In-vehicle thermal comfort control method and device, electronic equipment and storage medium

Abstract

The application relates to the technical field of vehicles and discloses an in-vehicle thermal comfort control method and device, electronic equipment and a storage medium. The method comprises the following steps: every first preset time length, obtaining passenger characteristics and environment characteristics of each passenger; determining a thermal comfort index of each passenger according to the passenger characteristics and the environment characteristics of each passenger; determining a comfort adjustment amount of each passenger and a whole-vehicle adjustment amount according to the thermal comfort index of each passenger; determining target parameters of each actuator according to the comfort adjustment amount of each passenger and the whole-vehicle adjustment amount; every second preset time length, determining control amounts of each actuator according to the target parameters of each actuator and current actual parameters and controlling each actuator; and the first preset time length is greater than the second preset time length. The scheme adopts a double-closed-loop cooperative control architecture, considers comfort, control stability and response speed, and reduces control oscillation.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a method and device for controlling in-vehicle thermal comfort, electronic equipment, computer-readable storage medium, and computer program product. Background Technology

[0002] With the continuous improvement of the demand for intelligent and comfortable automotive cabins, the control objective of vehicle air conditioning systems is gradually shifting from the traditional "single cabin temperature control" to "comfort control oriented towards passenger perception and experience." Thermal comfort refers to the state of satisfaction of passengers with the thermal environment, which is affected by many factors such as air temperature, humidity, wind speed, radiant temperature, individual metabolic rate, and thermal resistance of clothing. Especially in five- or seven-seat passenger vehicles, there are significant differences in age, gender, clothing thickness, tolerance, behavioral state, and degree of exposure to sunlight among passengers in different seats, resulting in inconsistent physical sensations among different passengers under the same cabin environment conditions.

[0003] Most existing mass-produced vehicles still rely on automatic climate control based on set temperature, average cabin temperature, or zoned temperatures. This results in relatively simple control variables and insufficient differentiation for specific groups such as rear passengers, children, the elderly, and sleeping occupants. While some advanced solutions offer dual-zone or tri-zone climate control, and a few studies have proposed methods to adjust local thermal comfort parameters based on seat comfort control systems (e.g., using adjustments to the seat heating / ventilation system to correct the cabin set temperature), these approaches still fundamentally focus on zoned temperature settings and lack an independent modeling and dynamic coordination mechanism for the comfort state of each individual occupant. Summary of the Invention

[0004] This application provides a method and device for controlling in-vehicle thermal comfort, an electronic device, and a storage medium to improve overall comfort.

[0005] In a first aspect, embodiments of this application provide a method for controlling in-vehicle thermal comfort, including: Every first preset time interval, acquire the occupant characteristics and environmental characteristics of each occupant; Based on the occupant characteristics and environmental characteristics of each occupant, determine the thermal comfort index of each occupant; Based on the thermal comfort index of each occupant, determine the comfort adjustment amount for each occupant and the overall vehicle adjustment amount; Based on the comfort adjustment amount for each occupant and the overall vehicle adjustment amount, the target parameters for each actuator are determined; Every second preset time interval, based on the target parameters of each actuator and the current actual parameters, the control quantity of each actuator is determined and each actuator is controlled. Wherein, the first preset duration is longer than the second preset duration.

[0006] In one embodiment, determining the thermal comfort index of each occupant based on their occupant characteristics and environmental characteristics includes: The occupant characteristics and environmental characteristics of each occupant are used as inputs to the single-occupant thermal comfort assessment model to obtain the thermal comfort index of each occupant output by the single-occupant thermal comfort assessment model.

[0007] In one embodiment, determining the comfort adjustment amount for each occupant and the overall vehicle adjustment amount based on the thermal comfort index of each occupant includes: Based on the thermal comfort index and thermal comfort target value of each occupant, determine the comfort adjustment amount for each occupant; The overall vehicle adjustment amount is determined based on the comfort adjustment amount of each occupant and the corresponding weight of each occupant.

[0008] In one embodiment, before determining the overall vehicle adjustment amount based on the comfort adjustment amount of each occupant and the corresponding weight of each occupant, the method further includes: Each passenger's weight is determined based on one or more of the following factors: seat location, age category, behavioral status, whether they are the primary driver, feedback frequency, and historical preference credibility.

[0009] In one embodiment, determining the target parameters of each actuator based on the comfort adjustment amount of each occupant and the overall vehicle adjustment amount includes: The residual needs of each passenger are determined based on the comfort adjustment amount of each passenger and the overall vehicle adjustment amount. Based on the proportion of each passenger's needs borne by each control area, the overall vehicle adjustment amount, and the residual needs of each passenger, the passenger's needs are mapped to each control area, and the target demand of each control area is calculated. Based on the effective thermal regulation of each control region caused by the unit target change of each actuator, and the target demand of each control region, the target parameters of each actuator that meet the constraints are determined.

[0010] In one embodiment, determining the control quantity for each actuator and controlling each actuator based on the target parameters and current actual parameters of each actuator includes: Based on the target parameters of each actuator and the current actual parameters, determine the error value of each actuator; Based on the error values ​​of each actuator, the control quantity of each actuator is determined.

