A method for emergency response and coordinated control of thermal environment in the cabin of new energy vehicles

Abstract

This invention belongs to the field of new energy vehicle safety control technology, specifically relating to a method for emergency response and coordinated thermal environment control in the cabin of a new energy vehicle. The method includes: after the vehicle is parked and locked, the cabin occupancy emergency response system enters a low-power sleep monitoring mode, maintaining only monitoring of occupant presence, cabin temperature and humidity, and remaining battery power; when occupant presence is detected, the system is awakened and enters full-power operation, establishing data interaction with the three-electric system (battery, motor, and electronic control system) via the vehicle's CAN bus; acquiring real-time remaining battery power and simultaneously collecting real-time cabin temperature; comparing the remaining battery power and real-time cabin temperature with corresponding preset thresholds to determine the battery level and temperature scenario; and executing a preset coordinated control strategy based on the combination of temperature scenario and battery level. This solves the problems of existing technologies lacking active thermal environment control capabilities and the inability to balance safety and energy consumption.

Description

Technical Field

[0001] This invention belongs to the field of new energy vehicle safety control technology, specifically relating to a method for emergency response and thermal environment coordination in the cabin of a new energy vehicle. Background Technology

[0002] With the widespread adoption of new energy vehicles, cabin safety issues after the vehicle is parked and locked are becoming increasingly prominent. When a new energy vehicle is parked, the residual heat generated by the power battery and motor can cause the temperature in the enclosed cabin to rise rapidly, while in low-temperature winter environments, the cabin temperature drops quickly. If children, the elderly, or other individuals are accidentally left inside the cabin, this extreme temperature fluctuation can easily lead to heatstroke, frostbite, or even life-threatening accidents. Furthermore, the compact size of the new energy vehicle cabin and the special requirement for the vehicle system to maintain low power consumption when parked present new challenges to cabin safety protection technology.

[0003] However, existing technologies for cabin safety in new energy vehicles still have significant shortcomings. Most current cabin safety technologies only possess basic occupant detection and early warning functions; that is, upon detecting occupant occupancy, they merely send an alarm to the owner, unable to proactively intervene and improve the thermal environment within the cabin. Furthermore, existing technologies lack data linkage capabilities with the three-electric system (battery, motor, and electronic control) of new energy vehicles, failing to formulate differentiated thermal control strategies based on key information such as remaining battery power and battery status. This makes it difficult to balance safety protection and energy consumption control when battery power is low. In addition, existing solutions generally lack effective low-power management logic when the vehicle is parked; prolonged operation of monitoring and control components can easily lead to battery depletion, failing to provide long-term, low-power continuous protection for cabin occupant safety in extreme high and low temperature environments. Therefore, there is an urgent need for an intelligent collaborative solution that organically combines cabin occupant detection, proactive thermal environment control, and overall vehicle energy consumption management. Summary of the Invention

[0004] Based on this, the purpose of the present invention is to provide a method for emergency response and coordinated control of thermal environment in the cabin of a new energy vehicle, so as to at least solve the shortcomings of the above-mentioned technology.

[0005] This invention proposes a method for emergency response and coordinated control of thermal environment in the cabin of new energy vehicles, comprising the following steps:

[0006] Step S1: After the vehicle completes parking and locking, the cabin occupancy emergency response system enters a low-power sleep monitoring mode, maintaining only low-power monitoring of cabin occupancy detection, cabin temperature and humidity, and remaining power battery charge.

[0007] Step S2: When it is detected that there are people left in the cabin, the cabin stagnation emergency response system is activated and enters full power operation state, and establishes data interaction with the power battery management system, motor controller and vehicle controller through the vehicle CAN bus;

[0008] Step S3: Obtain real-time power battery remaining charge data through the CAN bus, and simultaneously collect real-time temperature data inside the cabin;

[0009] Step S4: Compare the remaining power battery data and the real-time cabin temperature data with the corresponding preset thresholds to determine the current power level and temperature scenario;

[0010] Step S5: Based on the combination of the temperature scenario and the power level, execute a preset coordinated control strategy; wherein, at a high power level, execute a full power control strategy, and activate at least one of the following measures according to the temperature scenario: cabin ventilation, heat insulation components, micro-cooling, or micro-heating; at a low power level, execute a low-power emergency control strategy, restrict or shut down unnecessary thermal control components, and activate a multi-level safety alarm mechanism including in-vehicle audible and visual alarms and remote information push, so as to balance the energy consumption of the entire vehicle while ensuring the safety of stranded personnel.

[0011] Preferably, in step S1, the low-power sleep monitoring mode specifically refers to:

[0012] Power is turned off to the main control unit and non-essential thermal control components. Only the cabin occupant occupancy detection module, cabin temperature and humidity acquisition module, and power battery remaining power monitoring module are kept running in an intermittent sampling mode and maintained in a standby listening state via the CAN bus, waiting for a wake-up signal to trigger while reducing system power consumption.

[0013] Preferably, in step S2, the cabin stagnation emergency response system is activated and enters full-power operation, including:

[0014] When the cockpit occupant occupancy detection module detects that there are occupants lingering in the cockpit in a low-power state, it immediately sends a hardware wake-up signal to the main control unit.

[0015] After the main control unit is awakened, the functional modules in the control system switch from the sleep state to the full power operation state, and at the same time, the CAN bus switches from the standby monitoring mode to the full power data interaction mode.

[0016] Preferably, in step S4, the remaining power battery data and the real-time cabin temperature data are compared with corresponding preset thresholds to determine the current power level and temperature scenario, specifically including:

[0017] The real-time temperature data inside the cabin is compared with a preset temperature threshold. When the temperature is above 40°C, it is determined to be a high-temperature scenario; when the temperature is below 0°C, it is determined to be a low-temperature scenario; when the temperature is between 0°C and 40°C, it is determined to be a normal temperature scenario. The cabin stagnation emergency response system maintains the current state and does not activate active thermal environment control.

[0018] The remaining power battery data is compared with a preset safe power threshold. When the remaining power is higher than or equal to 20%, the current level is determined to be high power; when the remaining power is lower than 20%, the current level is determined to be low power.

[0019] Preferably, in step S5, a full power regulation strategy is executed at high power levels, and at least one of the following measures is activated according to the temperature scenario: cabin ventilation, heat insulation components, micro-cooling, or micro-heating, including:

[0020] When the temperature scenario is a high temperature scenario, the cabin ventilation system is activated to circulate air at a volume of 30-50 m³ / h, the roof and window heat insulation components are activated to block the conduction of external heat with a light blocking rate of not less than 90%, and a small amount of cooling assistance is activated to actively cool down with a power of not more than 1.2 kW.

[0021] When the temperature scenario is a low temperature scenario, the cabin ventilation openings are closed to reduce heat loss, and a small amount of auxiliary heating is activated to maintain basic cabin insulation with a power not exceeding 1.5kW.

