Vehicle-mounted laminated photovoltaic constant temperature control method and system

Abstract

The present application relates to new energy vehicle and vehicle-mounted photovoltaic application technical field, specifically relates to a kind of vehicle-mounted laminated photovoltaic constant temperature control method and system, system includes vehicle-mounted Si / perovskite laminated photovoltaic power generation module, energy storage battery, constant temperature environment control module, sensor group and energy management control unit.When vehicle is parked and energy storage battery state of charge reaches full charge threshold, control unit will supply the excess power generated by photovoltaic power generation module to constant temperature environment control module, temperature regulation is carried out to passenger cabin and / or battery compartment, multi-parameter coupling PID adaptive control algorithm is built in control unit, four parameters dynamic adjustment temperature control power, such as temperature in vehicle, temperature outside vehicle, photovoltaic real-time output power and target temperature are collected, illumination power adaptation compromise mechanism is also configured, target temperature is automatically converted and adapted when photovoltaic power is insufficient, and intermittent operation is carried out, and battery power is not consumed.The present application realizes the efficient use of photovoltaic excess power and intelligent constant temperature maintenance under parking state.

Description

Technical Field

[0001] This invention relates to the field of new energy vehicles and vehicle-mounted photovoltaic application technology, and in particular to a method and system for constant temperature control of vehicle-mounted tandem photovoltaic systems. Background Technology

[0002] With the deep integration of new energy vehicles and photovoltaic technology, vehicle-mounted photovoltaic power generation systems (such as sunroof photovoltaics, roof photovoltaics, and hood photovoltaics) have become an important supplementary means to improve vehicle range and achieve energy self-sufficiency. Currently, the electricity generated by vehicle-mounted photovoltaic systems is mainly used directly to drive the vehicle or charge energy storage batteries. However, existing technologies have the following drawbacks:

[0003] First, there is the problem of wasted photovoltaic power. When a vehicle is parked and its energy storage battery is fully charged, the photovoltaic modules continue to generate electricity. This surplus power is usually restricted or wasted through bypassing or shutdown, and is not effectively utilized.

[0004] Secondly, there's the issue of parking comfort. Vehicle interiors become extremely hot after being exposed to the sun in summer, or extremely cold in winter. Re-entering the vehicle requires significant battery power to regulate the temperature via air conditioning or heating systems, impacting both driving comfort and indirectly shortening the vehicle's effective driving range.

[0005] Third, battery life and safety issues. Extreme temperature environments negatively impact the lifespan, performance, and safety of onboard energy storage batteries. Although some vehicles are equipped with battery thermal management systems, these typically rely on the battery's own charge or operate while charging, lacking independent temperature control measures when parked.

[0006] Fourth, the adaptability of constant temperature control is insufficient. Existing vehicle photovoltaic constant temperature control mostly adopts fixed power or simple switch control, without combining multiple parameters such as photovoltaic output power, ambient temperature, and vehicle interior temperature for fine adjustment. When the light is insufficient, contradictions may arise between insufficient power and temperature control failure, making it impossible to achieve flexible constant temperature adaptability to light conditions.

[0007] Therefore, how to efficiently utilize the surplus electricity from vehicle-mounted photovoltaics to improve the temperature environment inside the vehicle and its key components during parking has become an urgent problem to be solved. Summary of the Invention

[0008] In view of this, the purpose of this invention is to propose a vehicle-mounted stacked photovoltaic constant temperature control method and system to solve the technical problems of existing vehicle-mounted photovoltaic systems wasting excess power after the energy storage battery is fully charged, lacking intelligent constant temperature maintenance means that do not rely on battery power during vehicle parking, and existing photovoltaic temperature control systems being unable to adaptively adjust temperature control strategies according to light fluctuations.

[0009] To achieve the above objectives, the present invention provides an on-board multilayer photovoltaic constant temperature control system, comprising:

[0010] A vehicle-mounted Si / perovskite tandem photovoltaic power generation module is installed on the surface of the vehicle body to convert solar energy into electrical energy;

[0011] An energy storage battery, electrically connected to the photovoltaic power generation module, is used to store electrical energy;

[0012] The constant temperature environment control module is used to regulate the temperature of the target area of ​​the vehicle;

[0013] The sensor array includes at least an interior temperature sensor and an exterior ambient temperature sensor; and

[0014] An energy management control unit is connected to the photovoltaic power generation module, the energy storage battery, the constant temperature environment control module, and the sensor group, respectively.

[0015] The energy management control unit is configured to: when the vehicle is parked and the state of charge of the energy storage battery reaches the full charge threshold, control the power generated by the photovoltaic power generation module to supply the constant temperature environment control module to regulate the temperature of the target area.

[0016] The energy management control unit has a built-in multi-parameter coupled PID adaptive control module. The input of the multi-parameter coupled PID adaptive control module is connected to at least the real-time temperature inside the vehicle, the ambient temperature outside the vehicle, the real-time output power of the photovoltaic system, and the target temperature. The output is connected to the power control terminal of the constant temperature environment control module, which is used to dynamically adjust the output power of the constant temperature environment control module.