[0011] In one embodiment, the occupant characteristics include one or more of the following: seat position, age category, gender category, clothing thickness level, behavioral state, and individual preference parameters.

[0012] In one embodiment, the method further includes updating the individual preference parameters if a "I am cold / I am hot" feedback message or a manual adjustment instruction is received.

[0013] Secondly, embodiments of this application also provide an in-vehicle thermal comfort control device, comprising: The feature acquisition module is used to acquire the occupant features and environmental features of each occupant every first preset time interval; The index determination module is used to determine the thermal comfort index of each occupant based on the occupant characteristics and environmental characteristics of each occupant. The difference calculation module is used to determine the comfort adjustment amount for each occupant and the overall vehicle adjustment amount based on the thermal comfort index of each occupant. The target determination module is used to determine the target parameters of each actuator based on the comfort adjustment amount of each occupant and the overall vehicle adjustment amount; The execution control module is used to determine the control quantity of each actuator and control each actuator every second preset time interval, based on the target parameters of each actuator and the current actual parameters. Wherein, the first preset duration is longer than the second preset duration.

[0014] Thirdly, embodiments of this application also provide an electronic device, including: Memory is used to store executable instructions for a computer; The processor, when executing computer-executable instructions stored in the memory, implements the above-described in-vehicle thermal comfort control method.

[0015] Fourthly, embodiments of this application also provide a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above-described in-vehicle thermal comfort control method.

[0016] Fifthly, embodiments of this application also provide a computer program product, which includes computer-executable instructions stored in a computer-readable storage medium; When the processor of the electronic device reads the computer-executable instructions from the computer-readable storage medium and executes the computer-executable instructions, the above-mentioned in-vehicle thermal comfort control method is implemented.

[0017] The technical solution provided in the above embodiments of this application acquires occupant characteristics and environmental characteristics every first preset time interval, and determines the target parameters of each actuator based on the occupant characteristics and environmental characteristics. Every second preset time interval, the control quantity of each actuator is determined based on the target parameters of each actuator and the current actual parameters, and each actuator is controlled. The first preset time interval is longer than the second preset time interval. The two control cycles work together through state feedback and target iteration to achieve a balance of comfort in multi-person scenarios, taking into account comfort, control stability and response speed, and reducing control oscillation. Attached Figure Description

[0018] The accompanying drawings, which are incorporated in and form a part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure.

[0019] Figure 1 This is a flowchart of one embodiment of the in-vehicle thermal comfort control method according to this application; Figure 2 This is a detailed flowchart of step S140 provided in the embodiments of this application; Figure 3 This is a schematic diagram of one embodiment of the in-vehicle thermal comfort control device according to this application; Figure 4 This is a schematic diagram of the hardware structure of an embodiment of the electronic device according to this application. Detailed Implementation

[0020] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numerals in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this specification. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this specification as detailed in the appended claims.

[0021] The terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to be limiting of this specification. The singular forms “a,” “the,” and “the” as used in this specification and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used herein refers to and includes any and all possible combinations of one or more of the associated listed items.

[0022] It should be understood that although the terms first, second, third, etc., may be used in this specification to describe various information, this information should not be limited to these terms. These terms are only used to distinguish information of the same type from one another. For example, without departing from the scope of this specification, first information may also be referred to as second information, and similarly, second information may also be referred to as first information. Depending on the context, the word "if" as used herein may be interpreted as "when," "when," or "in response to determination."

[0023] Figure 1 This is a schematic flowchart of a vehicle interior thermal comfort control method provided in an embodiment of this application. Figure 1 As shown, the method includes steps S110-S150.

[0024] Step S110: Every first preset time interval, acquire the occupant characteristics and environmental characteristics of each occupant.

[0025] Steps S110-S140 are executed once every first preset time interval; this process can be called a slow loop. The first preset time interval can be, for example, 3 to 10 seconds.

[0026] Occupant characteristics can include one or more of the following: seat location, age category, gender category, clothing thickness level, behavioral state, and individual preference parameters. Behavioral state can be sleeping / not sleeping. Individual preference parameters can include temperature, humidity, wind speed, airflow, thermal comfort index, etc., which the user considers comfortable. By utilizing these rich occupant characteristics, the thermal comfort index of each occupant can be accurately calculated, thereby achieving more precise zoned control.

[0027] In one embodiment, if a "I'm cold / I'm hot" feedback message or a manual adjustment command is received, the individual preference parameters are updated. The manual adjustment command could be the user clicking a temperature adjustment button or an airflow adjustment button. The individual preference parameters can be updated by increasing or decreasing them by a preset percentage based on the original parameters.

[0028] Specifically, when users frequently perform manual temperature adjustments, manually increase or decrease airflow, provide feedback on body temperature via the "I'm cold / I'm hot" control, or manually turn seat heating / ventilation on or off during the system's automatic control process, the system can associate these operations with the current scenario to form a preference learning sample S_k.