[0022] Preferably, in step S5, a low-power emergency control strategy is implemented at low power levels to limit or shut down unnecessary thermal control components, including:

[0023] The system forcibly shuts down the micro-cooling and micro-heating functions and switches the cabin ventilation system from continuous operation mode to intermittent operation mode, running for 30 seconds every 3 minutes with an air volume of 20m³ / h, thereby reducing system power consumption while ensuring basic ventilation needs.

[0024] Preferably, in step S5, a multi-level safety alarm mechanism including in-vehicle audible and visual alarms and remote information push is activated, including:

[0025] The system triggers an in-vehicle buzzer with a volume of at least 85dB for an audible and visual alarm, pushes a warning message about people being stranded to a connected mobile app via the vehicle network, and activates the vehicle's external hazard lights to warn the surrounding environment.

[0026] Preferably, after executing the preset coordinated control strategy in step S5, the method further includes:

[0027] Continuously monitor the status of occupants in the cabin and the remaining power of the power battery;

[0028] When the system detects that the personnel's stranded state has been resolved, the cabin stranded emergency response system automatically exits the full-power operation state and returns to the low-power sleep monitoring mode;

[0029] When the remaining power of the power battery is detected to further decrease to the preset limit safety threshold of 10%, all thermal control components are forcibly shut down, and only the multi-level safety alarm function is retained until the stagnation state is lifted or the vehicle power is restored.

[0030] The present invention also proposes a readable storage medium storing a computer program, which, when executed by a processor, implements the above-mentioned method for emergency response and coordinated control of thermal environment in the cabin of a new energy vehicle.

[0031] The present invention also proposes a computer, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the above-mentioned method for emergency response and thermal environment coordination in the cabin of a new energy vehicle.

[0032] This invention discloses a method for emergency response and coordinated thermal environment control in the cabin of a new energy vehicle. After the vehicle is parked and locked, it automatically enters a low-power sleep monitoring mode, maintaining only intermittent sampling of personnel presence detection, cabin temperature, and battery charge. Upon detection of personnel presence, the system immediately wakes up and enters full-power operation, solving the problems of traditional solutions' inability to maintain long-term low-power operation and the risk of battery depletion. Real-time data interaction is established with the power battery management system, motor controller, and vehicle controller via the vehicle's CAN bus. Combining a two-dimensional hierarchical judgment of remaining battery charge and cabin temperature, a complete power control strategy including ventilation, heat insulation, and minor cooling or heating is implemented at high charge levels. At low charge levels, an emergency strategy restricting thermal control components and activating multi-level safety alarms is implemented, achieving an optimal balance between personnel safety and vehicle energy consumption. Simultaneously, by monitoring the presence and battery charge in real time, the system automatically resumes low-power mode after the presence is resolved. When the battery charge is nearing its limit, all thermal control components are forcibly shut down, retaining only the alarm function, forming a closed-loop control system from detection and control to state recovery. This solves the problems of existing technologies, such as the lack of active thermal environment control capabilities and the inability to balance safety and energy consumption. Attached Figure Description

[0033] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein:

[0034] Figure 1 A flowchart illustrating a method for coordinated control of emergency response and thermal environment in a new energy vehicle cabin occupancy according to an embodiment of the present invention;

[0035] Figure 2 This is a schematic diagram illustrating the two-way interaction logic between the vehicle powertrain core system and cabin monitoring data, provided in an embodiment of the present invention.

[0036] Figure 3 This is a logic block diagram of cabin stagnation emergency response and thermal environment coordinated control provided according to an embodiment of the present invention;

[0037] Figure 4 This is a schematic diagram of a low-power sleep-wake control process provided according to an embodiment of the present invention;

[0038] Figure 5 This is a schematic diagram of a computer structure provided according to an embodiment of the present invention. Detailed Implementation

[0039] To facilitate understanding of the present invention, a more complete description will be given below with reference to the accompanying drawings. Several embodiments of the invention are illustrated in the drawings. However, the invention can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete.

[0040] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein in the specification of this invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0041] The following description, with reference to the accompanying drawings, illustrates an embodiment of the present invention for emergency response and coordinated thermal environment control in a new energy vehicle cabin. Addressing the issue of lack of active thermal environment control capabilities mentioned in the background section, this invention provides a method for emergency response and coordinated thermal environment control in a new energy vehicle cabin. In this method, the vehicle automatically enters a low-power sleep monitoring mode after parking and locking, maintaining only intermittent sampling of personnel presence detection, cabin temperature, and battery charge. Upon detection of personnel presence, the system immediately wakes up and enters full-power operation, solving the problems of traditional solutions' inability to maintain long-term low-power operation and the potential for battery depletion. Furthermore, the method establishes connections with the power battery management system, motor controller, and vehicle control system via the vehicle's CAN bus. The system utilizes real-time data interaction with the controller, combined with a two-dimensional classification judgment based on remaining battery power and cabin temperature. At high battery levels, it executes a complete power regulation strategy including ventilation, heat insulation, and minor cooling or heating. At low battery levels, it implements an emergency strategy that limits thermal control components and activates multi-level safety alarms, achieving an optimal balance between the safety of stranded personnel and overall vehicle energy consumption. Simultaneously, by monitoring the stranded status and battery power in real time, it automatically resumes low-power mode after the stranding is resolved, and forcibly shuts down all thermal control components, retaining only the alarm function, when the battery is nearing its limit, forming a closed-loop control system from detection and regulation to status recovery. This solves the problems of existing technologies, such as the lack of active thermal environment regulation capabilities and the inability to balance safety and energy consumption.

[0042] Specifically, Figure 1 This is a flowchart illustrating a method for emergency response and coordinated control of thermal environment in a new energy vehicle cabin, as provided in an embodiment of the present invention.

[0043] Please see Figure 1 The method for emergency response and coordinated control of thermal environment in the cabin of a new energy vehicle includes the following steps:

[0044] In step S1, after the vehicle completes parking and locking, the cabin occupancy emergency response system enters a low-power sleep monitoring mode, maintaining only low-power monitoring of cabin occupancy detection, cabin temperature and humidity, and remaining battery power.

[0045] Among them, the low-power sleep monitoring mode refers to the cockpit stagnation emergency response system actively switching itself to a standby working mode characterized by ultra-low power consumption after confirming that the vehicle has entered the parking lock state and completed the initial self-check.

[0046] It is understood that this invention fundamentally restructures the system architecture's operational mechanism by automatically entering a low-power sleep monitoring mode after the vehicle is parked and locked. This transforms the traditional full-time, full-power standby mode into a dynamic working mechanism that triggers wake-up on demand. This mechanism allows the cabin emergency response system to consume only a minimal amount of electrical energy required for basic safety monitoring during the majority of the vehicle's lifespan when it is parked and not experiencing events. This solves the problem of chronic battery depletion and even vehicle start-up failure caused by continuous full-power operation in traditional cabin monitoring solutions. Simultaneously, this inherently low-power design provides the basic energy feasibility for the system to perform long-term, uninterrupted cabin safety monitoring in extreme high and low temperature environments, serving as a long-term energy foundation for all subsequent emergency control functions.

