle, and the fourth air outlet of the second chamber is located outside the vehicle. The first end of the internal circulation air duct is connected to the vehicle interior, and the second end of the internal circulation air duct is connected to the air inlet of the first chamber.

2. The split-type vehicle air conditioner according to claim 1, characterized in that, The split-type vehicle air conditioner further includes: a first air damper disposed at the first air outlet, a second air damper disposed at the second air outlet, a third air damper disposed at the third air outlet, and a fourth air damper disposed at the fourth air outlet; wherein, The first damper is used to regulate the amount of air output from the air outlet of the first chamber to the vehicle interior; The second damper is used to adjust the amount of air output from the air outlet of the first chamber to the outside of the vehicle; The third damper is used to adjust the amount of air output from the air outlet of the second chamber to the vehicle interior; The fourth damper is used to adjust the amount of air output from the air outlet of the second chamber to the outside of the vehicle.

3. The split-type vehicle air conditioner according to claim 1, characterized in that, The split-type vehicle air conditioner further includes: a fifth air damper disposed at the air inlet of the second chamber; wherein, The fifth damper is used to adjust the airflow at the air inlet of the first chamber.

4. The split-type vehicle air conditioner according to any one of claims 1 to 3, characterized in that, The split-type vehicle air conditioner also includes a target air damper located in the first fresh air duct; wherein... The target damper is used to adjust the air intake volume at the first end of the first fresh air duct.

5. A vehicle air conditioning system, characterized in that, The vehicle air conditioning system includes the split-type vehicle air conditioner as described in any one of claims 1 to 4.

6. The vehicle air conditioning system according to claim 5, characterized in that, The split-type vehicle air conditioner includes a target air damper disposed in the first fresh air duct, and the vehicle air conditioning system also includes control equipment; wherein... The control device is used to obtain the vehicle operating status of the vehicle where the vehicle air conditioning system is located when the vehicle air conditioning is running in recirculation mode. The control device is further configured to, when the vehicle operating conditions meet preset conditions, determine a first preset opening degree for changing the flow field of the internal circulation duct, and adjust the opening degree of the target damper to the first preset opening degree.

7. The vehicle air conditioning system according to claim 6, characterized in that, The preset condition includes at least one of the following conditions: the fan speed of the first wind turbine is greater than or equal to the preset speed, the driving speed of the vehicle is less than or equal to the preset speed, the peak value of the sound signal in the driver's cab of the vehicle is greater than or equal to the first threshold within the preset frequency range, and the semantic recognition result corresponding to the sound signal within the first time length conforms to the preset semantics.

8. The vehicle air conditioning system according to claim 6 or 7, characterized in that, The control device is further configured to, after adjusting the opening of the target damper to a first preset opening, identify a target signal within a preset frequency range from the sound signal in the driver's cabin of the vehicle, and adjust the opening of the target damper to a second preset opening when the peak value of the target signal is greater than or equal to a second threshold; wherein the second preset opening is greater than the first preset opening.

9. The vehicle air conditioning system according to claim 6 or 7, characterized in that, The control device is further configured to, after adjusting the opening of the target damper to a first preset opening, adjust the opening of the target damper when the fan speed of the first fan unit is less than the preset speed, so as to close the air inlet of the first fresh air duct.

10. A vehicle, characterized in that, The vehicle includes a split-type vehicle air conditioner as described in any one of claims 1 to 4.

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