[0029] S_k = {Env_k, Occupant_k, Control_k, Feedback_k} Here, Env_k represents the environmental scenario parameters, Occupant_k represents the occupant status parameters, Control_k represents the current system control output, and Feedback_k represents the user feedback result. Through continuous learning, the system corrects the individual preference parameter Pref_i, making the generated comfort targets in subsequent similar scenarios more closely match the user's actual needs. It should be noted that samples from accidental touches, repeated operations in a short period of time, situations where the identities of multiple users are uncertain, or during periods of sensor malfunction should be downweighted or discarded; Pref_i is only updated when the feedback object, time window, and control context can be correlated.

[0030] Feedback_k can be written to samples immediately after an event occurs, while Pref_i can be updated in small steps immediately or in batches after the trip ends; the update results take effect in the next slow loop cycle or the next similar scenario. When a specific identity cannot be identified, only temporary seat-level preferences can be formed and cleared after the trip ends or saved with user authorization.

[0031] This embodiment enables personalized evolution through preference learning, allowing the system to continuously adapt to user habits as the user uses it.

[0032] The environmental characteristics may include one or more of the following: temperature, humidity, wind speed or intensity, solar radiation or thermal radiation in the local area where the occupants are located.

[0033] When the system is running for the first time or when there are no historical preferences, Pref_i uses the calibrated default value; when local sensor data is missing, the whole cabin sensor value plus regional correction, virtual temperature field estimation, or the most recent valid value is used. All continuous parameters undergo physical range verification, unit unification, time synchronization, and necessary normalization before being included in the model.

[0034] Step S120: Determine the thermal comfort index of each occupant based on their occupant characteristics and environmental characteristics.

[0035] The thermal comfort index can be PMV (Predicted Mean Vote). The PMV index represents the average index of a group's thermal sensation on seven levels (+3 to -3).

[0036] In one embodiment, the occupant characteristics and environmental characteristics of each occupant can be used as inputs to a single-occupant thermal comfort assessment model to obtain the thermal comfort index of each occupant output by the single-occupant thermal comfort assessment model. The single-occupant thermal comfort assessment model can be pre-trained and can employ a rule-based model, a PMV model, a regression model, a neural network, or a combination thereof.

[0037] In one example, the occupant characteristic P_i of the i-th occupant can be represented as: P_i = {Seat_i, Age_i, Gender_i, Cloth_i, Action_i, Pref_i}; In the above formula, Seat_i represents the seat position, Age_i represents the age category, Gender_i represents the gender category, Cloth_i represents the clothing thickness level, Action_i represents the behavioral state, and Pref_i represents individual preference data.

[0038] In one example, the thermal comfort index C_i of the i-th occupant can be expressed as: C_i = f(T_i, H_i, V_i, R_i, Seat_i, Age_i, Gender_i, Cloth_i, Action_i, Pref_i); In the above formula, T_i represents the local temperature of the occupant's area, H_i represents the local humidity of the occupant's area, V_i represents the local wind speed or wind intensity of the occupant's area, and R_i represents the solar radiation or thermal radiation effect of the occupant's area. The comfort index C_i can be defined as a continuous variable, for example: C_i <-θ indicates slightly cold, -θ ≤ C_i ≤ θ indicates comfortable, and C_i > θ indicates slightly hot, where θ is the comfort zone threshold. It should be noted that occupant characteristics and environmental characteristics are time-stamp aligned, outlier removed, amplitude limited, and normalized as necessary before being input into the model f(·); when a sensor temporarily fails, the most recent valid value, the model estimate, or a safe default value is used, and the confidence level is marked. The above embodiment calculates the occupant's thermal comfort index through a single-occupant thermal comfort assessment model, which is convenient, fast, and highly accurate.

[0039] Step S130: Determine the comfort adjustment amount for each occupant and the overall vehicle adjustment amount based on the thermal comfort index of each occupant.

[0040] Comfort adjustment amount refers to the deviation of the occupant thermal comfort index from the target comfort value, which is the amount of adjustment required. For example, assuming the target comfort value is 0 and the occupant thermal comfort index is 3 (too hot), then the deviation (i.e., comfort adjustment amount) is -3 (cooling down), which can be represented by positive and negative signs to indicate heating up and cooling down.

[0041] The overall vehicle adjustment amount refers to the combined value of the comfort adjustments made by all occupants. For example, the overall vehicle adjustment amount can be the sum of the comfort adjustments made by all occupants.

[0042] In another embodiment, the comfort adjustment amount for each occupant can be determined first based on the thermal comfort index and the thermal comfort target value for each occupant; then, the overall vehicle adjustment amount can be determined based on the comfort adjustment amount for each occupant and the weight corresponding to each occupant.

[0043] In one example, the total vehicle adjustment D_all can be represented as: D_all = Σ(W_i · D_i), ΣW_i = 1; In the above formula, D_i is the comfort adjustment amount of the i-th occupant, and W_i is the weight of the i-th occupant.

[0044] Since different occupants have different levels of sensitivity and importance in the vehicle, for example, higher weights can be assigned to the elderly and children, and higher weights can be assigned to the driver, so that the overall vehicle adjustment D_all is more biased towards sensitive and important personnel.