[0017] Preferably, the control law of the multi-parameter coupled PID adaptive control module is:

[0018] U(t) = Kp×e(t) + Ki×∫e(t)dt + Kd×de(t) / dt + Kp1×(P-P0) + Kp2×(T2-T1);

[0019] Where T1 is the real-time temperature inside the vehicle, T2 is the ambient temperature outside the vehicle, T0 is the target temperature, e(t) = T1 - T0 is the temperature deviation, P is the real-time output power of the photovoltaic system, P0 is the rated photovoltaic power, Kp, Ki, and Kd are the basic PID parameters, Kp1 is the photovoltaic power compensation coefficient, and Kp2 is the ambient temperature compensation coefficient.

[0020] Preferably, the energy management control unit is further configured with a solar power adaptation compromise control module, which is used to: when the real-time output power of the photovoltaic is lower than a preset power threshold, linearly calculate and determine the adaptation target temperature within a preset offset range of the target temperature based on the ratio of the real-time output power of the photovoltaic to the rated power of the constant temperature environment control module, and control the operation of the constant temperature environment control module with the adaptation target temperature, without consuming the power of the energy storage battery.

[0021] Preferably, the energy management control unit is further provided with an energy protection module for real-time monitoring of the state of charge of the energy storage battery. When the state of charge drops to a preset protection threshold, the system is controlled to exit the constant temperature mode and the photovoltaic power generation module is restored to charge the energy storage battery.

[0022] The present invention also provides a method for constant temperature control of vehicle-mounted multilayer photovoltaic systems applied to the above-mentioned systems, comprising the following steps:

[0023] S1. Real-time monitoring of vehicle status, state of charge of energy storage battery, output status of on-board Si / perovskite tandem photovoltaic power generation module, vehicle interior temperature and vehicle exterior ambient temperature.

[0024] S2. When it is determined that the vehicle is parked and the state of charge of the energy storage battery reaches the full charge threshold, the photovoltaic surplus power constant temperature mode is entered.

[0025] S3. In the constant temperature mode, cut off or reduce the charging circuit of the photovoltaic power generation module to the energy storage battery, and direct the electrical energy generated by the photovoltaic power generation module to the constant temperature environment control module.

[0026] S4. Collect at least several parameters including the real-time temperature inside the vehicle, the ambient temperature outside the vehicle, the real-time output power of the photovoltaic system, and the target temperature. Substitute these parameters into a multi-parameter coupled PID adaptive control algorithm to dynamically calculate the control quantity and output it to the constant temperature environment control module to drive the constant temperature environment control module to adjust the temperature of the target area of ​​the vehicle.

[0027] Preferably, in step S4, the multi-parameter coupled PID adaptive control algorithm uses the deviation e(t) between the real-time temperature inside the vehicle and the target temperature as the main control quantity, and the deviation between the real-time output power of the photovoltaic system and the rated power as the feedforward compensation quantity, and the difference between the ambient temperature outside the vehicle and the real-time temperature inside the vehicle as the disturbance compensation quantity, and substitutes them together into the following control law to calculate the control quantity:

[0028] U(t) = Kp×e(t) + Ki×∫e(t)dt + Kd×de(t) / dt + Kp1×(P-P0) + Kp2×(T2-T1);

[0029] Where T1 is the real-time temperature inside the vehicle, T2 is the ambient temperature outside the vehicle, T0 is the target temperature, e(t) = T1 - T0, P is the real-time output power of the photovoltaic system, P0 is the rated photovoltaic power, Kp, Ki, and Kd are the basic PID parameters, Kp1 is the photovoltaic power compensation coefficient, and Kp2 is the ambient temperature compensation coefficient.

[0030] Preferably, step S4 further includes a process for adapting light power to compromise temperature control:

[0031] The photovoltaic real-time output power is monitored in real time. When the photovoltaic real-time output power is lower than the preset power threshold, the adaptive target temperature is determined by linearly converting the photovoltaic real-time output power to the rated power of the constant temperature environment control module within the preset offset range of the target temperature according to the ratio of the photovoltaic real-time output power to the rated power of the constant temperature environment control module. The adaptive target temperature is used to replace the preset target temperature to control the constant temperature environment control module to run intermittently without consuming the power of the energy storage battery.

[0032] Preferably, during the process of adapting the photovoltaic power to the temperature control, the compromise mechanism is triggered in advance when the rate of change of the real-time output power of the photovoltaic exceeds a preset rate of change threshold. The compromise mechanism is not triggered when the duration of the real-time output power of the photovoltaic being lower than the preset power threshold does not reach the preset duration. Under the compromise mechanism, the constant temperature environment control module operates intermittently in a duty cycle manner. The duty cycle is dynamically determined according to the ratio of the current real-time output power of the photovoltaic to the power required to maintain the target temperature. Under the compromise mechanism, the system automatically switches between multiple operating modes according to the photovoltaic power level.

