Vehicle air conditioning system, temperature control method, and vehicle

Abstract

The embodiment of the present application provides a kind of vehicle air conditioning system, temperature control method and vehicle, comprising: compressor;Condenser, connect with the compressor;Flow distribution assembly, connect with the condenser, for the refrigerant output by the condenser is shunted;Evaporator, inlet is connected with the flow distribution assembly, the evaporator includes mutually isolated first refrigerant flow path structure and second refrigerant flow path structure along refrigerant flow direction;The first refrigerant flow path structure and the second refrigerant flow path structure have different heat exchange area;Front row air supply channel, connect with the first refrigerant flow path structure, for the fresh air that flows through the first refrigerant flow path structure is transported to the front row of vehicle;Back row air supply channel, connect with the second refrigerant flow path structure, for the fresh air that flows through the second refrigerant flow path structure is transported to the back row of vehicle.By the embodiment of the present application, the accuracy of partition temperature control can be improved.

Description

Technical Field

[0001] This application relates to the field of vehicle electrical technology, and in particular to a vehicle air conditioning system, a zoned temperature control method based on the vehicle air conditioning system, and a vehicle. Background Technology

[0002] To achieve energy conservation, current new energy vehicles generally employ heat pump air conditioning systems for efficient cooling and heating. However, due to space constraints and cost limitations, a single-evaporator heat pump system architecture is commonly used. This means the entire vehicle is equipped with only one evaporator core, and all airflow passing through the air conditioning unit, including both front and rear rows, must pass through the same evaporator for temperature regulation. However, this approach suffers from significant temperature drops in the rear rows when different temperature zones are needed for the front and rear rows, as the airflow must pass through the same evaporator. This increases the difficulty of adjusting the rear row temperature and leads to insufficient accuracy in zoned temperature control. Summary of the Invention

[0003] In view of the above problems, embodiments of this application are proposed to provide a vehicle air conditioning system that overcomes or at least partially solves the above problems, a zoned temperature control method based on the vehicle air conditioning system, and a vehicle.

[0004] In a first aspect of this application, an embodiment of this application discloses a vehicle air conditioning system, comprising: compressor; The condenser is connected to the compressor; A flow distribution component, connected to the condenser, is used to distribute the refrigerant output from the condenser. An evaporator, the inlet of which is connected to the flow distribution assembly, the evaporator including a first refrigerant flow path structure and a second refrigerant flow path structure that are mutually isolated along the refrigerant flow direction; the first refrigerant flow path structure and the second refrigerant flow path structure have different heat exchange areas; The front air supply duct is connected to the first refrigerant flow path structure and is used to deliver fresh air flowing through the first refrigerant flow path structure to the front of the vehicle. The rear air supply duct is connected to the second refrigerant flow path structure and is used to deliver fresh air flowing through the second refrigerant flow path structure to the rear of the vehicle.

[0005] Optionally, the evaporator includes: An input manifold; a first partition, located in the input manifold and arranged along the refrigerant flow direction, is used to isolate the input manifold into a first input manifold cavity and a second input manifold cavity; the first input manifold cavity is connected to the flow distribution component; the second input manifold cavity is connected to the flow distribution component; An output manifold; a second partition, located in the output manifold and arranged along the refrigerant flow direction, is used to isolate the output manifold into a first output manifold cavity and a second output manifold cavity; the first output manifold cavity is connected to the front air supply channel; the second output manifold cavity is connected to the rear air supply channel; The first flat tube assembly is located between the first input collector and the first output collector, and together with the first input collector and the first output collector, forms the first refrigerant flow path structure. The second flat tube assembly is located between the second input manifold and the second output manifold, and together with the second input manifold and the second output manifold, forms the second refrigerant flow path structure.

[0006] Optionally, the traffic allocation component includes: An expansion valve is connected to the condenser; A first flow valve is connected to the first refrigerant flow path structure and is used to adjust the refrigerant flow rate of the first refrigerant flow path structure. The second flow valve is connected to the second refrigerant flow path structure and is used to adjust the refrigerant flow rate of the second refrigerant flow path structure. The distribution block has two outlet channels; the inlet of the distribution block is connected to the expansion valve, one of the outlet channels of the distribution block is connected to the first flow valve, and the other outlet channel is connected to the second flow valve.

[0007] Optionally, the heat exchange area of ​​the first refrigerant flow path structure is larger than the heat exchange area of ​​the second refrigerant flow path structure.

[0008] In a second aspect of this application, embodiments of this application disclose a zoned temperature control method based on a vehicle air conditioning system, the vehicle air conditioning system including the vehicle air conditioning system described above; the method includes: When the vehicle is in zone temperature control mode, determine the temperature difference between the front row and the rear row. The target evaporation temperature of the front row is determined based on the aforementioned front row controlled temperature difference. The target evaporation temperature of the rear row is determined based on the controlled temperature difference of the rear row. The flow rate of the first refrigerant flow path structure is controlled by the target evaporation temperature of the front row, and the flow rate of the second refrigerant flow path structure is controlled by the target evaporation temperature of the rear row.

[0009] Optionally, it also includes: In response to a front seat temperature setting operation for the front seats of the vehicle, a front seat set temperature corresponding to the front seat temperature setting operation is determined. In response to a rear seat temperature setting operation for the rear seats of a vehicle, a rear seat set temperature corresponding to the rear seat temperature setting operation is determined; Obtain the actual temperature of the front row of the vehicle and the actual temperature of the rear row of the vehicle. The front row temperature control difference is determined by combining the set front row temperature and the actual front row temperature. The rear row temperature control difference is determined by combining the set rear row temperature and the actual front row temperature. When the temperature difference between the front row and the rear row is greater than the preset cooling threshold and the temperature difference between the rear row and the preset heating threshold is less than the preset heating threshold, the vehicle is determined to be in zone temperature control mode.

[0010] Optionally, the step of determining the target evaporation temperature of the front row based on the front row control temperature difference includes: The target evaporation temperature of the front row is determined by proportional-integral-derivative control using the aforementioned front row control temperature difference. The step of determining the target evaporation temperature of the rear row based on the rear row control temperature difference includes: The target evaporation temperature of the rear row is determined by proportional-integral-derivative control using the aforementioned rear row control temperature difference.