[0045] In one embodiment, the weight of each occupant can be determined based on one or more of the following: seat location, age category (e.g., whether a child or an elderly person), behavioral state (e.g., whether they are asleep), whether they are the primary driver, feedback frequency, and historical preference credibility. Higher protection weights can be assigned to children, the elderly, sleeping occupants, and drivers, prioritizing their needs during data fusion. For example, W_i = W_base + W_special W_base is the base weight. Assuming there are 4 crew members, the base weight can be 0.25. W_base is the weight increment. When a crew member meets any of the conditions "child / elderly / sleeping", W_special > 0, thereby increasing their influence in the overall objective. Changes in W_special should have upper and lower limits, duration, or hysteresis to avoid short-term misidentification of crew member status causing weight jumps and control oscillations. Before substituting into D_all, W_i of all valid crew members is uniformly normalized to simultaneously satisfy ΣW_i = 1.

[0046] When the number of valid occupants N=0, multi-occupant weight fusion is stopped and empty cabin, pre-adjustment or energy-saving strategies are implemented; when there is only one valid occupant, its W_i is normalized to 1.

[0047] The above embodiments determine the weight of occupants based on information such as occupant location, behavior status, age, whether they are the primary driver, feedback frequency, and historical preference credibility. This allows more sensitive, important, and trustworthy occupants to have higher weights, thereby improving the accuracy of the overall vehicle adjustment.

[0048] Step S140: Determine the target parameters of each actuator based on the comfort adjustment amount of each occupant and the overall vehicle adjustment amount.

[0049] Individual actuators may include common actuators (such as compressors, PTC heaters, blowers, expansion valves, etc.) and local actuators (seat heaters, seat ventilators, steering wheel heaters, etc.).

[0050] The target parameters of each actuator can be represented by G, which can include the target parameters of each common actuator and the target parameters of each local actuator.

[0051] In one embodiment, such as Figure 2 As shown, the above step S140 specifically includes: steps S141-S143.

[0052] Step S141: Determine the residual needs of each occupant based on their comfort adjustment amount and the overall vehicle adjustment amount.

[0053] The formula for calculating residual demand can be expressed as follows: In the formula, This represents the residual demand of occupant i. Residual demand is used to characterize the remaining comfort deviation of each occupant based on the overall comfort adjustment. When different D_i directions are opposite and D_all is close to zero, D_i-D_all of each occupant still exists. Therefore, the system will not misjudge the weighted cancellation as all occupants being comfortable, but will continue to generate regional or local compensation demands in the opposite direction.

[0054] Step S142: Based on the proportion of each occupant's needs borne by each control area, the overall vehicle adjustment amount, and the residual needs of each occupant, map each occupant's needs to each control area, and calculate the target demand amount for each control area.

[0055] Given the seat-control area spatial relationship matrix , This represents the proportion of the comfort needs of the i-th occupant that are met by the z-th region. It can be calibrated offline or corrected online based on seat position, air vent coverage, airflow direction, virtual temperature field, thermal imaging temperature field, and regional thermal coupling relationship. , For example, the proportion of the driver's comfort needs borne by the driver's head and chest area is 0.5, by the driver's leg area is 0.25, by the front passenger area is 0.15, and by the adjacent area to the front passenger is 0.1. The target demand for the z-th control area can be the sum of the proportions of all occupant comfort needs borne by the z-th control area.

[0056] The target demand for each control area can be calculated using the following formula: in, Let i be the fusion weight of the i-th passenger. Let be the local demand retention coefficient for the i-th passenger. To prevent small positive numbers with a denominator of zero, This refers to cropping Q_z to the interval [-1, 1]. This is a boundary constraint function to prevent regional requirements from exceeding the model's calibration range or the actuator's expressible range.

[0057] Step S143: Determine the target parameters of each actuator that meet the constraints based on the effective thermal regulation amount generated by the unit target change of each actuator in each control area and the target demand amount of each control area.

[0058] Given the control region-actuator capability matrix B = [B_zj], where B_zj represents the effective thermal regulation of the z-th control region by a unit change in the target value of the j-th actuator. This coefficient simultaneously reflects the direction of action, spatial coverage, maximum capacity, response speed, and current operating condition. .in, This refers to the rated action capability of actuator j on region z. It is an environmental condition correction factor, used to correct for the effects of external temperature, coolant temperature, battery temperature, etc. It is the actuator state correction coefficient, which corrects for saturation, fault, derating, and health conditions. It refers to spatial efficiency, correcting wind direction, occupant position, and regional coupling relationships. The sign direction should be consistent with D_i: B_zj>0 indicates that increasing the actuator output will make the area tend to become hotter; B_zj<0 indicates that increasing the actuator output will make the area tend to become colder; B_zj=0 indicates that the actuator has no effective effect on the area. For actuators with both heating and cooling capabilities, capacity coefficients can be established separately according to the mode.

[0059] Establish the expected effect of actuator combination , where x_j is the normalized target value of the j-th executor. This refers to the estimated thermal regulation of the control region z by all actuators.

[0060] This application is calculated The optimal solution enables the actuator combination in each control region to perform its expected action. The goal is to achieve the target demand Q_z for the controlled area as much as possible, with the smallest possible error. Depending on the needs, constraints may include not only minimizing error but also energy consumption constraints.