[0047] In this embodiment of the invention, step S1, the low-power sleep monitoring mode, specifically refers to:

[0048] Power is shut off to the main control unit and non-essential thermal control components. Only the cabin occupant occupancy detection module, cabin temperature and humidity acquisition module, and power battery remaining power monitoring module are kept running in an intermittent sampling mode and in a standby listening state via the CAN bus, waiting for a wake-up signal to trigger while reducing system power consumption.

[0049] Intermittent sampling refers to a rhythmic operating mode where monitoring modules do not continuously collect data, but instead periodically start sampling at preset time intervals, update the data, and immediately enter sleep mode. The main control unit and non-essential thermal control components are listed as power-off targets in this step because, during periods of no incident while parked, the cabin stagnation emergency response system does not need to perform complex logic calculations or thermal control outputs; shutting down these power-intensive loads maximizes energy savings. Maintaining a standby listening state for the CAN bus, rather than a complete power cut, is to maintain a minimally consuming signal path at the hardware level, ensuring that the wake-up signal is captured and transmitted to the main control unit immediately.

[0050] It is understood that the embodiments of the present invention achieve refined control of system power consumption by specifically designing the low-power sleep monitoring mode as an architecture that shuts down the main control unit and unnecessary thermal control components, retains only the core monitoring module to run intermittently, and coordinates with CAN bus standby monitoring. Shutting down the main control unit and unnecessary thermal control components can directly cut off the two loads with the largest power consumption in the system, eliminating unnecessary power consumption during parking from the source. Setting the cabin occupant occupant detection module, cabin temperature and humidity acquisition module, and power battery remaining power monitoring module to operate in an intermittent sampling mode further reduces the power consumption of the monitoring link compared to continuous sampling. At the same time, by reasonably setting the sampling interval, a balance is achieved between power consumption control and timely detection response. The design of the CAN bus maintaining a standby monitoring state allows the cabin occupant emergency response system to maintain a deep energy-saving state most of the time while still having the ability to instantly perceive occupant occupant events. Once a trigger signal is detected, the entire system can be quickly woken up to enter emergency response, achieving a high degree of unity between low-power standby and rapid wake-up response.

[0051] In step S2, when it is detected that there are people left in the cabin, the cabin occupancy emergency response system is activated and enters full power operation, and establishes data interaction with the power battery management system, motor controller and vehicle controller through the vehicle CAN bus.

[0052] In this context, full-power operation refers to the state where, after the cabin stagnation emergency response system is awakened from low-power sleep monitoring mode, the main control unit resumes normal power supply and regains overall system control. The cabin temperature and humidity acquisition module switches from intermittent sampling to continuous high-frequency sampling, the CAN bus switches from standby monitoring mode to full-power data interaction mode, and all functional modules are in a fully ready state to be scheduled and executed at any time. The power battery management system is responsible for providing battery status data such as remaining power and battery operating temperature; the motor controller is responsible for providing motor operating status and energy consumption data; and the vehicle controller is responsible for providing vehicle parking status and electronic control logic status data. Together, these three constitute the three-electric data sources required for the cabin stagnation emergency response system to make subsequent control decisions.

[0053] It is understood that, by detecting personnel lingering, this embodiment of the invention immediately wakes up the cabin lingering emergency response system from low-power sleep monitoring mode and switches it to full-power operation, achieving on-demand matching between system operating status and safety event requirements. When no personnel are lingering, the cabin lingering emergency response system operates in extremely low-power sleep standby mode. If a lingering incident occurs, the system can restore power supply and computing power to all functional modules in a very short time, providing complete hardware resource guarantees for executing complex emergency control procedures. Simultaneously, by establishing data interaction with the power battery management system, motor controller, and vehicle controller via the vehicle's CAN bus, the cabin lingering emergency response system possesses real-time data linkage capabilities with the core three-electric systems of new energy vehicles. This breaks down the barrier of traditional cabin safety devices relying solely on single cabin sensor data and unable to obtain vehicle energy status and power system information. This allows subsequent control decisions to comprehensively consider the key constraint of remaining battery power, thereby finding the optimal balance between safety protection and energy consumption management, avoiding the risk of battery over-discharge that may result from blindly activating high-power thermal control components without understanding the battery status.

[0054] In this embodiment of the invention, in step S2, the cabin stagnation emergency response system is activated and enters full-power operation, including:

[0055] When the cockpit occupant occupancy detection module detects that there are occupants lingering in the cockpit in a low-power state, it immediately sends a hardware wake-up signal to the main control unit.

[0056] After the main control unit is awakened, the functional modules in the control system switch from the hibernation state to the full-power operation state, and at the same time switch the CAN bus from the standby monitoring mode to the full-power data interaction mode.

[0057] Among them, the hardware wake-up signal refers to the level transition signal sent by the cabin crew loitering detection module to the main control unit through a dedicated signal line when it detects a loitering event. This signal does not need to be encapsulated and routed through the CAN bus protocol and can directly act on the wake-up pin of the main control unit with the shortest delay, performing hardware triggering with a microsecond-level response.

[0058] It should be noted that the full-power data interaction mode refers to the CAN bus switching from a low-power state during sleep period, where it only listens to specific wake-up frames, to a full-speed communication state where all nodes can actively send and receive data, in order to meet the needs of high-frequency, high-volume real-time data interaction between multiple systems.

[0059] Understandably, this embodiment of the invention bypasses the software polling delay of the CAN bus, which requires waiting for bus activity to wake up in standby listening mode, by triggering the main control unit with a hardware wake-up signal. This minimizes the switching time from sleep mode to full-power operation of the cabin stagnation emergency response system, providing a time margin for subsequent emergency control. Once the main control unit is woken up, it immediately switches all functional modules from sleep mode to full-power operation, ensuring that all functional modules are ready when the cabin stagnation emergency response system enters the emergency response phase, eliminating response delays caused by individual module wake-ups. Simultaneously, the CAN bus synchronously switches from standby listening mode to full-power data interaction mode, enabling the cabin stagnation emergency response system to immediately establish a bidirectional data channel with the power battery management system, motor controller, and vehicle controller. This allows for real-time acquisition of key three-electric data such as remaining battery power, battery temperature, and motor energy consumption, providing complete data support for subsequent dual-dimensional collaborative control decisions based on battery level and temperature scenarios.

[0060] In step S3, real-time power battery remaining charge data is obtained via CAN bus, and real-time cabin temperature data is collected simultaneously.