[0011] Optionally, it also includes: Obtain the compressor discharge pressure; Based on the target evaporation temperature of the front row, the initial control speed of the compressor is determined; The target control speed of the compressor is determined by combining the compressor discharge pressure and the compressor initial control speed; The compressor is controlled by the target control speed of the compressor.

[0012] Optionally, the step of determining the target control speed of the compressor by combining the compressor discharge pressure and the compressor initial control speed includes: When the compressor discharge pressure is less than a preset first pressure threshold, the initial control speed of the compressor is determined to be the target control speed of the compressor. When the compressor discharge pressure is not less than the preset first pressure threshold and not greater than the preset second pressure threshold, the initial control speed of the compressor is corrected based on the preset deceleration rate to determine the target control speed of the compressor. When the compressor discharge pressure is greater than the preset second pressure threshold, the target control speed of the compressor is determined to be the preset control speed; Wherein, the preset second pressure threshold is greater than the preset first pressure threshold.

[0013] In a third aspect of this application, embodiments of this application disclose a vehicle including a vehicle air conditioning system as described in any of the preceding claims.

[0014] The embodiments of this application have the following advantages: This application embodiment includes a compressor; a condenser connected to the compressor; a flow distribution component connected to the condenser for distributing the refrigerant output from the condenser; an evaporator, the inlet of which is connected to the flow distribution component, the evaporator comprising a first refrigerant flow path structure and a second refrigerant flow path structure that are mutually isolated along the refrigerant flow direction; the first refrigerant flow path structure and the second refrigerant flow path structure having different heat exchange areas; a front air supply duct connected to the first refrigerant flow path structure for delivering fresh air flowing through the first refrigerant flow path structure to the front of the vehicle; and a rear air supply duct connected to the second refrigerant flow path structure for delivering fresh air flowing through the second refrigerant flow path structure to the rear of the vehicle. By setting two mutually isolated first and second refrigerant flow path structures in a single evaporator, with the first refrigerant flow path structure then supplying air to the front of the vehicle through the front air supply duct and the second refrigerant flow path structure then supplying air to the rear of the vehicle through the rear air supply duct, the front and rear rows can be independently zoned for temperature control through the first and second refrigerant flow path structures. Because the first and second refrigerant flow path structures have different heat exchange areas, differentiated temperature control can be achieved for the front and rear rows. This solves the problem of overcooling of the rear exhaust flow from the refrigerant side. Even when facing the needs of cooling the front row and heating the rear row, independent zone temperature control can be performed. It is not limited by the limitation that the evaporator only has a single evaporation temperature. The front and rear rows can independently control the operation of their respective first and second refrigerant flow path structures, improving the accuracy of zone temperature control. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the structure of an embodiment of a vehicle air conditioning system according to this application; Figure 2 This is a schematic diagram of the structure of an evaporator according to an embodiment of a vehicle air conditioning system of this application; Figure 3 This is a schematic diagram of the air outlet of an embodiment of a vehicle air conditioning system according to this application; Figure 4 This is a flowchart of the steps of a zoned temperature control method based on a vehicle air conditioning system according to this application.

[0016] Explanation of reference numerals in the attached drawings: 100-Compressor, 200-Condenser, 300-Flow distribution assembly, 310-Expansion valve, 320-First flow valve, 330-Second flow valve, 340-Distribution block, 400-Evaporator, 410-First refrigerant flow path structure, 420-Second refrigerant flow path structure, 430-Input manifold, 431-First input manifold cavity, 432-Second input manifold cavity, 440-First partition, 450-Output manifold, 451-First output manifold cavity, 452-Second output manifold cavity, 460-Second partition, 470-First flat tube assembly, 480-Second flat tube assembly, 500-Front exhaust air duct, 600-Rear exhaust air duct, 700-Mixing damper, 800-Coolant circulation loop, 810-Water pump, 820-Heater core, 830-Multi-way valve. Detailed Implementation

[0017] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, the application will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0018] Currently, when new energy vehicles use a single-evaporator heat pump system architecture, all airflow passing through the air conditioning unit must pass through the same evaporator for temperature regulation. For example, in spring and autumn, when sunlight shines on the front seats, causing them to overheat and the rear passengers to feel cold—that is, when the vehicle is in a "front seats need cooling, rear seats need heating" situation—the evaporator surface temperature needs to be maintained at a low level (usually 2-5°C) to meet the cooling needs of the front seats. Since the rear exhaust airflow must pass through the same evaporator, the air temperature is significantly reduced, leading to insufficient accuracy in zoned temperature control. Furthermore, to compensate for the rear air temperature loss, the heating circuit water temperature or PTC (electric heater) heating power needs to be significantly increased, resulting in a sharp increase in compressor exhaust pressure, a significant increase in energy consumption, and even triggering high-pressure protection, causing frequent compressor start-stop cycles.

[0019] In related technologies, the following methods are used to solve this problem: To address the above issues, existing solutions mainly include: 1. Dual evaporator system: Equipped with independent evaporators for the front and rear rows, which can fundamentally solve the conflict between heating and cooling needs, but it is costly, takes up a lot of space, and is complex, making it difficult to popularize in various car models.

[0020] 2. Bypass solution: A bypass duct is set up inside the HVAC (airflow control) assembly, so that some airflow can bypass the evaporator and be decoupled from the air side. However, the bypass airflow is not dehumidified by the evaporator, which can easily lead to safety issues such as glass fogging that affects driving.

[0021] 3. Simply increasing the water temperature: This method compensates for the loss of exhaust air temperature by increasing the water temperature in the heating circuit. However, this method is extremely inefficient and can easily trigger the compressor's high-pressure protection, leading to frequent start-stop cycles.

[0022] 4. Evaporator flow path optimization: By dividing the evaporator manifold into multiple parts and using flow distribution valves, the temperature uniformity of the evaporator is achieved. However, its purpose is to eliminate uneven temperature on the evaporator surface, rather than to meet the differentiated temperature control needs of different areas.