[0061] Let E_j(x_j) be the predicted power or predicted cycle energy of actuator j under the target parameter x_j. Then the actuator combination must satisfy: If E_limit uses a power budget, then the units of E_j and E_limit are unified in W; if an energy budget within the slow-loop prediction period is used, then the units are unified in Wh, and integrated over the same prediction period. The two methods should not be mixed within the same solution period.

[0062] Specifically, constraints can include the following formulas: in, This refers to the regional priority weight, which is determined by the regional crew weight, special crew status, safety requirements, and unmet requirements. λ_S is the energy consumption penalty coefficient, which increases when energy is limited or range is prioritized; λ_S is the target switching penalty coefficient, used to suppress frequent actuator jumps and fluctuations in passenger perception. It is the actuator target of the previous slow cycle, used to control continuity. This represents the maximum allowable change in the target value per cycle for the actuator. Within E_limit and the actuator's physical constraints, the expected action Q̂_z in each region should be as close as possible to Q_z; when multiple combinations have similar effects, the combination with lower energy consumption and smoother change should be selected. Specifically, this can be achieved using quadratic programming, model predictive control, rule search, or table lookup approximation; the specific solution algorithm is not a limitation.

[0063] The above embodiments further calculate the residual demand of each passenger based on the overall vehicle adjustment amount, so as to further meet the needs of each passenger in the case of multiple conflict scenarios; the demand of each member is mapped to each control area to obtain the target demand of each control area, and then the target demand of each control area is mapped to the target parameters of each actuator, which can improve the accuracy of each actuator control.

[0064] It should be noted that the slow loop reacquires or updates Ci every first preset time interval, thereby updating the target parameters of each actuator. When events such as passengers getting on or off the vehicle, significant changes in clothing or behavior, or "I'm cold / I'm hot" feedback occur, an additional calculation can be triggered immediately.

[0065] HVAC (Heating, Ventilation and Air Conditioning, referring to the vehicle interior air conditioning assembly) is used for the basic thermal balance of the entire cabin, air doors / air volume are used for zone adjustment, seat heating / ventilation are used for rapid individual compensation, and steering wheel heating is used for local compensation for the main driver.

[0066] When the direction of the comfort adjustment amount D_i of different occupants is opposite and the amplitude reaches a set threshold, it is determined that there is a multi-person demand conflict. At this time, D_all only gives the basic adjustment direction of the entire vehicle, and local differences are preferentially compensated by zone air volume, zone temperature, wind direction, seat or steering wheel actuators, so as to avoid weighted offset and misjudgment as "all people are comfortable".

[0067] In one embodiment, the start and stop of the local actuator can meet the following requirements, ; L_i represents the demand that should be preferentially undertaken by the i-th occupant's dedicated local actuator. When |L_i| reaches the activation threshold L_on and the corresponding actuator is available, local compensation is activated; when |L_i| drops below the exit threshold L_off, the local compensation is exited, and L_off<L_on is satisfied to form a hysteresis and avoid frequent start and stop. When L_i>0, the preferred actions are seat heating, steering wheel heating or local warm air, and after the local capacity is saturated, the demand is transferred to the zone heating actuator; when L_i<0, the preferred actions are seat ventilation or local cold air, and after the local capacity is saturated, the demand is transferred to the zone cooling actuator; when |L_i|≤L_off, the local compensation is maintained or exited, and the public actuator maintains the basic thermal environment. Through this mechanism, the system no longer mobilizes the entire cabin actuators to meet the demand of one person (such as raising the temperature of the entire vehicle just to make the main driver feel warm), but uses local actuators for "point-to-point" compensation, which greatly reduces energy consumption.

[0068] When E_limit is insufficient to satisfy all Q_z at the same time, priority-based target degradation shall be carried out instead of unconditionally reducing all targets proportionally. The recommended sequence is as follows: (1) Retain the defrosting, defogging and safety targets of the vehicle and the thermal management system; (2) Retain the protection constraints for children, the elderly, sleeping or health-sensitive occupants; (3) Prioritize retaining the seat and steering wheel actuators with high local compensation effect per unit energy consumption; (4) Reduce the air volume, air outlet temperature difference or target change rate of non-critical areas; (5) Extend the target achievement time, and moderately expand the allowable comfort zone for ordinary occupants; (6) Record the unmet demand and reallocate it in the next slow loop cycle.

[0069] U_z = Q_z - Σ_j B_zj x_j U_i = Σ_z A_iz U_z U_z represents unmet needs in the region, and U_i represents unmet needs mapped to the i-th passenger. Both can participate in the region weight ω_z, local retention coefficient ρ_i, or demand priority update in the next slow cycle, preventing unmet needs from being directly discarded.

[0070] Taking two passengers, the driver and the front passenger, as an example, let W_1=W_2=0.5, D_1=0.8, D_2=-0.6, then the original formula becomes: D_all = 0.5×0.8 + 0.5×(-0.6) = 0.1 r_1 = 0.8-0.1 = 0.7 , r_2 = -0.6-0.1 = -0.7 Therefore, the vehicle's common actuator only needs to provide a slight basic heating function, but the driver's seat still has a significant local heating requirement, and the passenger seat has a significant local cooling requirement. Spatial matrix A maps these to the driver's and passenger's areas respectively; the optimization model can prioritize driver's seat heating and passenger seat ventilation within E_limit, and compensate for the remaining emissions with regional air temperature and airflow. This result avoids erroneous exit from control when D_all approaches zero.