[0061] Among them, the remaining power battery charge data refers to the battery state-of-charge value estimated in real time by the power battery management system through the ampere-hour integration method combined with the open-circuit voltage calibration algorithm. It directly reflects the current available remaining power energy reserves of the power battery and is the core basis for the cabin stagnation emergency response system to judge the available energy consumption budget in subsequent control strategies.

[0062] It should be noted that the real-time cabin temperature data refers to the cabin air temperature value collected by the cabin temperature and humidity acquisition module after it is activated and switches to continuous high-frequency sampling mode. This data is used to accurately reflect the actual state of the current cabin thermal environment.

[0063] It is understood that this embodiment of the invention establishes a dual-dimensional perception capability by acquiring data on the remaining power battery charge and real-time temperature data within the cabin. Acquiring the remaining power battery charge data enables the cabin occupancy emergency response system to pre-assess the available energy consumption budget before initiating thermal regulation, providing a decision-making basis for finding the optimal balance between safety protection strength and vehicle energy consumption control. The synchronous acquisition of real-time cabin temperature data allows the cabin occupancy emergency response system to accurately perceive the degree of safety threat posed by the current cabin thermal environment to stranded personnel, avoiding delays in regulation due to missing or delayed temperature information. The synchronous acquisition of these two sets of data, rather than time-sharing acquisition, ensures that the power level judgment and temperature scenario judgment are based on the same time reference point, eliminating strategy matching deviations that may be caused by asynchronous data time, and laying a reliable data foundation for the accurate execution of subsequent dual-dimensional collaborative regulation.

[0064] In step S4, the remaining power battery data and the real-time temperature data inside the cabin are compared with the corresponding preset thresholds to determine the current power level and temperature scenario.

[0065] Among them, the battery level refers to the classification assessment made by the cabin stagnation emergency response system based on the range of the remaining power battery charge relative to the preset threshold to determine the adequacy of the current available energy consumption budget of the whole vehicle. It is the core constraint that determines the intensity and scope of the use of thermal control components in subsequent control strategies.

[0066] It should be noted that the temperature scenario refers to the qualitative judgment made by the cabin stagnation emergency response system based on the relationship between the real-time temperature inside the cabin and the safe temperature range for the human body, as to the type of safety threat posed by the current cabin thermal environment to the stranded personnel. It is the basic basis for determining the type and direction of activation of thermal control components in subsequent control strategies.

[0067] It is understood that this embodiment of the invention constructs a two-dimensional hierarchical judgment mechanism by comparing the remaining power battery charge data and the real-time cabin temperature data with corresponding preset thresholds. This enables the cabin stagnation emergency response system to dynamically match the most suitable control strategy based on different combinations of power and temperature conditions. This two-dimensional comparison and judgment design endows the cabin stagnation emergency response system with the ability to adapt its strategy to different combinations of operating conditions. At the same time, by replacing fuzzy manual judgment with a quantitative judgment method based on preset thresholds, the triggering conditions of the control strategy are made deterministic and reproducible, avoiding strategy execution chaos caused by unclear judgment criteria.

[0068] In this embodiment of the invention, step S4 involves comparing the remaining battery power data and the real-time cabin temperature data with corresponding preset thresholds to determine the current battery level and temperature scenario. Specifically, this includes:

[0069] The system compares the real-time temperature data inside the cabin with the preset temperature threshold. When the temperature is above 40°C, it is determined to be a high-temperature scenario; when the temperature is below 0°C, it is determined to be a low-temperature scenario; when the temperature is between 0°C and 40°C, it is determined to be a normal temperature scenario. The cabin stagnation emergency response system maintains the current state and does not activate active thermal environment control.

[0070] The remaining battery power data is compared with a preset safe power threshold. When the remaining power is higher than or equal to 20%, the current level is determined to be high power level; when the remaining power is lower than 20%, the current level is determined to be low power level.

[0071] The high-temperature threshold of 40℃ and the low-temperature threshold of 0℃ are set based on the limits of human thermal safety tolerance during prolonged exposure in a confined space. Environments above 40℃ can cause an irreversible rise in the core body temperature, leading to life-threatening conditions such as heatstroke. Environments below 0℃ significantly increase the risk of hypothermia. The safe charge threshold of 20% is based on the electrical characteristics of power batteries: below this charge level, not only does the usable output power begin to be limited, but continued deep discharge will accelerate battery aging and even cause irreversible damage.

[0072] It is understood that, by setting two explicit thresholds of 40℃ and 0℃ in the temperature dimension, the continuously changing cabin temperature parameters are discretized into three scenarios with practical safety significance: high temperature, normal temperature, and low temperature. This allows the cabin stagnation emergency response system to accurately identify the dangerous temperature range that truly requires active thermal environment control, while remaining silent and non-intervening within the normal range of 0℃ to 40℃. This avoids unnecessary energy consumption in unnecessarily situations and ensures timely response in truly dangerous situations. In terms of energy level, by using 20% ​​as the dividing line between high and low energy levels, the cabin stagnation emergency response system can accurately predict the sufficiency of the vehicle's available energy consumption before control is initiated. When the energy level is equal to or higher than 20%, there is an energy basis for performing a relatively complete thermal control action. When the energy level is lower than 20%, more stringent energy consumption constraints need to be considered in subsequent strategies, providing a quantitative grading basis for the implementation of the differentiated collaborative control strategy in step S5. The two judgment logics are parallel and independent, together forming a two-dimensional decision matrix for the subsequent collaborative control strategy.

[0073] In step S5, a preset coordinated control strategy is executed based on the combination of temperature scenario and power level. Specifically, a full power control strategy is executed under high power level, and at least one of the following measures is activated according to temperature scenario: cabin ventilation, heat insulation components, micro-cooling, or micro-heating. Under low power level, a low power emergency control strategy is executed, which restricts or shuts down unnecessary thermal control components and activates a multi-level safety alarm mechanism including in-vehicle audible and visual alarms and remote information push, so as to balance the energy consumption of the whole vehicle while ensuring the safety of stranded personnel.

[0074] Among them, the coordinated control strategy refers to the cabin stagnation emergency response system combining the temperature scenario judgment result and the power level judgment result, and then retrieving a complete set of thermal control and safety alarm linkage schemes from the preset strategy library.

[0075] It should be noted that the complete power regulation strategy means that when the remaining power battery charge is higher than the safe charge threshold, the cabin stagnation emergency response system can fully utilize all thermal regulation resources such as cabin ventilation, heat insulation, micro-cooling, and micro-heating, and perform targeted combination regulation according to the actual temperature scenario.

[0076] The low-power emergency control strategy refers to the cabin stagnation emergency response system actively limiting or shutting down unnecessary thermal control components when the remaining power battery charge is at or below the safe power threshold, and prioritizing the allocation of limited power to the safety alarm function.