[0023] Reference Figure 1 A schematic diagram of the structure of an embodiment of a vehicle air conditioning system of this application is shown; refer to Figure 2 A schematic diagram of the evaporator structure of an embodiment of a vehicle air conditioning system of this application is shown; refer to Figure 3 This illustration shows a schematic diagram of the air outlet of an embodiment of a vehicle air conditioning system according to this application. The vehicle air conditioning system may specifically include the following components: Compressor 100; Condenser 200 is connected to compressor 100; A flow distribution component 300 is connected to the condenser 200 and is used to distribute the refrigerant output from the condenser 200. Evaporator 400, the inlet of which is connected to the flow distribution assembly 300, the evaporator 400 includes a first refrigerant flow path structure 410 and a second refrigerant flow path structure 420 that are isolated from each other along the refrigerant flow direction; the first refrigerant flow path structure 410 and the second refrigerant flow path structure 420 have different heat exchange areas. The front air supply duct 500 is connected to the first refrigerant flow path structure 410 and is used to deliver fresh air flowing through the first refrigerant flow path structure 410 to the front of the vehicle. The rear air supply duct 600 is connected to the second refrigerant flow path structure 420 and is used to deliver fresh air flowing through the second refrigerant flow path structure 420 to the rear of the vehicle.

[0024] In this embodiment, the vehicle air conditioning system may include a compressor 100, a condenser 200, a flow distribution assembly 300, an evaporator 400, a front air supply duct 500, and a rear air supply duct 600. The compressor 100 compresses low-temperature, low-pressure refrigerant gas into high-temperature, high-pressure gas and delivers the refrigerant to other components of the vehicle air conditioning system, driving the refrigerant circulation throughout the system. The inlet of the condenser 200 is connected to the outlet of the compressor 100. The condenser 200 exchanges heat between the high-temperature, high-pressure refrigerant output from the compressor 100 and external air, coolant, or other heat exchange media, cooling the high-temperature, high-pressure gaseous refrigerant into a high-temperature, high-pressure liquid refrigerant. The inlet of the flow distribution component 300 is connected to the outlet of the condenser 200. It atomizes the high-temperature, high-pressure liquid refrigerant into a low-temperature, low-pressure liquid refrigerant, and then distributes this low-temperature, low-pressure liquid refrigerant to the first refrigerant flow path structure 410 and the second refrigerant flow path structure 420 in the evaporator 400. The low-temperature, low-pressure liquid refrigerant in these two flow paths absorbs a large amount of heat from the air and completely vaporizes into a low-temperature, low-pressure gas. The air loses heat and cools down, becoming cold air that is blown out. After absorbing heat, the low-temperature, low-pressure gas returns to the compressor 100 to start the next cycle. In this embodiment, there is only one evaporator 400. The inlet of the evaporator 400 is connected to the flow distribution assembly 300, meaning that the inlets of both the first refrigerant flow path structure 410 and the second refrigerant flow path structure 420 are connected to the flow distribution assembly 300. The first and second refrigerant flow path structures 410 and 420 receive their respective diverted low-temperature, low-pressure liquid refrigerant from the flow distribution assembly 300. The first and second refrigerant flow path structures 410 and 420 are isolated from each other along the refrigerant flow direction; that is, during refrigerant flow, the refrigerant flows independently into both structures. The refrigerants in the first and second refrigerant flow path structures 410 and 420 do not come into contact with each other. The first and second refrigerant flow path structures 410 and 420 have different heat exchange areas, and they independently absorb heat from the air, achieving different temperature control effects to meet different needs. The heat exchange areas of the first refrigerant flow path structure 410 and the second refrigerant flow path structure 420 can be proportionally allocated. For example, the ratio of the heat exchange areas of the first refrigerant flow path structure 410 to the second refrigerant flow path structure 420 can be 6:4, 7:3, etc., and this embodiment does not limit the specific ratio. The front air supply duct 500 is connected to the first refrigerant flow path structure 410, delivering the fresh air flowing through the first refrigerant flow path structure 410 to the front of the vehicle.When fresh air flows through the first refrigerant flow path structure 410, it comes into contact with the surface of the first refrigerant flow path structure 410, and heat exchange occurs between the fresh air and the first refrigerant flow path structure 410. This allows the temperature of the fresh air to be adjusted, and then it is delivered to the front of the vehicle through the front air supply duct 500 to meet the temperature control requirements of the front seats. Similarly, the rear air supply duct 600 is connected to the second refrigerant flow path structure 420, delivering fresh air flowing through the second refrigerant flow path structure 420 to the rear of the vehicle. When fresh air flows through the second refrigerant flow path structure 420, it comes into contact with the surface of the second refrigerant flow path structure 420, and heat exchange occurs between the fresh air and the second refrigerant flow path structure 420. This allows the temperature of the fresh air to be adjusted, and then it is delivered to the rear of the vehicle through the rear air supply duct 600 to meet the temperature control requirements of the rear seats.

[0025] This embodiment of the application includes a compressor 100; a condenser 200 connected to the compressor 100; a flow distribution component 300 connected to the condenser 200 for distributing the refrigerant output from the condenser 200; an evaporator 400, the inlet of which is connected to the flow distribution component 300, the evaporator 400 including a first refrigerant flow path structure 410 and a second refrigerant flow path structure 420 that are mutually isolated along the refrigerant flow direction; the first refrigerant flow path structure 410 and the second refrigerant flow path structure 420 having different heat exchange areas; a front air supply duct 500 connected to the first refrigerant flow path structure 410 for delivering fresh air flowing through the first refrigerant flow path structure 410 to the front of the vehicle; and a rear air supply duct 600 connected to the second refrigerant flow path structure 420 for delivering fresh air flowing through the second refrigerant flow path structure 420 to the rear of the vehicle. By setting two mutually isolated first refrigerant flow path structures 410 and second refrigerant flow path structures 420 in a single evaporator 400, the first refrigerant flow path structure 410 supplies air to the front through the front air supply channel 500, and the second refrigerant flow path structure 420 supplies air to the rear through the rear air supply channel 600. The front and rear rows can be independently temperature-controlled in zones through the first refrigerant flow path structure 410 and the second refrigerant flow path structure 420. Since the first refrigerant flow path structure 410 and the second refrigerant flow path structure 420 have different heat exchange areas, differentiated temperature control for the front and rear rows can be achieved. This solves the problem of over-cooling of the rear exhaust airflow from the refrigerant side. Even when facing the needs of cooling the front row and heating the rear row, independent zone temperature control can be performed, without being limited by the evaporator 400 having only a single evaporation temperature. The front and rear rows can independently control the operation of their respective first refrigerant flow path structures 410 and second refrigerant flow path structures 420, improving the accuracy of zone temperature control.