[0071] Step S150: Every second preset time interval, determine the control quantity of each actuator based on the target parameters of each actuator and the current actual parameters, and control each actuator; wherein, the first preset time interval is longer than the second preset time interval.

[0072] Step S150 is executed every second preset time interval; this process can be called the fast loop. The second preset time interval can be 100 ms to 500 ms. It is evident that the slow loop control cycle is relatively long, for example, 3 to 10 seconds, used for comfort level calculations and target parameter generation; the fast loop control cycle is relatively short, for example, 100 ms to 500 ms, used for rapid closed-loop control based on the target parameters provided by the slow loop. Therefore, before the fast loop receives the updated G, it continues to use the previous G. If it does not receive the updated G from the slow loop within the timeout period, a safety degradation strategy can be implemented (e.g., manual adjustment by the user).

[0073] For example, the slow-loop stage mainly completes: single-occupant comfort calculation, multi-occupant target conflict coordination, scene recognition and mode switching, individual preference learning and correction, energy consumption trade-off optimization, and new comprehensive control target output. The fast-loop stage mainly completes: compressor / PTC rapid response control, blower airflow closed-loop control, internal and external circulation damper switching control, mode damper angle control, zone temperature distribution control, and seat thermal management rapid adjustment.

[0074] Specifically, step S150 involves: determining the error value of each actuator based on the target parameters and current actual parameters of each actuator; and determining the control quantity of each actuator based on the error values ​​of each actuator.

[0075] For example, the target parameter G of each actuator may include the target air outlet temperature of the front air outlet, the target air outlet temperature of the rear air outlet, the target air outlet temperature of the driver's side air outlet, and the target air outlet temperature of the passenger side air outlet.

[0076] For example, when the target outlet air temperature of an actuator is T_tar and the current outlet air temperature is T_out, an error value e(t) can be defined: ; Fast loop control can employ PID or feedforward + feedback control. One example is as follows: The control variable u(t) can be applied to actuators such as compressors, electronic expansion valves, PTCs, and blowers. t represents the current time in the fast loop, and u(t) represents the fast loop control variable at time t. For proportional gain, For integral gain, For differential gain, For the error time integral, de(t) / dt is the error rate of change.

[0077] Before being sent to the actuator, u(t) should undergo physical upper and lower limits, rate of change, noise filtering, actuator availability checks, and E_limit checks. If an actuator is unavailable, the requirement can be transferred to another available actuator or the target strength can be reduced.

[0078] u(t) changes the actuator state, which in turn affects T_out, T_i, V_i and energy consumption; these new states return to the fast loop stage and the slow loop stage respectively, causing e(t), C_i, D_i, D_all and G to be updated in subsequent cycles.

[0079] Compared with traditional methods that rely solely on single-point temperature setpoints or average cabin temperature control, this invention upgrades the control objective from "temperature control" to "multi-person thermal comfort control," making it particularly suitable for complex cabin scenarios where multiple people are seated simultaneously in the front / back rows, there are significant differences in age, gender, clothing, and position, and inconsistent local temperature sensations.

[0080] In one embodiment, during the fast loop phase, the current execution results and trends can be fed back to the slow loop phase. The feedback items include the actual actuator output value, temperature change rate, air volume change rate, estimated time required to achieve the target, current energy consumption level, and the degree of improvement in occupant comfort. This feedback is used to determine whether G is achievable during the slow loop phase and to revise the target in the next cycle.

[0081] In one embodiment, once the thermal comfort index of most occupants enters the set range, the system switches from "rapid correction" mode to "low disturbance maintenance" mode. In this mode, high-frequency fluctuations of the blower are reduced, frequent operation of the compressor and dampers is minimized, and low-energy actuators are prioritized to maintain a comfortable state, thus avoiding control oscillations caused by minor changes in the weights of multiple occupants. When C_i exceeds the limit, the occupant state changes, or G cannot be achieved, the system re-enters the rapid correction mode.

[0082] In one embodiment, when an actuator fails, energy consumption is limited, or the target is unattainable, the slow loop reduces the target strength of G, extends the achievement time, or switches to an available actuator based on feedback, avoiding integral saturation and continuous top-level control. To suppress control oscillations, hysteresis, minimum hold time, or rate of change limits can be set for C_i partition judgment, special state switching, and mode conversion; weights, targets, and actuator commands are all subject to amplitude limiting and smoothing processing.

[0083] According to the in-vehicle thermal comfort control method of this application embodiment, in one example, the control process goes through the following stages: During the initialization phase, the system identifies the current valid seats and occupant attributes; acquires the environmental status inside and outside the vehicle; determines the current operating condition, such as getting in after being exposed to direct sunlight, normal cruising, night driving, or multiple people in the back seat; and generates the initial target parameters, G, for each actuator in the vehicle.

[0084] In the rapid comfort enhancement phase, when the interior of the vehicle is noticeably too hot or too cold, the system enters this phase. The slow loop quickly estimates the temperature trends of each occupant, while the fast loop prioritizes the use of high-efficiency actuators to rapidly change the cabin conditions, while avoiding excessive direct airflow to sensitive occupants.