[0033] Preferably, the method further includes:

[0034] Step S5: Monitor the state of charge of the energy storage battery in real time. When the state of charge drops to a preset protection threshold, exit the constant temperature mode and resume the photovoltaic power generation module charging the energy storage battery.

[0035] Preferably, the target area in step S4 includes the passenger compartment and / or the battery compartment, and the method further includes: setting different target temperatures for the passenger compartment and the battery compartment respectively, and performing independent zone temperature management.

[0036] The beneficial effects of this invention are:

[0037] 1. This invention realizes the efficient utilization of surplus photovoltaic power in vehicles. When the energy storage battery is fully charged, the excess power generated by the photovoltaic module is automatically directed to drive the constant temperature environment control system. This completely solves the problem of photovoltaic power being wasted through bypass or shutdown in traditional solutions, and realizes the clean utilization of solar energy at all times with high efficiency, truly achieving "zero energy consumption" to maintain parking comfort.

[0038] 2. This invention significantly improves driving and riding comfort. After the vehicle has been exposed to the scorching sun in summer or the extreme cold in winter, users can immediately enjoy a comfortable cabin temperature upon entering, without having to wait for the air conditioning to run for an extended period, thus completely improving the driving experience in extreme weather conditions. Simultaneously, this invention reduces the battery power consumed in the initial stages of vehicle use to regulate extreme temperatures. This saved power can be used for driving, indirectly increasing the vehicle's range. Compared to traditional plug-in pre-conditioning methods, it reduces dependence on grid power.

[0039] 3. This invention effectively protects the vehicle's core components. By maintaining the battery compartment temperature within its optimal operating range, it significantly reduces the negative impacts of extreme high or low temperatures on the lifespan, performance, and safety of the energy storage battery, extending its service life and improving the overall vehicle safety and performance stability. The independent zone control function allows the passenger compartment and battery compartment to independently set target temperatures according to their respective needs, without interference, resulting in more precise and flexible control.

[0040] 4. This invention achieves precise and adaptive temperature control through a multi-parameter coupled PID adaptive control algorithm. This algorithm simultaneously incorporates photovoltaic output power compensation and ambient temperature compensation terms. Compared to traditional PID control, it can detect photovoltaic fluctuations and changes in external heat load in advance and make feedforward adjustments, effectively avoiding control oscillations and response lags during sudden changes in light intensity. Combined with a light power adaptation compromise mechanism, it strictly maintains the target temperature when sunlight is sufficient, and automatically adjusts the target temperature intermittently without consuming battery power when sunlight is insufficient. This completely resolves the contradiction between photovoltaic power fluctuations and constant temperature requirements, resulting in a system with extremely strong light adaptability and a more intelligent and flexible temperature control strategy. This invention is deeply integrated with existing vehicle energy management and thermal management systems, requiring no large-scale modifications to the vehicle structure and facilitating its widespread application in various new energy vehicle models. Attached Figure Description

[0041] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only for this invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0042] Figure 1 This is a schematic diagram of the overall hardware architecture of the vehicle-mounted stacked photovoltaic constant temperature control system provided in an embodiment of the present invention;

[0043] Figure 2 The control logic flowchart of the vehicle-mounted stacked photovoltaic constant temperature control method provided in the embodiments of the present invention;

[0044] Figure 3 A schematic diagram of energy flow under normal driving or charging conditions provided in an embodiment of the present invention;

[0045] Figure 4 This is a schematic diagram of energy flow under the parking constant temperature mode provided in an embodiment of the present invention. Detailed Implementation

[0046] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to specific embodiments.

[0047] It should be noted that, unless otherwise defined, the technical or scientific terms used in this invention should have the ordinary meaning understood by one of ordinary skill in the art to which this invention pertains. The terms "first," "second," and similar terms used in this invention do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed following the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are used only to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0048] Example 1:

[0049] This embodiment provides a vehicle-mounted stacked photovoltaic constant temperature control system, the hardware architecture of which is as follows: Figure 1 As shown, the system includes an onboard Si / perovskite tandem photovoltaic power generation module, an energy management control unit, an energy storage battery, a constant temperature environment control module, and a sensor array. The onboard Si / perovskite tandem photovoltaic power generation module is installed on the vehicle surface, such as on the roof, hood, or doors. It consists of a photovoltaic panel array and a solar controller, used to receive solar energy and convert it into direct current, serving as the clean energy source for the entire system. This module utilizes a Si / perovskite tandem structure, which has high photoelectric conversion efficiency, enabling it to generate more electrical output within a limited vehicle body area.