[0026] In an optional embodiment of this application, the evaporator 400 includes: An input manifold 430; a first partition 440, located in the input manifold 430 and arranged along the refrigerant flow direction, is used to isolate the input manifold 430 into a first input manifold cavity 431 and a second input manifold cavity 432; the first input manifold cavity 431 is connected to the flow distribution component 300; the second input manifold cavity 432 is connected to the flow distribution component 300. An output manifold 450; a second partition 460, located in the output manifold 450 and arranged along the refrigerant flow direction, is used to isolate the output manifold 450 into a first output manifold cavity 451 and a second output manifold cavity 452; the first output manifold cavity 451 is connected to the front air supply channel 500; the second output manifold cavity 452 is connected to the rear air supply channel 600. The first flat tube group 470 is located between the first input collection cavity 431 and the first output collection cavity 451, and together with the first input collection cavity 431 and the first output collection cavity 451, it forms the first refrigerant flow path structure 410. The second flat tube assembly 480 is located between the second input collector 432 and the second output collector 452, and together with the second input collector 432 and the second output collector 452, forms the second refrigerant flow path structure 420.

[0027] You can refer to the specific details. Figure 2The evaporator 400 includes: an input manifold 430, a first baffle 440, an output manifold 450, a second baffle 460, a first flat tube group 470, and a second flat tube group 480. The input manifold 430 is located at the input end and can be connected to the flow distribution assembly 300 to receive the low-temperature, low-pressure gaseous refrigerant supplied by the flow distribution assembly 300. The input manifold 430 has a collection cavity inside, into which the low-temperature, low-pressure gaseous refrigerant can flow. The first baffle 440 is located within the input manifold 430, i.e., the first baffle 440 is disposed within the collection cavity. The first baffle 440 is arranged along the refrigerant flow direction, thus isolating the input manifold 430 into a first input collection cavity 431 and a second input collection cavity 432. The first input collection cavity 431 is the inlet of the first refrigerant flow path structure 410, and the second input collection cavity 432 is the inlet of the second refrigerant flow path structure 420. The output manifold 450 also has a collection cavity inside, into which low-temperature, low-pressure gaseous refrigerant can flow. A second partition 460 is located within the output manifold 450, i.e., the second partition 460 is disposed within this collection cavity. The second partition 460 is arranged along the refrigerant flow direction, thus isolating the output manifold 450 into a first output collection cavity 451 and a second output collection cavity 452. The first output collection cavity 451 is the outlet of the first refrigerant flow path structure 410, and the second output collection cavity 452 is the outlet of the second refrigerant flow path structure 420. The first flat tube assembly 470 consists of several flat tubes and is located between the first input collection cavity 431 and the first output collection cavity 451; i.e., one end of the first flat tube assembly 470 is connected to the first input collection cavity 431, and the other end is connected to the first output collection cavity 451. The first flat tube assembly 470 connects the first input manifold 431 and the first output manifold 451, forming a first refrigerant flow path structure 410 together with the first input manifold 431 and the first output manifold 451. The second flat tube assembly 480, composed of several flat tubes, is located between the second input manifold 432 and the second output manifold 452; that is, one end of the second flat tube assembly 480 is connected to the second input manifold 432, and the other end is connected to the second output manifold 452. The second flat tube assembly 480 connects the second input manifold 432 and the second output manifold 452, forming a second refrigerant flow path structure 420 together with the second input manifold 432 and the second output manifold 452.

[0028] In summary, the flow distribution component 300 delivers the low-temperature, low-pressure gaseous refrigerant to the evaporator 400. One flow path passes through the first refrigerant flow path structure 410, sequentially through the first output collector 451, the first flat tube group 470, and the first output collector 451. The other flow path passes through the second refrigerant flow path structure 420, sequentially through the second output collector 452, the second flat tube group 480, and the second output collector 452. The first output collector 451 is connected to the front air supply channel 500 to control the front air temperature. The second output collector 452 is connected to the rear air supply channel 600 to control the rear air temperature. For example, it can be as follows: Figure 3 As shown, after passing through the first refrigerant flow path structure 410, the fresh air passes through the heater core 820 and the mixing damper 700, and is then delivered to the front of the vehicle through the front air supply duct 500. After passing through the second refrigerant flow path structure 420, the fresh air passes through the heater core 820 and the mixing damper, and is then delivered to the rear of the vehicle through the rear air supply duct 600. A single evaporator 400 can achieve zoned temperature control, which can be implemented without increasing the number of evaporators 400, thus reducing hardware costs.

[0029] The heat exchange area of ​​the first refrigerant flow path structure 410 and the second refrigerant flow path structure 420 can be characterized by the number of flat tubes, the length of the flat tubes, and the number of flow paths in the first flat tube group 470 and the second flat tube group 480. For example, the number of flat tubes can be used as the characterization method, and the ratio of the number of flat tubes in the first flat tube group 470 and the second flat tube group 480 can be determined according to the front and rear exhaust air volume ratio of the vehicle, which can be 6:4 or 7:3.

[0030] In addition, several fins can be installed between the flat tubes of the first flat tube group 470 and between the flat tubes of the second flat tube group 480 to expand the contact area with fresh air and improve the temperature control effect.

[0031] In an optional embodiment of this application, the heat exchange area of ​​the first refrigerant flow path structure 410 is larger than the heat exchange area of ​​the second refrigerant flow path structure 420.

[0032] In this embodiment, the heat exchange area of ​​the first refrigerant flow path structure 410 is larger than that of the second refrigerant flow path structure 420, allowing more airflow to enter the front of the vehicle. This prioritizes the cooling and heating efficiency of the driver's seat, preventing the driver from experiencing discomfort due to temperature and affecting driving safety. Furthermore, in daily vehicle use, the usage rate of front-seat occupants is much higher than that of rear-seat occupants. Allowing more airflow into the front of the vehicle reduces the load on the air conditioning system while prioritizing the comfort of the core area.