[0085] During the difference coordination phase, when the entire cabin is close to the comfort zone but there are still differences in some areas, zone adjustment is prioritized; if necessary, individual actuators such as seat heating and seat ventilation are activated, and the control objective is switched from "whole cabin correction" to "local compensation".

[0086] During the steady-state maintenance phase, once the comfort level of most passengers has been met, the system reduces the degree of aggressive control and optimizes energy consumption, while monitoring events such as passengers getting on and off the vehicle, changes in clothing, and changes in sleep status. If such events occur, the system will re-enter the difference coordination phase or the rapid comfort enhancement phase.

[0087] Taking a five-seater passenger vehicle as an example, in one scenario, the driver is an adult male wearing light clothing; the front passenger is an adult female wearing moderate clothing; a child is in the left rear seat; an elderly person is in the middle rear seat; the outside temperature is 36°C in summer with direct sunlight from the left; the initial temperature inside the vehicle is 43°C. The control process goes through the following stages: The system identifies a scenario where multiple people get into the vehicle after being exposed to direct sunlight in summer; it also identifies that occupants on the left side are more affected by sunlight; and it identifies children and the elderly as sensitive occupants. Slow-loop calculations show that the driver's seat has a higher need for heat, children need to avoid direct drafts, and the elderly need gentle cooling. A comprehensive vehicle adjustment target set is formed: rapid cooling of the entire cabin, enhanced cooling of the left side area, limited rear airflow to avoid direct drafts, and priority ventilation compensation for the driver's seat. Fast-loop execution involves increasing compressor output, adjusting left and right air vents and zone temperatures, increasing the driver's seat ventilation level, and using a gentler airflow strategy in the rear. Once the cabin temperature drops, the system enters a steady-state maintenance phase, reducing blower fluctuations and maintaining overall comfort for multiple passengers.

[0088] The above are merely preferred embodiments of this application and are not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application.

[0089] Figure 3 This is a block diagram of an in-vehicle thermal comfort control device provided in an embodiment of this application, such as... Figure 3 As shown, the device includes: a feature acquisition module 210, an index determination module 220, a difference calculation module 230, a target determination module 240, and an execution control module 250.

[0090] The feature acquisition module 210 is used to acquire the occupant features and environmental features of each occupant every first preset time interval; The index determination module 220 is used to determine the thermal comfort index of each occupant based on the occupant characteristics and environmental characteristics of each occupant. The difference calculation module 230 is used to determine the comfort adjustment amount of each occupant and the overall vehicle adjustment amount based on the thermal comfort index of each occupant. The target determination module 240 is used to determine the target parameters of each actuator based on the comfort adjustment amount of each occupant and the overall vehicle adjustment amount; The execution control module 250 is used to determine the control quantity of each actuator and control each actuator every second preset time interval, based on the target parameters of each actuator and the current actual parameters. Wherein, the first preset duration is longer than the second preset duration.

[0091] The specific implementation process of the functions and roles of each module in the above device can be found in the implementation process of the corresponding steps in the above method, and will not be repeated here.

[0092] For the device embodiments, since they basically correspond to the method embodiments, the relevant parts can be referred to in the description of the method embodiments. Each method step is implemented by a corresponding module, which will not be described in detail here. The device embodiments described above are merely illustrative. The modules described as separate components may or may not be physically separate. The components shown as modules may or may not be physical modules, that is, they may be located in one place or distributed across multiple network modules. Some or all of the modules can be selected to achieve the purpose of the solution in this specification according to actual needs. Those skilled in the art can understand and implement this without creative effort.

[0093] Figure 4 This specification illustrates a hardware structure diagram of an electronic device housing an in-vehicle thermal comfort control device according to an exemplary embodiment. Figure 4 As shown, the device may include: a processor 301, a memory 302, an input / output interface 303, a communication interface 304, and a bus 305. The processor 301, memory 302, input / output interface 303, and communication interface 304 are interconnected within the device via the bus 305.

[0094] The processor 301 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the steps of the in-vehicle thermal comfort control method provided in the embodiments of this specification.

[0095] The memory 302 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 302 can store the operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 302 and is called and executed by the processor 301.

[0096] Input / output interface 303 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components in the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touch screens, microphones, various sensors, etc., and output devices may include displays, speakers, vibrators, indicator lights, etc.

[0097] Communication interface 304 is used to connect a communication module (not shown in the figure) to enable communication and interaction between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0098] Bus 305 includes a pathway for transmitting information between various components of the device (e.g., processor 301, memory 302, input / output interface 303, and communication interface 304).

[0099] It should be noted that although the above-described device only shows the processor 301, memory 302, input / output interface 303, communication interface 304, and bus 305, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0100] This specification also provides a computer-readable storage medium storing computer-executable instructions that, when executed by a processor, implement the steps of any of the in-vehicle thermal comfort control methods described in this specification.

[0101] This specification also provides a computer program product, which includes computer-executable instructions stored in a computer-readable storage medium; wherein, when the processor of an electronic device reads the computer-executable instructions from the computer-readable storage medium and executes the computer-executable instructions, it implements the steps of the in-vehicle thermal comfort control method described in the above embodiments of this application.