[0077] A multi-level safety alarm mechanism refers to a multi-channel parallel alarm method that simultaneously triggers in-vehicle audible and visual alarms, pushes warning information to the owner's mobile terminal via the vehicle network, and activates the vehicle's external hazard lights.

[0078] By implementing a coordinated control strategy based on a combination of temperature scenarios and power levels, the cabin occupancy emergency response system can automatically match the most suitable response plan under completely different operating conditions. When power is sufficient, the system can fully utilize cabin thermal environment control resources. In high-temperature scenarios, it rapidly reduces the cabin temperature through the synergistic effect of ventilation, insulation, and cooling. In low-temperature scenarios, it maintains basic cabin insulation by closing vents and activating heating, maximizing the perceived safety of stranded personnel. When power is insufficient, the system proactively manages energy consumption, releasing electrical energy from the thermal control components to centrally supply the alarm function. This involves attracting attention from surrounding personnel through in-vehicle audible and visual alarms, notifying the owner via mobile devices, and alerting the outside world through vehicle hazard lights, forming a multi-level information transmission loop. This ensures that even under extremely limited energy conditions, the system can still facilitate the discovery and rescue of stranded personnel to the greatest extent possible. This strategic architecture achieves a fundamental dynamic balance between safety protection and energy management in the cabin occupancy emergency response system.

[0079] In this embodiment of the invention, step S5 involves executing a complete power regulation strategy at high power levels, and activating at least one of the following measures based on the temperature scenario: cabin ventilation, heat insulation components, micro-cooling, or micro-heating.

[0080] When the temperature scenario is high temperature, the cabin ventilation system is activated to circulate air at a volume of 30-50 m³ / h, the roof and window heat insulation components are activated to block the conduction of external heat with a light blocking rate of no less than 90%, and a small amount of cooling assistance is activated to actively cool down with a power of no more than 1.2 kW.

[0081] When the temperature scenario is low, close the cabin ventilation vents to reduce heat loss and activate a small amount of auxiliary heating to maintain basic cabin insulation with a power not exceeding 1.5kW.

[0082] In high-temperature scenarios, the cabin ventilation system operates at an air volume of 30-50 m³ / h. This air volume range is set based on the standard passenger car cabin volume and can complete a complete cabin air replacement within a few minutes, introducing relatively cool outside air into the cabin while expelling the hot air accumulated inside the cabin, thus forming effective convection cooling.

[0083] It should be noted that the roof and window heat insulation components block the conduction of external heat with a light-blocking rate of no less than 90%. Their function is to reduce the main heat gain path of solar radiation heat entering the cabin through the windows and roof from the source.

[0084] Micro-cooling assistance uses a power of no more than 1.2kW for active cooling. Its purpose is to supplement the removal of residual heat in the cabin after ventilation and insulation have already taken on most of the heat load reduction, rather than taking on the entire cooling task.

[0085] In low-temperature scenarios, closing the cabin vents is to prevent the limited amount of hot air inside the cabin from naturally escaping to the outside through the ventilation ducts, which is a passive insulation method that does not consume electricity.

[0086] The micro-heating auxiliary system maintains basic insulation of the cabin with a power of no more than 1.5kW. Its purpose is to provide basic heat supplementation using limited electrical energy to prevent the cabin temperature from dropping further to a level that endangers personnel safety.

[0087] Understandably, this invention employs a three-pronged approach of ventilation, insulation, and micro-cooling for synergistic cooling in high-temperature, high-power scenarios. This simultaneously addresses the cabin's thermal environment from three dimensions: convective heat dissipation, radiative heat blocking, and active cooling, creating a complementary, hierarchical cooling capability. This avoids the problem of insufficient cooling effect from a single measure in extreme high temperatures. The limitation of micro-cooling power to no more than 1.2kW clarifies its auxiliary role, improving the thermal environment while controlling energy consumption. In low-temperature, high-power scenarios, a combination of closed vents and micro-heating is used, combining passive insulation with active supplemental heating. The limitation of micro-heating power to no more than 1.5kW ensures that excessive energy consumption from full-power heating is avoided while maintaining basic insulation. This on-demand, controlled approach ensures that the cabin stagnation emergency response system maintains reasonable control over overall vehicle energy consumption while ensuring personnel safety.

[0088] In this embodiment of the invention, step S5 involves implementing a low-power emergency control strategy at low power levels, limiting or shutting down unnecessary thermal control components, including:

[0089] The system forcibly shuts down the micro-cooling and micro-heating functions and switches the cabin ventilation system from continuous operation mode to intermittent operation mode, running for 30 seconds every 3 minutes with an air volume of 20m³ / h, thereby reducing system power consumption while ensuring basic ventilation needs.

[0090] The forced shutdown of the micro-cooling and micro-heating functions is because, at low battery levels, the remaining usable charge of the power battery has dropped below the safe charge threshold. Continuing to maintain any active cooling or heating output will accelerate battery consumption, increasing the risk of deep battery depletion or even complete system failure. The cabin ventilation system is switched to an intermittent operation mode of 20 m³ / h for 30 seconds every 3 minutes. Even after stopping active temperature control, it retains basic air circulation, maintaining the oxygen concentration in the cabin through low-frequency fresh air replacement, while simultaneously reducing the average power consumption of the ventilation system.

[0091] Understandably, by forcibly shutting down and degrading the thermal control components at low power levels, the power consumption of the emergency response system for cabin occupants is reduced to the minimum necessary to maintain safety alarms and basic ventilation. This forced convergence mechanism prioritizes the allocation of extremely limited electrical energy to multi-level safety alarm functions, maximizing the duration of alarm signal transmission and increasing the chances of being discovered and rescued. Simultaneously, the intermittent ventilation mode minimizes the average energy consumption of the ventilation system while ensuring that the oxygen concentration inside the cabin does not continuously decrease due to the sealed environment, achieving a refined balance between safeguarding basic safety and minimizing energy consumption.

[0092] In this embodiment of the invention, step S5 involves activating a multi-level safety alarm mechanism that includes in-vehicle audible and visual alarms and remote information push notifications, including:

[0093] The system triggers an in-vehicle buzzer with a volume of at least 85dB for an audible and visual alarm, pushes a warning message about people being stranded to a connected mobile app via the vehicle network, and activates the vehicle's external hazard lights to warn the surrounding environment.

[0094] It is understood that this invention, through the construction of a multi-level safety alarm mechanism that integrates in-vehicle audible and visual alarms, mobile terminal push notifications, and external vehicle warnings, achieves multi-channel coverage for different distances and information recipients. The in-vehicle buzzer provides an audible and visual alarm at a volume of no less than 85dB, directly affecting the immediate vicinity of the vehicle and attracting the immediate attention of pedestrians in the parking lot. The vehicle network pushes warning information about stranded individuals to a linked mobile terminal APP, and the alarm is transmitted to the owner's mobile phone via a wireless network, ensuring the owner is immediately aware of the emergency situation in the cabin. Activating the vehicle's external hazard lights warns the surrounding environment, conveying information about a vehicle malfunction to other individuals. Even in extreme cases where the thermal control component stops working due to energy consumption limitations at low battery levels, the multi-level alarm mechanism can still operate continuously with extremely low power consumption, maximizing the probability of timely detection and assistance for stranded individuals.