[0033] In an optional embodiment of this application, the traffic allocation component 300 includes: Expansion valve 310 is connected to the condenser 200; The first flow valve 320 is connected to the first refrigerant flow path structure 410 and is used to adjust the refrigerant flow rate of the first refrigerant flow path structure 410. The second flow valve 330 is connected to the second refrigerant flow path structure 420 and is used to adjust the refrigerant flow rate of the second refrigerant flow path structure 420. The distribution block 340 has two outlet channels; the inlet of the distribution block 340 is connected to the expansion valve 310, one of the outlet channels of the distribution block 340 is connected to the first flow valve 320, and the other outlet channel is connected to the second flow valve 330.

[0034] The flow distribution assembly 300 may include an expansion valve 310, a distribution block 340, a first flow valve 320, and a second flow valve 330. The expansion valve 310 is the input end and can be connected to the condenser 200 to atomize the high-temperature, high-pressure liquid refrigerant in the condenser 200, forming a low-temperature, low-pressure liquid refrigerant. The output end of the expansion valve 310 is connected to the distribution block 340, which has one inlet channel and two outlet channels. The inlet channel of the distribution block 340 is connected to the expansion valve 310, one outlet channel of the distribution block 340 is connected to the first flow valve 320, and the other outlet channel is connected to the second flow valve 330. The inlet channel of the distribution block 340 receives the low-temperature, low-pressure liquid refrigerant. The low-temperature, low-pressure liquid refrigerant then flows through the first flow valve 320 and the second flow valve 330 through the two outlet channels, respectively. The first flow valve 320 is connected to the first refrigerant flow path structure 410, delivering the diverted low-temperature, low-pressure liquid refrigerant into the first refrigerant flow path structure 410. The second flow valve 330 is connected to the second refrigerant flow path structure 420, delivering the diverted low-temperature, low-pressure liquid refrigerant to the second refrigerant flow path structure 420. The opening degrees of the first flow valve 320 and the second flow valve 330 can be adjusted. Adjusting the opening degree of the first flow valve 320 regulates the refrigerant flow rate of the first refrigerant flow path structure 410; adjusting the opening degree of the second flow valve 330 regulates the refrigerant flow rate of the second refrigerant flow path structure 420. By adjusting the opening degrees of the first flow valve 320 and the second flow valve 330, the refrigerant flow rates of the first refrigerant flow path structure 410 and the second refrigerant flow path structure 420 are regulated, further enabling fine-tuned temperature control of the front and rear rows of the vehicle. This can be achieved by adjusting the opening degrees of the first flow valve 320 and the second flow valve 330, as well as by considering the differences in the heat exchange areas of the first and second refrigerant flow path structures 410 and 420 themselves, to differentially regulate the temperature of the front and rear rows of the vehicle, improving the precision of control and making the control effect more accurate. The valve types of the expansion valve 310, the first flow valve 320, and the second flow valve 330 can be determined according to actual needs, and this application embodiment does not limit them. For example, the expansion valve 310, the first flow valve 320, and the second flow valve 330 can be electronic expansion valves or electromagnetic proportional valves. Driven by a stepper motor, the electronic expansion valve can achieve continuous opening adjustment from 0% to 100%. Achieving independent control of the opening of each flow regulating valve via a PWM (Pulse Width Modulation) signal or a stepper motor drive signal can improve control performance.

[0035] In addition, a controller (not shown in the figure) can be installed in the vehicle air conditioning system. The controller is connected to the compressor 100, the flow distribution assembly 300, the front air supply duct 500, and the rear air supply duct 600. The controller can receive input signals from the front temperature sensor, the rear temperature sensor, the outlet temperature sensors of each evaporator zone, the compressor exhaust pressure sensor, the ambient temperature sensor, and the sunlight load sensor as control references. It can output control signals to each valve of the flow distribution assembly 300 to control the valve opening; it can output control signals to the compressor 100 to control the compressor speed; and it can output control signals to the front air supply duct 500 and the rear air supply duct 600 to control the damper opening.

[0036] For vehicle air conditioning systems, a coolant circulation loop 800 may also be included. The coolant circulation loop 800 is connected to the condenser 200, and the coolant in the coolant circulation loop 800 exchanges heat with the refrigerant in the condenser 200. (See reference...) Figure 1 The coolant circulation loop 800 may include a water pump 810, a heater core 820, and a multi-way valve 830. The water pump 810 transports coolant to the condenser 200 to cool the refrigerant in the condenser 200. The multi-way valve 830 can switch the flow direction of the coolant to achieve functions such as utilizing waste heat from the motor and battery, and meeting the thermal management needs of the motor and battery. The heater core 820 is located downstream of the evaporator 400 and exchanges heat with the air blown into the passenger compartment. Furthermore, when the refrigerant flow rate in the second refrigerant flow path structure 420 is reduced, the remaining cooling capacity can be directed through the coolant circulation loop 800 to the battery cooling loop to cool the battery. Rear-seat heating needs are preferentially met by the motor or electric drive waste heat recovery loop, further reducing the load on the compressor 100. The on-board air conditioning system can be integrated with the vehicle thermal management system, allowing it to be collaboratively controlled by the vehicle architecture and fully participate in the overall vehicle thermal management, improving the effectiveness of thermal management.

[0037] Reference Figure 4 This document illustrates a flowchart of an embodiment of a zoned temperature control method based on a vehicle air conditioning system, as described in this application. The vehicle air conditioning system includes any of the vehicle air conditioning systems described above. Detailed descriptions of the vehicle air conditioning system can be found in the above embodiments, and will not be repeated here. The zoned temperature control method based on the vehicle air conditioning system may include the following steps: Step 401: When the vehicle is in zone temperature control mode, determine the front row temperature difference and the rear row temperature difference. Zoned climate control mode is an air conditioning operation mode where the front and rear passenger areas of a vehicle have different temperature setting requirements. For example, if the front passengers require cooling and the rear passengers require heating, this is zoned climate control mode. When the vehicle is in zoned climate control mode, the temperature difference between the front and rear passengers can be determined. The front temperature difference is the temperature difference between the current front temperature and the user's desired temperature setting. The rear temperature difference is the temperature difference between the current rear temperature and the user's desired temperature setting.