[0102] Computer-readable media includes both permanent and non-permanent, removable and non-removable media that can store information using any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves.

[0103] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus 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 apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0104] The foregoing has described specific embodiments of this specification. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims may be performed in a different order than that shown in the embodiments and may still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require the specific or sequential order shown to achieve the desired result. In some embodiments, multitasking and parallel processing are possible or may be advantageous.

Claims

1. A method for controlling in-vehicle thermal comfort, characterized in that, include: Every first preset time interval, acquire the occupant characteristics and environmental characteristics of each occupant; Based on the occupant characteristics and environmental characteristics of each occupant, determine the thermal comfort index of each occupant; Based on the thermal comfort index of each occupant, determine the comfort adjustment amount for each occupant and the overall vehicle adjustment amount; Based on the comfort adjustment amount for each occupant and the overall vehicle adjustment amount, the target parameters for each actuator are determined; Every second preset time interval, the control quantity of each actuator is determined and each actuator is controlled based on the target parameters of each actuator and the current actual parameters. Wherein, the first preset duration is longer than the second preset duration.

2. The in-vehicle thermal comfort control method according to claim 1, characterized in that, The step of determining the thermal comfort index for each occupant based on their occupant characteristics and environmental characteristics includes: The occupant characteristics and environmental characteristics of each occupant are used as inputs to the single-occupant thermal comfort assessment model to obtain the thermal comfort index of each occupant output by the single-occupant thermal comfort assessment model.

3. The in-vehicle thermal comfort control method according to claim 1, characterized in that, The step of determining the comfort adjustment amount for each occupant and the overall vehicle adjustment amount based on the thermal comfort index of each occupant includes: Based on the thermal comfort index and thermal comfort target value of each occupant, determine the comfort adjustment amount for each occupant; The overall vehicle adjustment amount is determined based on the comfort adjustment amount of each occupant and the corresponding weight of each occupant.

4. The in-vehicle thermal comfort control method according to claim 3, characterized in that, Before determining the overall vehicle adjustment amount based on the comfort adjustment amount of each occupant and the corresponding weight of each occupant, the method further includes: Each passenger's weight is determined based on one or more of the following factors: seat location, age category, behavioral status, whether they are the primary driver, feedback frequency, and historical preference credibility.

5. The in-vehicle thermal comfort control method according to claim 1, characterized in that, The step of determining the target parameters for each actuator based on the comfort adjustment amount for each occupant and the overall vehicle adjustment amount includes: The residual needs of each passenger are determined based on the comfort adjustment amount of each passenger and the overall vehicle adjustment amount. Based on the proportion of each passenger's needs borne by each control area, the overall vehicle adjustment amount, and the residual needs of each passenger, the passenger's needs are mapped to each control area, and the target demand of each control area is calculated. Based on the effective thermal regulation of each control region caused by the unit target change of each actuator, and the target demand of each control region, the target parameters of each actuator that meet the constraints are determined.

6. The in-vehicle thermal comfort control method according to claim 1, characterized in that, The step of determining the control quantity for each actuator and controlling each actuator based on the target parameters and current actual parameters includes: Based on the target parameters of each actuator and the current actual parameters, determine the error value of each actuator; Based on the error values ​​of each actuator, the control quantity of each actuator is determined.

7. The in-vehicle thermal comfort control method according to claim 1, characterized in that, The occupant characteristics include one or more of the following: seat position, age category, gender category, clothing thickness level, behavioral status, and individual preference parameters.

8. The in-vehicle thermal comfort control method according to claim 7, characterized in that, Also includes: If a "I am cold / I am hot" feedback message or a manual adjustment instruction is received, the individual preference parameters are updated.

9. A vehicle interior thermal comfort control device, characterized in that, include: The feature acquisition module is used to acquire the occupant features and environmental features of each occupant every first preset time interval; The index determination module is used to determine the thermal comfort index of each occupant based on the occupant characteristics and environmental characteristics of each occupant. The difference calculation module is used to determine the comfort adjustment amount for each occupant and the overall vehicle adjustment amount based on the thermal comfort index of each occupant. The target determination module is used to determine the target parameters of each actuator based on the comfort adjustment amount of each occupant and the overall vehicle adjustment amount; The execution control module is used to determine the control quantity of each actuator and control each actuator every second preset time interval, based on the target parameters of each actuator and the current actual parameters. Wherein, the first preset duration is longer than the second preset duration.

10. An electronic device, characterized in that, include: Memory is used to store executable instructions for a computer; The processor, when executing computer-executable instructions stored in the memory, implements the in-vehicle thermal comfort control method according to any one of claims 1 to 8.

11. A computer-readable storage medium, characterized in that, The device stores computer-executable instructions, which, when executed by a processor, implement the in-vehicle thermal comfort control method according to any one of claims 1 to 8.

12. A computer program product, characterized in that, The computer program product includes computer-executable instructions stored in a computer-readable storage medium; When the processor of the electronic device reads the computer-executable instructions from the computer-readable storage medium and executes the computer-executable instructions, it implements the in-vehicle thermal comfort control method according to any one of claims 1 to 8.

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