[0050] The energy management control unit connects to the onboard Si / perovskite tandem photovoltaic power generation module, energy storage battery, constant temperature environment control module, and sensor array, serving as the central control unit for the entire system. This control unit has a built-in status detection input interface, which collects four types of sensor signals in real time: vehicle operating or parking status, energy storage battery state of charge, interior and exterior ambient temperatures, and real-time photovoltaic power generation. The control unit integrates a multi-parameter coupled PID adaptive control algorithm and a light power adaptation compromise temperature control module for decision-making and energy flow control. It outputs control commands to drive the execution components and receives environmental and equipment status data collected by the sensor array, achieving closed-loop scheduling of the entire system.

[0051] The energy storage battery is either the vehicle's power battery or auxiliary battery. It is connected to the on-board Si / perovskite tandem photovoltaic power generation module and the energy management control unit, respectively. It is used to store the electrical energy generated by the photovoltaic power generation module and the electrical energy input from the external charging facility. At the same time, the energy management control unit manages its charging and discharging power.

[0052] The constant temperature environment control module is connected to the energy management control unit and is used to regulate the temperature of target areas in the vehicle. This module includes a cooling unit, a heating unit, and an air circulation system. The cooling unit can be implemented using a small DC inverter compressor, a semiconductor cooling chip, or a micro fan; the heating unit can be implemented using a PTC heater or a heat pump system; the air circulation system includes a fan, air ducts, and valves to direct the regulated hot or cold airflow to the passenger compartment or battery compartment.

[0053] The sensor array includes at least an interior temperature sensor, an exterior ambient temperature sensor, a solar irradiance sensor, and a battery temperature sensor. The interior temperature sensor collects real-time temperature data within the passenger compartment, the exterior ambient temperature sensor collects the temperature of the external environment, the solar irradiance sensor can be optionally mounted on the vehicle surface, or the irradiance can be indirectly calculated from the output power of the onboard Si / perovskite tandem photovoltaic module, and the battery temperature sensor is used when constant temperature control of the battery compartment is required. The signal outputs of all sensors are connected to the sensor signal inputs of the energy management control unit.

[0054] The system's working principle and control method are as follows, and its control flow is as follows: Figure 2 As shown.

[0055] After the system is powered on, the energy management control unit continuously monitors the vehicle status, the state of charge of the energy storage battery, the ambient temperature, and the real-time output power of the onboard Si / perovskite tandem photovoltaic module, based on continuous monitoring. When the system detects that the vehicle is in motion or connected to an external charger, it switches to the normal driving mode or charging mode. In this mode, the onboard Si / perovskite tandem photovoltaic module acts as an auxiliary energy replenishment device for the vehicle. Figure 3As shown, the direct current generated by the photovoltaic array is converted to DC / DC voltage and then delivered to the energy storage battery for charging. All the electrical energy is used for energy storage in the battery, and the parking temperature control function is not activated. This monitoring cycle ends and returns to the monitoring starting point.

[0056] When the system detects that the vehicle is parked and locked, it enters the parking-specific control logic. At this time, the energy management control unit determines whether the state of charge (SBC) of the energy storage battery has reached the full charge threshold, which can be preset to 95%. If the SBC threshold has not been reached, to prevent insufficient power from affecting vehicle operation, the system does not activate the constant temperature mode and directly ends the monitoring cycle. If the SBC threshold has been reached, it further determines whether the ambient temperature inside the vehicle needs adjustment. The threshold is that cooling needs to be activated when the interior temperature is above 30°C, and heating needs to be activated when it is below 10°C. If the interior temperature is between 10°C and 30°C, the system determines that there is no need for temperature control and enters the photovoltaic float charging mode or standby mode. The electrical energy generated by the onboard Si / perovskite tandem photovoltaic module is only used to maintain the full charge of the energy storage battery. The process ends and returns to the monitoring starting point. If the interior temperature is above 30°C or below 10°C, the system determines that there is a need for temperature control and switches to the constant temperature operating mode. In this mode, the energy management control unit cuts off or reduces the charging circuit of the on-board Si / perovskite tandem photovoltaic power generation module to the energy storage battery, so that the charging current is reduced to the float charging level. At the same time, it controls the power generated by the on-board Si / perovskite tandem photovoltaic power generation module to be supplied to the constant temperature environment control module directly or after being converted by a DC / DC converter.

[0057] like Figure 4 As shown, in the parking constant temperature mode, the system adopts a dual-branch energy distribution. Solar energy is input into the onboard Si / perovskite tandem photovoltaic power generation module and then converted by the DC / DC voltage matching unit. The main energy branch is the temperature control branch, where most of the electrical energy is directly supplied to the constant temperature environment control module. This module converts the electrical energy into cool or hot air, which is then delivered to the passenger compartment and battery compartment to regulate the temperature. The auxiliary energy storage branch is a float charging branch, which branches off a small current to float charge the energy storage battery, maintaining its full charge state. In this mode, photovoltaic power prioritizes the temperature control needs of the vehicle interior, with the remaining small amount of power continuously replenishing the battery.

[0058] Once in constant temperature mode, the system performs closed-loop real-time temperature control. The target temperature can be preset via the vehicle's central control system or remotely set via a mobile app. It can be preset to 26℃ in summer and 15℃ in winter. Users can also set a battery protection mode, in which the system maintains the battery compartment temperature within the optimal operating range of 20℃ to 30℃.