[0038] In an optional embodiment of this application, the method further includes: in response to a front-row temperature setting operation for the front row of the vehicle, determining a front-row set temperature corresponding to the front-row temperature setting operation; in response to a rear-row temperature setting operation for the rear row of the vehicle, determining a rear-row set temperature corresponding to the rear-row temperature setting operation; acquiring the actual front-row temperature corresponding to the front row of the vehicle and the actual rear-row temperature corresponding to the rear row of the vehicle; combining the front-row set temperature and the actual front-row temperature to determine a front-row control temperature difference; combining the rear-row set temperature and the actual front-row temperature to determine a rear-row control temperature difference; and determining that the vehicle is in a zone temperature control mode when the front-row control temperature difference is greater than a preset cooling threshold and the rear-row control temperature difference is less than a preset heating threshold.

[0039] In this embodiment, passengers or drivers can operate the vehicle's interactive devices, such as the central control screen, air conditioning switches, and air conditioning knobs, to set the desired temperature for the front seats and the desired temperature for the rear seats. When setting the front seat temperature, the user can set the front seat temperature. The system can respond to this front seat temperature setting operation and determine the corresponding front seat temperature. The front seat temperature setting represents the target temperature value that the user wants to achieve in the front seats. Similarly, when setting the rear seat temperature, the user can set the rear seat temperature. The system can respond to this rear seat temperature setting operation and determine the corresponding rear seat temperature. The rear seat temperature setting represents the target temperature value that the user wants to achieve in the rear seats.

[0040] Temperature sensors installed on the front and rear seats of the vehicle detect the actual temperatures of the front and rear seats, respectively. The front seat temperature represents the current actual temperature value in the front row, and the rear seat temperature represents the current actual temperature value in the rear row. The front seat temperature control difference can be determined by combining the set front temperature and the actual front temperature, for example, by subtracting the actual front temperature from the set front temperature. Similarly, the rear seat temperature control difference can be determined by combining the set rear temperature and the actual rear temperature, for example, by subtracting the actual rear temperature from the set rear temperature. For example, let's define the front seat set temperature T_front_set, the rear seat set temperature T_rear_set, the front seat actual temperature T_front_actual, and the rear seat actual temperature T_rear_actual. The front seat temperature control difference ΔT_front = T_front_actual - T_front_set. The rear seat temperature control difference ΔT_rear = T_rear_actual - T_rear_set.

[0041] The vehicle's zonal temperature control mode can be determined by the combination of front and rear passenger temperature differences. A preset cooling threshold is a critical threshold for controlling the vehicle's air conditioning system to operate and deliver cold air. A preset heating threshold is a critical threshold for controlling the vehicle's air conditioning system to operate and deliver hot air. The specific values ​​of the preset cooling and heating thresholds can be set according to requirements, and this application embodiment does not limit them. The preset cooling threshold can be a positive number; the preset cooling threshold can also be a negative number. That is, when the temperature difference is greater than the preset cooling threshold (i.e., the user's set temperature is lower than the current temperature), the vehicle's air conditioning system needs to be controlled to operate and deliver cold air for cooling. When the temperature difference is less than the preset heating threshold (i.e., the user's set temperature is higher than the current temperature), the vehicle's air conditioning system needs to be controlled to operate and deliver hot air for heating.

[0042] When the temperature difference between the front seats is greater than the preset cooling threshold and the temperature difference between the rear seats is less than the preset heating threshold, that is, when the user sets the temperature for the front seats, the vehicle's air conditioning system operates and delivers cold air; simultaneously, when the user sets the temperature for the rear seats, the vehicle's air conditioning system operates and delivers hot air. The user's current need is for cooling in the front seats and heating in the rear seats; in this case, it can be determined that the vehicle is in zone temperature control mode.

[0043] Step 402: Determine the target evaporation temperature of the front row based on the front row control temperature difference; The front-end temperature difference can be used as the control factor to determine the target evaporation temperature. By utilizing the refrigerant demand to determine the temperature requirement through the evaporator, the temperature control target is determined from the perspective of the heat exchange medium. This eliminates the need for control through other media or equipment conditions, thus improving the accuracy of front-end temperature control. The target evaporation temperature is the temperature that the first refrigerant flow path structure in the evaporator needs to reach within the current control cycle.

[0044] In an optional embodiment of this application, the step of determining the target evaporation temperature of the front row based on the front row control temperature difference includes: using the front row control temperature difference to perform proportional-integral-derivative control to determine the target evaporation temperature of the front row.

[0045] The front row control temperature difference is used as the sole input deviation for proportional-integral-derivative (PID) control. The proportional stage responds in real time to the current front row control temperature difference; the larger the front row control temperature difference, the stronger the proportional adjustment force. The integral stage accumulates all historical front row control temperature differences, gradually eliminating long-term steady-state errors that the proportional stage cannot resolve. The derivative stage predicts the temperature trend based on the rate of change of the front row control temperature difference and iteratively determines the current actual output target evaporation temperature. Step 403: Determine the target evaporation temperature of the rear row based on the rear row control temperature difference; The target evaporation temperature of the rear refrigerant flow path can be determined by using the temperature difference at the rear flow path as the control factor. By utilizing the refrigerant demand to determine the temperature requirement through the evaporator, the temperature control target is determined from the perspective of the heat exchange medium. This eliminates the need for control through other media or equipment conditions, thus improving the accuracy of rear flow path temperature control. The target evaporation temperature at the rear flow path is the temperature that the second refrigerant flow path structure in the evaporator needs to reach within the current control cycle.

[0046] In an optional embodiment of this application, the step of determining the target evaporation temperature of the rear row based on the rear row control temperature difference includes: using the rear row control temperature difference to perform proportional-integral-derivative control to determine the target evaporation temperature of the rear row.

[0047] The rear row control temperature difference is used as the sole input deviation of proportional-integral-derivative control. The proportional stage responds in real time to the current rear row control temperature difference, and the larger the rear row control temperature difference, the stronger the proportional regulation of the output. The integral stage accumulates all historical rear row control temperature differences, gradually eliminating long-term steady-state errors that the proportional stage cannot solve. The derivative stage predicts the temperature trend based on the rate of change of the rear row control temperature difference and continuously iterates to determine the target evaporation temperature of the rear row for the current actual output.

[0048] Step 404: The flow rate of the first refrigerant flow path structure is controlled by the target evaporation temperature of the front row, and the flow rate of the second refrigerant flow path structure is controlled by the target evaporation temperature of the rear row.