[0095] In this embodiment of the invention, after executing the preset collaborative control strategy in step S5, the method further includes:

[0096] Continuously monitor the status of passengers inside the cabin and the remaining power of the power battery;

[0097] When the system detects that the personnel are no longer stranded, the cabin stranding emergency response system automatically exits full-power operation and returns to low-power sleep monitoring mode.

[0098] When the remaining power battery charge is detected to further decrease to the preset limit safety threshold of 10%, all thermal control components will be forcibly shut down, and only the multi-level safety alarm function will be retained until the stagnation state is lifted or the vehicle's power is restored.

[0099] The 10% limit safety threshold refers to the point at which the remaining power of the battery drops to a deep discharge range during continuous consumption. If the battery continues to discharge with a large current, it may cause irreversible and permanent damage to the battery. Therefore, this threshold is the critical point that triggers the cabin stagnation emergency response system to activate the final energy consumption backup strategy.

[0100] It is understood that, by setting up a continuous monitoring and state recovery mechanism after the execution of the coordinated control strategy, the embodiments of the present invention enable the cabin occupancy emergency response system to form a complete closed-loop control link from hibernation standby, wake-up response, hierarchical control to state recovery. When the occupancy status is detected to be resolved, the cabin occupancy emergency response system automatically exits the full-power operation state and restores to the low-power hibernation monitoring mode, allowing the system to return to a long-term energy-saving standby state, preparing for the next possible occupancy event and avoiding unnecessary energy waste caused by continuing full-power operation after the event ends. When the remaining power of the power battery continues to be consumed to the extreme safety threshold of 10% during the low-power emergency control process, the cabin occupancy emergency response system executes the final energy consumption fallback strategy, forcibly shutting down all thermal control components, including intermittent ventilation, and concentrating all remaining power to supply the multi-level safety alarm function. This ensures that the cabin occupancy emergency response system will not completely lose its safety protection function due to power depletion under any power condition, providing reliable end-point protection for the cabin occupancy safety of new energy vehicles under extreme operating conditions.

[0101] This invention proposes a method for emergency response and coordinated thermal environment control in the cabin of a new energy vehicle. After the vehicle is parked and locked, it automatically enters a low-power sleep monitoring mode, maintaining only intermittent sampling of personnel presence detection, cabin temperature, and battery charge. Upon detection of personnel presence, the system immediately wakes up and enters full-power operation, solving the problems of traditional solutions' inability to maintain long-term low-power operation and the risk of battery depletion. Real-time data interaction is established with the power battery management system, motor controller, and vehicle controller via the vehicle's CAN bus. Combining a two-dimensional hierarchical judgment of remaining battery charge and cabin temperature, a complete power control strategy including ventilation, heat insulation, and minor cooling or heating is implemented at high charge levels. At low charge levels, an emergency strategy restricting thermal control components and activating multi-level safety alarms is implemented, achieving an optimal balance between personnel safety and vehicle energy consumption. Simultaneously, by real-time monitoring of the presence status and battery charge, the system automatically resumes low-power mode after the presence is resolved. When the battery charge is nearing its limit, all thermal control components are forcibly shut down, retaining only the alarm function, forming a closed-loop control system from detection and control to state recovery. This solves the problems of existing technologies, such as the lack of active thermal environment control capabilities and the inability to balance safety and energy consumption.

[0102] The following will illustrate a method for emergency response and coordinated control of thermal environment in a new energy vehicle cabin occupancy situation through a specific embodiment, including:

[0103] A pure electric SUV was parked in an open-air parking lot on a summer afternoon. After the driver locked the vehicle, they left. Upon confirming the vehicle was in the locked parking state, the cabin occupant emergency response system first completed an initial self-check, confirming that the cabin occupant detection module, cabin temperature and humidity acquisition module, and power battery remaining power monitoring module were all in normal standby mode. It then automatically entered a low-power sleep monitoring mode. In this mode, the system's main control unit and thermal control components such as cabin ventilation, micro-cooling, and micro-heating were all powered off and put into sleep mode. Only the cabin occupant detection module continuously acquired state-of-charge data from the battery management system via infrared sensing, the cabin temperature and humidity acquisition module every 30 seconds, and the power battery remaining power monitoring module via the CAN bus standby mode. At this time, the ambient temperature was approximately 37°C, and solar radiation was strong. However, in the low-power sleep monitoring mode, the overall standby power consumption of the system was controlled to the level of a few watts, and the power battery power was almost unaffected.

[0104] Approximately two minutes after the vehicle was locked, the occupant occupancy detection module, during another intermittent sampling cycle as per its preset schedule, detected a heat source signal in the rear child safety seat area using infrared thermal imaging. This signal highly matched human body temperature characteristics. Comparison with data from the previous sampling cycle confirmed a new target, and the system determined that occupants were lingering in the cabin. The occupant occupancy detection module immediately sent a level-change wake-up signal to the main control unit via a dedicated hardware signal line. Within milliseconds of receiving the wake-up signal, the main control unit powered on and started up, then uniformly switched all functional modules within the system from sleep mode to full-power operation. Simultaneously, the CAN bus was switched from a standby mode that only listened for wake-up frames to a full-power data interaction mode where each node could actively send and receive data. Figure 2 As shown, a complete two-way interactive link between the three-electric system data and the cabin monitoring data has been established. The power battery management system outputs the current remaining battery power and battery temperature data to the bus, the motor controller outputs the motor operating status data, the vehicle controller outputs the parking status and electronic control logic data, and the cabin monitoring module synchronously outputs the personnel lingering signal and cabin environment data. The main control unit receives and integrates all multi-source data through the CAN bus hub, providing a complete information foundation for subsequent control decisions.

[0105] Under full-power operation, the system obtains the current remaining battery charge of 68% from the power battery management system via the CAN bus. Simultaneously, the cabin temperature and humidity acquisition module switches from intermittent sampling every 30 seconds to continuous high-frequency sampling every 5 seconds, and the real-time cabin temperature has risen to 44℃. Figure 3 As shown, the system then enters a two-dimensional core judgment phase. In the first level of power level judgment, 68% of the remaining power is higher than the preset 20% safe power threshold, and the system determines that the current power level is high, with sufficient available energy consumption budget. In the second level of temperature scenario judgment, the cabin temperature of 44℃ has significantly exceeded the preset 40℃ high temperature threshold, and the system determines that the current situation is a high temperature scenario, and the cabin thermal environment poses a thermal safety threat to the stranded personnel, requiring immediate activation of active cooling control.