[0059] In the closed-loop control phase, the energy management control unit compares the feedback temperature from the in-vehicle temperature sensor or battery temperature sensor with the preset target temperature and dynamically adjusts the temperature using a multi-parameter coupled PID adaptive control algorithm. The control law of the multi-parameter coupled PID adaptive control module is as follows:

[0060] U(t) = Kp×e(t) + Ki×∫e(t)dt + Kd×de(t) / dt + Kp1×(P-P0) + Kp2×(T2-T1);

[0061] Where T1 is the real-time temperature inside the vehicle, T2 is the ambient temperature outside the vehicle, T0 is the target temperature, e(t) = T1 - T0 is the temperature deviation, P is the real-time output power of the photovoltaic system, P0 is the rated photovoltaic power, Kp, Ki, and Kd are the basic PID parameters, Kp1 is the photovoltaic power compensation coefficient, and Kp2 is the ambient temperature compensation coefficient. This control law uses the temperature deviation e(t) as the main control variable, the photovoltaic power deviation (P - P0) as the feedforward compensation variable to anticipate the impact of changes in sunlight on power supply capacity, and the internal and external temperature difference as the disturbance compensation variable to anticipate changes in external heat load. These three variables work together to achieve dynamic adjustment of cooling or heating power and fan speed.

[0062] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed in this application can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0063] During closed-loop constant temperature control, the system simultaneously activates a solar power adaptation and compromise temperature control mechanism. The energy management control unit monitors the output power of the onboard Si / perovskite tandem photovoltaic module in real time. When the real-time output power exceeds the preset power threshold, the photovoltaic power is considered sufficient, and the system controls the constant temperature environment control module to operate at full capacity according to the user-preset target temperature, quickly reaching and strictly maintaining the target temperature. When the real-time output power is lower than the preset power threshold, such as in cases of insufficient sunlight due to cloud cover or evening, the system linearly calculates and determines the adaptation target temperature within a preset offset range of the target temperature based on the ratio of the real-time output power to the rated power of the constant temperature environment control module. For example, if the preset target temperature is 25℃ in summer, it can be automatically increased to 28℃ in cases of insufficient sunlight; if the preset target temperature is 15℃ in winter, it can be automatically decreased to 12℃ in cases of insufficient sunlight. The system uses this adaptation target temperature instead of the preset target temperature to control the intermittent operation of the constant temperature environment control module, strictly adhering to the principle of not consuming energy from the energy storage battery.

[0064] The triggering conditions for the aforementioned compromise mechanism are not limited to instantaneous power falling below a certain fixed threshold. The system also monitors the rate of change of photovoltaic output power. If the power is rapidly decreasing, the compromise mechanism is triggered in advance to prevent the system from operating in full-efficiency mode when the power is about to be insufficient, thus avoiding control oscillations. A duration threshold is also set; the compromise mechanism is only triggered when the photovoltaic power remains below the preset threshold for that duration, preventing frequent system switching caused by brief cloud passages.

[0065] The specific calculation method for the target temperature is as follows: T adapt = T set + ΔT max × (1-P / P rate ), where T adapt To adapt to the target temperature, T set Preset target temperature for the user, ΔT max P represents the maximum allowable offset, and P represents the current real-time output power of the photovoltaic system. rate This refers to the rated power of the constant temperature environment control module. The offset is maximum when P=0, and maximum when P=P. rate There is no time offset. The direction of offset depends on the temperature control mode: in cooling mode, the adapted target temperature is increased based on the preset target temperature; in heating mode, it is decreased. ΔT max It can dynamically adjust based on the outside temperature. The higher the outside temperature (when cooling) or the lower the outside temperature (when heating), the greater the allowable deviation. It can also dynamically adjust based on the estimated return time set by the user via the APP. The longer the remaining time, the greater the allowable deviation. When the remaining time is short, the deviation range is reduced to ensure that the temperature is closer to the preset value when the user returns. Users can also set an energy-saving priority mode or a comfort priority mode via the APP. The energy-saving priority mode allows a larger deviation, while the comfort priority mode limits the deviation range.

[0066] The intermittent operation under the compromise mechanism employs duty cycle control. The duty cycle is dynamically determined based on the ratio of current photovoltaic power to the power required to maintain the target temperature. When power is sufficient, the duty cycle approaches 100%; when power is insufficient, the duty cycle decreases. The lower limit of the duty cycle is set at 10%. When the duty cycle falls below this limit, the system enters standby mode and stops temperature control. In addition to intermittent operation, the compromise mechanism can also continuously adjust the compressor speed or heating power of the constant temperature module, with the fan speed synchronously matched to avoid excessive fluctuations in air temperature.