[0049] The correlation between the flow rate and evaporation temperature of the first refrigerant flow path structure, and the correlation between the flow rate and evaporation temperature of the second refrigerant flow path structure, can be determined in advance through experiments and simulations. For example, the correlation can be expressed as corresponding curves.

[0050] After determining the target evaporation temperature of the front row, the flow rate corresponding to this target evaporation temperature can be determined based on the correlation between the flow rate of the first refrigerant flow path and its evaporation temperature. This flow rate value is then used to control the opening of the first flow valve in the flow distribution assembly, thereby controlling the flow rate of the first refrigerant flow path and ensuring it reaches the target evaporation temperature, thus meeting the front row temperature setting requirements. Similarly, after determining the target evaporation temperature of the rear row, the flow rate corresponding to this target evaporation temperature can be determined based on the correlation between the flow rate of the second refrigerant flow path and its evaporation temperature. This flow rate value is then used to control the opening of the second flow valve in the flow distribution assembly, thereby controlling the flow rate of the second refrigerant flow path and ensuring it reaches the target evaporation temperature, thus meeting the rear row temperature setting requirements.

[0051] In an optional embodiment of this application, the method further includes: Step S1: Obtain the compressor discharge pressure; During operation, the compressor discharge pressure can also be obtained through sensors. The compressor discharge pressure represents the pressure value at the compressor outlet.

[0052] Step S2: Determine the initial control speed of the compressor based on the target evaporation temperature of the front row; Simultaneously, the initial control speed of the compressor can be determined based on the target evaporation temperature of the front row. The initial control speed of the compressor is the base speed value for compressor speed control. By using the target evaporation temperature of the front row as the actual heat load to determine the initial control speed of the compressor, and controlling the compressor speed based primarily on the temperature control requirements of the front row, it is possible to avoid control methods that target all cooling and heating needs, thereby reducing the complexity of the control logic, preventing compressor speed fluctuations, and improving the operational reliability of the compressor.

[0053] Step S3: Determine the target control speed of the compressor by combining the compressor discharge pressure and the compressor initial control speed; The current load condition is determined by considering the compressor's discharge pressure. The target control speed of the compressor is then determined by modifying the initial control speed under different load conditions. The target control speed is the compressor's speed control target value.

[0054] Step S4: Control the compressor using the target control speed of the compressor.

[0055] It can control the compressor to operate at the target speed, avoiding high-pressure protection of the compressor, eliminating the need to significantly increase the water temperature, and minimizing frequent start-stop of the compressor, thus improving the compressor's operational reliability.

[0056] In an optional embodiment of this application, the step of determining the compressor target control speed by combining the compressor discharge pressure and the compressor initial control speed includes: determining the compressor initial control speed as the compressor target control speed when the compressor discharge pressure is less than a preset first pressure threshold; determining the compressor target control speed by correcting the compressor initial control speed based on a preset deceleration rate when the compressor discharge pressure is not less than the preset first pressure threshold and not greater than a preset second pressure threshold; and determining the compressor target control speed as a preset control speed when the compressor discharge pressure is greater than the preset second pressure threshold; wherein the preset second pressure threshold is greater than the preset first pressure threshold.

[0057] In this embodiment of the invention, a preset second pressure threshold represents the upper limit pressure value for protection of the compressor during operation. A preset first pressure threshold represents the lower limit pressure value for protection of the compressor during operation. When the compressor discharge pressure is less than the preset first pressure threshold, i.e., the current compressor discharge pressure is normal and no additional control is required, the initial control speed of the compressor can be determined as the target control speed of the compressor, and speed control is performed based on the base value. When the compressor discharge pressure is not less than the preset first pressure threshold and not greater than the preset second pressure threshold, it indicates that the compressor discharge pressure is relatively high, and the speed needs to be appropriately reduced to protect the compressor. The initial control speed of the compressor can be corrected in each control cycle according to a preset rate, i.e., the initial control speed of the compressor is gradually reduced, and the corrected initial control speed of the compressor is determined as the target control speed of the compressor. When the compressor discharge pressure is greater than the preset second pressure threshold, it indicates that the compressor discharge pressure is very high, and to avoid compressor damage, the speed needs to be reduced quickly, and the target control speed of the compressor can be determined as the preset control speed. The compressor speed is reduced using the preset control speed. The preset control speed is the allowable speed to ensure continuous operation of the compressor. The duration of the control cycle can be determined according to the control requirements, for example, 100ms (milliseconds).

[0058] This embodiment of the application determines the front row control temperature difference and the rear row control temperature difference when the vehicle is in zoned temperature control mode; determines the target evaporation temperature for the front row based on the front row control temperature difference; determines the target evaporation temperature for the rear row based on the rear row control temperature difference; and controls the flow rate of the first refrigerant flow path structure using the target evaporation temperature for the front row and the flow rate of the second refrigerant flow path structure using the target evaporation temperature for the rear row. By determining the front row control temperature difference and the rear row control temperature difference based on the temperature control requirements of the front and rear rows respectively when the vehicle is in zoned temperature control mode, and controlling the flow rate of the first and second refrigerant flow path structures accordingly, the refrigerant flow rate corresponding to the front and rear row areas can be independently and accurately controlled, improving control accuracy.

[0059] This application also provides a vehicle including the vehicle air conditioning system described in any of the above embodiments. The vehicle air conditioning system supplies air to the front and rear passenger areas, accurately controlling the temperature in both areas to meet passengers' personalized temperature needs and improve their overall experience.

[0060] It should be noted that, for the sake of simplicity, the method embodiments are all described as a series of actions. However, those skilled in the art should understand that the embodiments of this application are not limited to the described order of actions, because according to the embodiments of this application, some steps can be performed in other orders or simultaneously. Secondly, those skilled in the art should also understand that the embodiments described in the specification are all preferred embodiments, and the actions involved are not necessarily required by the embodiments of this application.