[0106] Based on the combined judgment of high power level and high temperature scenario, the system retrieves the high-temperature protection scheme from the complete power control strategy in the preset strategy library and executes it immediately. The cabin ventilation system is activated first, introducing relatively cool outside air into the cabin at a volume of approximately 45 m³ / h, while simultaneously expelling the accumulated hot air in the cabin through the exhaust vents at the rear bumper, establishing a continuous convection cooling channel. The electric sunroof and the electric sunshades of the four doors are activated and deployed simultaneously, with heat-insulating curtains with a light-blocking rate of no less than 90% completely covering the light-transmitting surfaces of each glass, blocking the further input of solar radiation heat into the cabin from the source. The micro-cooling auxiliary system starts operating at a power of approximately 0.9 kW to supplement and actively remove residual heat that has not been completely eliminated by ventilation and heat insulation measures. Under the synergistic effect of the above three measures, the cabin temperature gradually drops from 44°C to about 36°C within about ten minutes, and continues to slowly decline, creating a cabin environment away from the heat danger zone for the stranded child.

[0107] During the continuous execution of emergency control measures, the cabin stagnation emergency response system simultaneously monitors the stagnation status of personnel in the cabin and the remaining power battery charge. Assuming another operating condition in this embodiment, the same vehicle is in a winter night with an ambient temperature of -5°C, and the initial remaining power battery charge is only 15%. When the system performs the first level of charge assessment, it determines the charge level as low because 15% is below the 20% safety charge threshold; when performing the second level of temperature scenario assessment, it determines the scenario as low temperature because -5°C is below the 0°C low temperature threshold. Based on the combined assessment results of the low charge level and the low temperature scenario, the system executes a low-power emergency control strategy, forcibly shutting down the micro-cooling and micro-heating functions, switching the cabin ventilation system from continuous operation mode to intermittent operation mode, maintaining basic air circulation by running for 30 seconds every 3 minutes at an airflow of 20 m³ / h to prevent a continuous decrease in oxygen concentration in the enclosed cabin, while reducing the average power consumption of the ventilation system to about one-tenth of that in continuous operation mode, minimizing unnecessary energy consumption. Simultaneously, the system activates a multi-level safety alarm mechanism: the in-vehicle buzzer emits an intermittent alarm at a volume exceeding 85dB, while the red warning light on the dashboard flashes synchronously; the vehicle networking module pushes an emergency warning message about passengers being stranded in the cabin to the owner's mobile app via the 4G network, along with the vehicle's location coordinates; and the vehicle's exterior front and rear hazard lights automatically activate, transmitting abnormal vehicle information to people in the surrounding parking lot using internationally recognized emergency visual signals. These three alarm methods, ranging from near to far in physical distance, from nearby pedestrians to remote vehicle owners in terms of recipients, and covering sound, light, and electricity in terms of signal format, form a complementary, three-dimensional alarm network.

[0108] like Figure 4As shown, the system continuously monitors and assesses the status during the control process. When it detects that the vehicle door has been remotely unlocked by the owner or that on-site personnel have opened the door, or when the passenger cabin occupancy detection module confirms that there are no people in the cabin, the system automatically exits full-power operation, shuts down all activated thermal control components and alarm devices, and returns to low-power sleep monitoring mode, re-entering long-term energy-saving standby mode. If the occupancy status remains unresolved, and the remaining power battery charge continues to be consumed to the 10% safety threshold during low-power emergency control, the system executes a final energy consumption fallback strategy, forcibly shutting down all thermal control components, including intermittent ventilation, and concentrating all remaining power on the buzzer, warning lights, and vehicle network communication module, providing a final line of defense for the safety of the occupants until the battery is completely depleted or external rescue forces arrive.

[0109] In summary, this invention automatically switches to a low-power sleep monitoring mode after the vehicle is parked and locked, replacing continuous operation with intermittent sampling. During periods without events, system energy consumption is reduced to a negligible level, fundamentally eliminating the risk of chronic battery depletion caused by continuous full-power operation in traditional solutions. Upon detecting occupancy, the system can switch from sleep mode to full-function operation in a very short time via hardware wake-up signals and a CAN bus mode switching mechanism, simultaneously establishing real-time data interaction with the three-electric system (battery, motor, and electronic control system). This provides complete energy status and cabin environment data for subsequent control decisions. Based on a dual-dimensional collaborative judgment mechanism of battery level and temperature scenario, the system can actively intervene by fully utilizing all thermal control resources such as ventilation, insulation, and micro-cooling or heating when the battery is high, while automatically converging energy consumption and prioritizing the continuous operation of multi-level safety alarm functions when the battery is low, achieving a dynamic balance between safety protection strength and overall vehicle energy consumption control. Through an automatic status recovery mechanism after the stranded personnel are released and a fallback strategy when the power is nearing its limit, the system constructs a complete closed loop from monitoring and early warning, emergency control, alarm and rescue to status recovery, ensuring that the ability to protect stranded personnel is never completely lost under any power conditions.

[0110] This invention also proposes a computer, please refer to [link / reference]. Figure 5 The diagram shown is a schematic of the computer structure in an embodiment of the present invention, including a memory 10, a processor 20, and a computer program 30 stored on the memory 10 and capable of running on the processor 20. When the processor 20 executes the computer program 30, it implements the above-mentioned method for emergency response to cabin confinement and coordinated control of thermal environment in a new energy vehicle.

[0111] The memory 10 includes at least one type of readable storage medium, including flash memory, hard disk, multimedia card, card-type memory (e.g., SD or DX memory), magnetic memory, magnetic disk, optical disk, etc. In some embodiments, the memory 10 can be an internal storage unit of a computer, such as the computer's hard disk. In other embodiments, the memory 10 can be an external storage device, such as a plug-in hard disk, a SmartMediaCard (SMC), a Secure Digital (SD) card, a FlashCard, etc. Furthermore, the memory 10 can include both internal and external storage units of the computer. The memory 10 can be used not only to store application software and various types of data installed on the computer, but also to temporarily store data that has been output or will be output.

[0112] In some embodiments, the processor 20 may be an electronic control unit (ECU, also known as a vehicle computer), a central processing unit (CPU), a controller, a microcontroller, a microprocessor, or other data processing chip, used to run program code stored in the memory 10 or process data, such as executing access restriction programs.

[0113] It should be pointed out that, Figure 5 The structure shown does not constitute a limitation on the computer. In other embodiments, the computer may include fewer or more components than shown, or combine certain components, or have different component arrangements.

[0114] This invention also proposes a readable storage medium storing a computer program that, when executed by a processor, implements the above-described method for emergency response and coordinated control of thermal environment in a new energy vehicle cabin.