[0067] The compromise mechanism and the multi-parameter coupled PID adaptive control algorithm are connected in series. The compromise mechanism calculates the suitable target temperature T based on the current photovoltaic power. adapt Then, the adapted target temperature is used as the target temperature input for the PID algorithm. The PID algorithm still dynamically adjusts according to the original control law. The connection between the two realizes a complete control link from target setting to execution drive.

[0068] The compromise mechanism strictly adheres to the principle of not consuming energy from the energy storage battery. The energy management control unit compares the photovoltaic output power with the real-time power consumption of the constant temperature control module. When the photovoltaic power is lower than the real-time power consumption of the constant temperature module, the power of the constant temperature module is immediately reduced or its operation is suspended to ensure that no power is drawn from the battery. The compromise mechanism only operates within the range where the SOC reaches the full charge threshold but has not yet dropped to the protection threshold. When the SOC drops to the protection threshold due to static energy consumption, the system exits the entire constant temperature mode, not just the compromise mode.

[0069] Under the compromise mechanism, the system automatically switches between multiple operating modes according to the photovoltaic power level: when the power is sufficient, it operates at full efficiency and strictly maintains the preset target temperature; when the power is moderately insufficient, it deviates slightly from the target temperature and operates continuously at low power; when the power is severely insufficient, it deviates significantly from the target temperature and operates intermittently; when the power is extremely low, it turns off the temperature control and only retains the monitoring function.

[0070] During closed-loop constant temperature control, the system also simultaneously monitors three types of termination signals in real time: the energy storage battery's state of charge dropping to a preset protection threshold, vehicle unlocking, and user manual shutdown of the constant temperature function. This protection threshold can be preset to 90%. When the energy storage battery's state of charge drops to this protection threshold due to static energy consumption from the controller and sensors, the system automatically exits the constant temperature mode, shuts down the constant temperature environment control module, and switches back to the mode where the onboard Si / perovskite tandem photovoltaic module provides low-current supplementary charging to the energy storage battery, ensuring the vehicle always has sufficient starting power. Similarly, when the system detects vehicle unlocking or user manual shutdown of the constant temperature function, it also exits the constant temperature mode. After exiting the constant temperature mode, the entire control process resets and returns to the initial continuous monitoring steps.

[0071] This system also supports several extended functions. Regarding zone control, users can set different target temperatures for the passenger compartment and battery compartment via the vehicle's central control system or a mobile app, and the system will then implement independent zone temperature management accordingly. For example, the target temperature for the passenger compartment can be set to 26℃ to ensure passenger comfort, while the target temperature for the battery compartment can be set to 22℃ to optimize battery operation, ensuring the two zones do not interfere with each other. The passenger compartment and battery compartment can also be set for linked control, with the system scheduling them uniformly according to priority. When the user activates the battery protection mode, the system prioritizes the battery compartment temperature as the control target. If there is a conflict in temperature control requirements between the passenger compartment and the battery compartment, the system will prioritize controlling the battery compartment temperature.

[0072] In terms of remote interaction, users can remotely view the real-time temperature inside the vehicle, the power generation of the onboard Si / perovskite tandem photovoltaic module, and the working status of the constant temperature system via a mobile APP. They can also remotely start and stop the constant temperature system or modify the target temperature parameters.

[0073] Regarding the scheduling integration, the system works in conjunction with the vehicle's scheduling function. When a user sets up a scheduled charging or air conditioning function through the vehicle's infotainment system or app, the system prioritizes using the surplus power of the onboard Si / perovskite tandem photovoltaic module to perform pre-regulation, adjusting the interior temperature to a comfortable range before the user's expected usage time, further reducing battery consumption.

[0074] Example 2:

[0075] This embodiment further illustrates the implementation process of the present invention through two typical application scenarios.

[0076] In a summer scenario, a vehicle is parked in a sunny outdoor parking lot, and the owner locks the car and leaves. The onboard Si / perovskite tandem photovoltaic module continues to operate, initially charging the energy storage battery. The energy management control unit monitors the battery's state of charge (SOC) in real time. When the SOC reaches 95% and the vehicle is locked and parked, the system automatically switches to a constant-temperature operating mode, changing the energy flow from battery charging to parking temperature control. At this point, the in-vehicle temperature sensor detects an interior temperature of 45°C, exceeding the 30°C cooling start-up threshold. The user-preset target temperature is 28°C. The control unit activates the cooling unit and circulating fan, operating at full capacity with the maximum available power of the onboard Si / perovskite tandem photovoltaic module to begin cooling the passenger compartment. As the interior temperature gradually approaches the target temperature, the control unit uses a multi-parameter coupled PID adaptive control algorithm to dynamically adjust the cooling power and fan speed based on real-time temperature differences, photovoltaic output power changes, and external ambient temperature changes, ensuring a stable maintenance of the interior temperature. In the afternoon, cloud cover caused a decrease in photovoltaic (PV) output power. The system triggered a solar power adaptation and compromise mechanism, automatically adjusting the preset target temperature of 28°C to a temperature supported by the current PV power. The cooling system switched to intermittent operation mode, consuming no energy from the energy storage battery throughout the process. In the evening, the PV output power was extremely low, and the energy storage battery's state of charge dropped to 91% due to static energy consumption from the controller and sensors, reaching the 90% protection threshold. The system automatically exited the constant temperature mode and switched back to PV to provide a small-current supplementary charge to the energy storage battery. The control process reset and returned to the continuous monitoring starting point. When the owner returned, the interior temperature remained near the preset comfort range.