[0061] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0062] Those skilled in the art will understand that embodiments of this application can be provided as methods, apparatus, or computer program products. Therefore, embodiments of this application can take the form of entirely hardware embodiments, entirely software embodiments, or embodiments combining software and hardware aspects. Furthermore, embodiments of this application can take the form of computer program products implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0063] This application describes embodiments with reference to flowchart illustrations and / or block diagrams of methods, terminal devices (systems), and computer program products according to embodiments of this application. It should be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing terminal device to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing terminal device, generate instructions for implementing the flowchart illustrations. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0064] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing terminal device to operate in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0065] These computer program instructions can also be loaded onto a computer or other programmable data processing terminal equipment, causing a series of operational steps to be performed on the computer or other programmable terminal equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable terminal equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0066] Although preferred embodiments of the present application have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of the embodiments of the present application.

[0067] Finally, it should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or terminal device that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or terminal device. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or terminal device that includes said element.

[0068] The foregoing has provided a detailed description of a vehicle air conditioning system, a zoned temperature control method based on the vehicle air conditioning system, and a vehicle. Specific examples have been used to illustrate the principles and implementation methods of this application. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of this application. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of this application. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. A vehicle air conditioning system, characterized in that, include: compressor; The condenser is connected to the compressor; A flow distribution component, connected to the condenser, is used to distribute the refrigerant output from the condenser. An evaporator, the inlet of which is connected to the flow distribution assembly, the evaporator including a first refrigerant flow path structure and a second refrigerant flow path structure that are mutually isolated along the refrigerant flow direction; the first refrigerant flow path structure and the second refrigerant flow path structure have different heat exchange areas; The front air supply duct is connected to the first refrigerant flow path structure and is used to deliver fresh air flowing through the first refrigerant flow path structure to the front of the vehicle. The rear air supply duct is connected to the second refrigerant flow path structure and is used to deliver fresh air flowing through the second refrigerant flow path structure to the rear of the vehicle.

2. The vehicle air conditioning system according to claim 1, characterized in that, The evaporator includes: An input manifold; a first partition, located in the input manifold and arranged along the refrigerant flow direction, is used to isolate the input manifold into a first input manifold cavity and a second input manifold cavity; the first input manifold cavity is connected to the flow distribution component; the second input manifold cavity is connected to the flow distribution component; An output manifold; a second partition, located in the output manifold and arranged along the refrigerant flow direction, is used to isolate the output manifold into a first output manifold cavity and a second output manifold cavity; the first output manifold cavity is connected to the front air supply channel; the second output manifold cavity is connected to the rear air supply channel; The first flat tube assembly is located between the first input collector and the first output collector, and together with the first input collector and the first output collector, forms the first refrigerant flow path structure. The second flat tube assembly is located between the second input manifold and the second output manifold, and together with the second input manifold and the second output manifold, forms the second refrigerant flow path structure.

3. The vehicle air conditioning system according to claim 1, characterized in that, The traffic allocation component includes: An expansion valve is connected to the condenser; A first flow valve is connected to the first refrigerant flow path structure and is used to adjust the refrigerant flow rate of the first refrigerant flow path structure. The second flow valve is connected to the second refrigerant flow path structure and is used to adjust the refrigerant flow rate of the second refrigerant flow path structure. The distribution block has two outlet channels; the inlet of the distribution block is connected to the expansion valve, one of the outlet channels of the distribution block is connected to the first flow valve, and the other outlet channel is connected to the second flow valve.

4. The vehicle air conditioning system according to claim 1, characterized in that, The heat exchange area of ​​the first refrigerant flow path structure is larger than that of the second refrigerant flow path structure.

5. A zoned temperature control method based on a vehicle air conditioning system, characterized in that, The vehicle air conditioning system includes the vehicle air conditioning system as described in any one of claims 1-4; the method includes: When the vehicle is in zone temperature control mode, determine the temperature difference between the front row and the rear row. The target evaporation temperature of the front row is determined based on the aforementioned front row controlled temperature difference. The target evaporation temperature of the rear row is determined based on the controlled temperature difference of the rear row. The flow rate of the first refrigerant flow path structure is controlled by the target evaporation temperature of the front row, and the flow rate of the second refrigerant flow path structure is controlled by the target evaporation temperature of the rear row.

6. The method according to claim 5, characterized in that, Also includes: In response to a front seat temperature setting operation for the front seats of the vehicle, a front seat set temperature corresponding to the front seat temperature setting operation is determined. In response to a rear seat temperature setting operation for the rear seats of a vehicle, a rear seat set temperature corresponding to the rear seat temperature setting operation is determined; Obtain the actual temperature of the front row of the vehicle and the actual temperature of the rear row of the vehicle. The front row temperature control difference is determined by combining the set front row temperature and the actual front row temperature. The rear row temperature control difference is determined by combining the set rear row temperature and the actual front row temperature. When the temperature difference between the front row and the rear row is greater than the preset cooling threshold and the temperature difference between the rear row and the preset heating threshold is less than the preset heating threshold, the vehicle is determined to be in zone temperature control mode.

7. The method according to claim 5, characterized in that, The step of determining the target evaporation temperature of the front row based on the front row control temperature difference includes: The target evaporation temperature of the front row is determined by proportional-integral-derivative control using the aforementioned front row control temperature difference. The step of determining the target evaporation temperature of the rear row based on the rear row control temperature difference includes: The target evaporation temperature of the rear row is determined by proportional-integral-derivative control using the aforementioned rear row temperature difference.

8. The method according to claim 5, characterized in that, Also includes: Obtain the compressor discharge pressure; Based on the target evaporation temperature of the front row, the initial control speed of the compressor is determined; The target control speed of the compressor is determined by combining the compressor discharge pressure and the compressor initial control speed; The compressor is controlled by the target control speed of the compressor.

9. The method according to claim 8, characterized in that, The step of determining the target control speed of the compressor by combining the compressor discharge pressure and the compressor initial control speed includes: When the compressor discharge pressure is less than a preset first pressure threshold, the initial control speed of the compressor is determined to be the target control speed of the compressor. When the compressor discharge pressure is not less than the preset first pressure threshold and not greater than the preset second pressure threshold, the initial control speed of the compressor is corrected based on the preset deceleration rate to determine the target control speed of the compressor. When the compressor discharge pressure is greater than the preset second pressure threshold, the target control speed of the compressor is determined to be the preset control speed; Wherein, the preset second pressure threshold is greater than the preset first pressure threshold.

10. A vehicle, characterized in that, Includes the vehicle air conditioning system as described in any one of claims 1-4.

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