[0115] Those skilled in the art will understand that the logic and / or steps represented in the flowcharts or otherwise described herein, for example, can be considered as a ordered list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can mean any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device.

[0116] More specific examples (a non-exhaustive list) of computer-readable media include: electrical connections (electronic devices) having one or more wires, portable computer disk drives (magnetic devices), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Furthermore, computer-readable media can even be paper or other suitable media on which programs can be printed, because programs can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in computer memory.

[0117] It should be understood that various parts of the present invention can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0118] 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.

[0119] The above embodiments merely illustrate several implementation methods of the present invention, and their descriptions are relatively specific and detailed, but they should not be construed as limiting the scope of the invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these all fall within the protection scope of the present invention. Therefore, the protection scope of the present invention should be determined by the appended claims.

Claims

1. A method for emergency response and coordinated control of thermal environment in the cabin of a new energy vehicle, characterized in that, include: Step S1: After the vehicle completes parking and locking, the cabin occupancy emergency response system enters a low-power sleep monitoring mode, maintaining only low-power monitoring of cabin occupancy detection, cabin temperature and humidity, and remaining power battery charge. Step S2: When it is detected that there are people left in the cabin, the cabin stagnation emergency response system is activated and enters full power operation state, and establishes data interaction with the power battery management system, motor controller and vehicle controller through the vehicle CAN bus; Step S3: Obtain real-time power battery remaining charge data through the CAN bus, and simultaneously collect real-time temperature data inside the cabin; Step S4: Compare the remaining power battery data and the real-time cabin temperature data with the corresponding preset thresholds to determine the current power level and temperature scenario; Step S5: Based on the combination of the temperature scenario and the power level, execute a preset coordinated control strategy; wherein, at a high power level, execute a full power control strategy, and activate at least one of the following measures according to the temperature scenario: cabin ventilation, heat insulation components, micro-cooling, or micro-heating; at a low power level, execute a low-power emergency control strategy, restrict or shut down unnecessary thermal control components, and activate a multi-level safety alarm mechanism including in-vehicle audible and visual alarms and remote information push, so as to balance the energy consumption of the entire vehicle while ensuring the safety of stranded personnel.

2. The method for emergency response and coordinated control of thermal environment in the cabin of a new energy vehicle according to claim 1, characterized in that, In step S1, the low-power sleep monitoring mode specifically refers to: Power is turned off to the main control unit and non-essential thermal control components. Only the cabin occupant occupancy detection module, cabin temperature and humidity acquisition module, and power battery remaining power monitoring module are kept running in an intermittent sampling mode and maintained in a standby listening state via the CAN bus, waiting for a wake-up signal to trigger while reducing system power consumption.

3. The method for emergency response and coordinated control of thermal environment in the cabin of a new energy vehicle according to claim 1, characterized in that, In step S2, the cabin stagnation emergency response system is activated and enters full-power operation, including: When the cockpit occupant occupancy detection module detects that there are occupants lingering in the cockpit in a low-power state, it immediately sends a hardware wake-up signal to the main control unit. After the main control unit is awakened, the functional modules in the control system switch from the sleep state to the full power operation state, and at the same time, the CAN bus switches from the standby monitoring mode to the full power data interaction mode.

4. The method for emergency response and coordinated control of thermal environment in the cabin of a new energy vehicle according to claim 1, characterized in that, In step S4, the remaining power battery data and the real-time cabin temperature data are compared with corresponding preset thresholds to determine the current power level and temperature scenario, specifically including: The real-time temperature data inside the cabin is compared with a preset temperature threshold. When the temperature is above 40°C, it is determined to be a high-temperature scenario; when the temperature is below 0°C, it is determined to be a low-temperature scenario; when the temperature is between 0°C and 40°C, it is determined to be a normal temperature scenario. The cabin stagnation emergency response system maintains the current state and does not activate active thermal environment control. The remaining power battery data is compared with a preset safe power threshold. When the remaining power is higher than or equal to 20%, the current level is determined to be high power; when the remaining power is lower than 20%, the current level is determined to be low power.

5. The method for emergency response and coordinated control of thermal environment in the cabin of a new energy vehicle according to claim 1, characterized in that, In step S5, a full power regulation strategy is executed at high power levels, and at least one of the following measures is activated according to the temperature scenario: cabin ventilation, heat insulation components, micro-cooling, or micro-heating, including: When the temperature scenario is a high temperature scenario, the cabin ventilation system is activated to circulate air at a volume of 30-50 m³ / h, the roof and window heat insulation components are activated to block the conduction of external heat with a light blocking rate of not less than 90%, and a small amount of cooling assistance is activated to actively cool down with a power of not more than 1.2 kW. When the temperature scenario is a low temperature scenario, the cabin ventilation openings are closed to reduce heat loss, and a small amount of auxiliary heating is activated to maintain basic cabin insulation with a power not exceeding 1.5kW.

6. The method for emergency response and coordinated control of thermal environment in the cabin of a new energy vehicle according to claim 1, characterized in that, In step S5, a low-power emergency control strategy is implemented at low power levels to limit or shut down unnecessary thermal control components, including: The system forcibly shuts down the micro-cooling and micro-heating functions and switches the cabin ventilation system from continuous operation mode to intermittent operation mode, running for 30 seconds every 3 minutes with an air volume of 20m³ / h, thereby reducing system power consumption while ensuring basic ventilation needs.

7. The method for emergency response and coordinated control of thermal environment in the cabin of a new energy vehicle according to claim 1, characterized in that, In step S5, a multi-level safety alarm mechanism is activated, including in-vehicle audible and visual alarms and remote information push notifications, including: The system triggers an in-vehicle buzzer with a volume of at least 85dB for an audible and visual alarm, pushes a warning message about people being stranded to a connected mobile app via the vehicle network, and activates the vehicle's external hazard lights to warn the surrounding environment.

8. The method for emergency response and coordinated control of thermal environment in the cabin of a new energy vehicle according to claim 1, characterized in that, After executing the preset coordinated control strategy in step S5, the following steps are also included: Continuously monitor the status of occupants in the cabin and the remaining power of the power battery; When the system detects that the personnel's stranded state has been resolved, the cabin stranded emergency response system automatically exits the full-power operation state and returns to the low-power sleep monitoring mode; When the remaining power of the power battery is detected to further decrease to the preset limit safety threshold of 10%, all thermal control components are forcibly shut down, and only the multi-level safety alarm function is retained until the stagnation state is lifted or the vehicle power is restored.

9. A readable storage medium having a computer program stored thereon, characterized in that, When executed by the processor, the program implements a method for emergency response and thermal environment coordination for cabin confinement in new energy vehicles as described in any one of claims 1 to 8.

10. A computer comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements a method for emergency response and thermal environment coordination for cabin confinement in new energy vehicles as described in any one of claims 1 to 8.

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