[0077] In other application scenarios of the compromise mechanism, if the vehicle is parked in the shade of trees or buildings, the photovoltaic power is at a low level from the start. The system starts directly in compromise mode to adapt to the target temperature and operate intermittently, rather than trying full-efficiency mode first and then switching, thus avoiding frequent mode switching. When the user sets the energy-saving priority mode through the APP, the system actively raises the trigger threshold of the compromise mechanism to 80% of the rated power. That is, when the power is lower than 80% of the rated power, it enters compromise mode, and the maximum offset is also increased accordingly to minimize energy consumption.

[0078] In winter scenarios, the system operates similarly to summer cooling, except that the constant temperature environment control module activates the heating unit. When the interior temperature drops below the heating activation threshold of 10°C, the system automatically activates the heating mode. Through a multi-parameter coupled PID adaptive control algorithm and a light compromise mechanism, it utilizes the surplus electrical energy from the onboard Si / perovskite tandem photovoltaic power generation module to maintain the interior temperature within a preset comfort range, while also adhering to the principle of not consuming energy from the energy storage battery.

[0079] This system is deeply integrated with the vehicle's existing energy management system and thermal management system. It does not require large-scale modifications to the vehicle's original structure. Only the addition of corresponding control logic and constant temperature environment control modules to the existing architecture is needed to realize all the functions of this invention.

[0080] In the embodiments provided in this application, it should be understood that the disclosed devices / terminal equipment and methods can be implemented in other ways. For example, the device / terminal equipment embodiments described above are merely illustrative. For instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling or direct coupling or communication connection may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0081] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0082] If the integrated module / unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, all or part of the processes in the methods of the above embodiments can also be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include: any entity or device capable of carrying the computer program code, recording media, USB flash drives, portable hard drives, magnetic disks, optical disks, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signals, telecommunication signals, and software distribution media, etc. It should be noted that the content included in the computer-readable medium can be appropriately added or removed according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, computer-readable media do not include electrical carrier signals and telecommunication signals.

[0083] The implementation of all or part of the processes in the methods of the above embodiments can also be accomplished by a computer program product. When the computer program product is run on a terminal device, the terminal device can implement the steps in the various method embodiments described above.

[0084] The embodiments described above are only used to illustrate the technical solutions of this application, and are not intended to limit it. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A vehicle-mounted stacked photovoltaic thermostatic control system, characterized by, include: A vehicle-mounted Si / perovskite tandem photovoltaic power generation module is installed on the surface of the vehicle body to convert solar energy into electrical energy; An energy storage battery, electrically connected to the photovoltaic power generation module, is used to store electrical energy; The constant temperature environment control module is used to regulate the temperature of the target area of ​​the vehicle; The sensor group includes at least an in-vehicle temperature sensor and an outside-vehicle ambient temperature sensor. as well as An energy management control unit is connected to the photovoltaic power generation module, the energy storage battery, the constant temperature environment control module, and the sensor group, respectively. The energy management control unit is configured to: when the vehicle is parked and the state of charge of the energy storage battery reaches the full charge threshold, control the power generated by the photovoltaic power generation module to supply the constant temperature environment control module to regulate the temperature of the target area. The energy management control unit has a built-in multi-parameter coupled PID adaptive control module. The input of the multi-parameter coupled PID adaptive control module is connected to at least the real-time temperature inside the vehicle, the ambient temperature outside the vehicle, the real-time output power of the photovoltaic system, and the target temperature. The output is connected to the power control terminal of the constant temperature environment control module, which is used to dynamically adjust the output power of the constant temperature environment control module.

2. The vehicle-mounted stacked photovoltaic constant temperature control system according to claim 1, characterized in that, The control law of the multi-parameter coupled PID adaptive control module is: U(t) = Kp×e(t) + Ki×∫e(t)dt + Kd×de(t) / dt + Kp1×(P-P0) + Kp2×(T2-T1); Where T1 is the real-time temperature inside the vehicle, T2 is the ambient temperature outside the vehicle, T0 is the target temperature, e(t) = T1 - T0 is the temperature deviation, P is the real-time output power of the photovoltaic system, P0 is the rated photovoltaic power, Kp, Ki, and Kd are the basic PID parameters, Kp1 is the photovoltaic power compensation coefficient, and Kp2 is the ambient temperature compensation coefficient.

3. The vehicle-mounted stacked photovoltaic constant temperature control system according to claim 1, characterized in that, The energy management control unit is also equipped with a solar power adaptation compromise control module, which is used to: when the real-time output power of the photovoltaic is lower than a preset power threshold, linearly calculate and determine the adaptation target temperature within a preset offset range of the target temperature based on the ratio of the real-time output power of the photovoltaic to the rated power of the constant temperature environment control module, and control the operation of the constant temperature environment control module with the adaptation target temperature, without consuming the power of the energy storage battery.

4. The vehicle-mounted stacked photovoltaic constant temperature control system according to claim 1, characterized in that, The energy management control unit is also equipped with an energy protection module, which is used to monitor the state of charge of the energy storage battery in real time. When the state of charge drops to a preset protection threshold, the system is controlled to exit the constant temperature mode and the photovoltaic power generation module is restored to charge the energy storage battery.

5. A method for constant temperature control of vehicle-mounted multilayer photovoltaic systems applied to any one of claims 1-4, characterized in that, Includes the following steps: S1. Real-time monitoring of vehicle status, state of charge of energy storage battery, output status of on-board Si / perovskite tandem photovoltaic power generation module, vehicle interior temperature and vehicle exterior ambient temperature. S2. When it is determined that the vehicle is parked and the state of charge of the energy storage battery reaches the full charge threshold, the photovoltaic surplus power constant temperature mode is entered. S3. In the constant temperature mode, cut off or reduce the charging circuit of the photovoltaic power generation module to the energy storage battery, and direct the electrical energy generated by the photovoltaic power generation module to the constant temperature environment control module. S4. Collect at least several parameters including the real-time temperature inside the vehicle, the ambient temperature outside the vehicle, the real-time output power of the photovoltaic system, and the target temperature. Substitute these parameters into a multi-parameter coupled PID adaptive control algorithm to dynamically calculate the control quantity and output it to the constant temperature environment control module to drive the constant temperature environment control module to adjust the temperature of the target area of ​​the vehicle.

6. The vehicle-mounted multilayer photovoltaic constant temperature control method according to claim 5, characterized in that, The multi-parameter coupled PID adaptive control algorithm in step S4 uses the deviation e(t) between the real-time temperature inside the vehicle and the target temperature as the main control quantity, the deviation between the real-time output power of the photovoltaic system and the rated power as the feedforward compensation quantity, and the difference between the ambient temperature outside the vehicle and the real-time temperature inside the vehicle as the disturbance compensation quantity. These are all substituted into the following control law to calculate the control quantity: U(t) = Kp×e(t) + Ki×∫e(t)dt + Kd×de(t) / dt + Kp1×(P-P0) + Kp2×(T2-T1); Where T1 is the real-time temperature inside the vehicle, T2 is the ambient temperature outside the vehicle, T0 is the target temperature, e(t) = T1 - T0, P is the real-time output power of the photovoltaic system, P0 is the rated photovoltaic power, Kp, Ki, and Kd are the basic PID parameters, Kp1 is the photovoltaic power compensation coefficient, and Kp2 is the ambient temperature compensation coefficient.

7. The vehicle-mounted multilayer photovoltaic constant temperature control method according to claim 5, characterized in that, Step S4 also includes a process for adapting light power to compromise temperature control: The photovoltaic real-time output power is monitored in real time. When the photovoltaic real-time output power is lower than the preset power threshold, the adaptive target temperature is determined by linearly converting the photovoltaic real-time output power to the rated power of the constant temperature environment control module within the preset offset range of the target temperature according to the ratio of the photovoltaic real-time output power to the rated power of the constant temperature environment control module. The adaptive target temperature is used to replace the preset target temperature to control the constant temperature environment control module to run intermittently without consuming the power of the energy storage battery.

8. The vehicle-mounted multilayer photovoltaic constant temperature control method according to claim 7, characterized in that, During the solar power adaptation and temperature control process, a compromise mechanism is triggered in advance when the rate of change of the real-time output power of the photovoltaic exceeds a preset rate of change threshold. The compromise mechanism is not triggered when the real-time output power of the photovoltaic is lower than the preset power threshold for a period of time that does not reach the preset duration. Under the compromise mechanism, the constant temperature environment control module operates intermittently in a duty cycle manner. The duty cycle is dynamically determined based on the ratio of the current real-time output power of the photovoltaic to the power required to maintain the adaptation target temperature. Under the compromise mechanism, the system automatically switches between multiple operating modes according to the photovoltaic power level.

9. The vehicle-mounted multilayer photovoltaic constant temperature control method according to claim 5, characterized in that, The method further includes: Step S5: Monitor the state of charge of the energy storage battery in real time. When the state of charge drops to a preset protection threshold, exit the constant temperature mode and resume the photovoltaic power generation module charging the energy storage battery.

10. The vehicle-mounted multilayer photovoltaic constant temperature control method according to claim 5, characterized in that, The target area in step S4 includes the passenger compartment and / or the battery compartment. The method further includes setting different target temperatures for the passenger compartment and the battery compartment respectively, and performing independent zone temperature management.

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