A drive-in multi-combination environmental cabin temperature partition control device and control method

Abstract

The application discloses a temperature partition control device for a vehicle-entering multi-in-one environment cabin, the environment cabin comprising a first cabin, a second cabin and a third cabin, the first cabin, the second cabin and the third cabin being sequentially communicated along a straight line direction, the temperature partition control device being arranged on the environment cabin, the temperature partition control device comprising a heat insulation movable door and a partition temperature control execution system; a control method is realized based on the temperature partition control device for the vehicle-entering multi-in-one environment cabin; the temperature control module is provided with eight, the first cabin and the second cabin are each provided with two, and the third cabin is provided with four; through arbitrary combination design of multiple cabin rooms, the application can shrink the actual test space according to the size of the vehicle, and greatly reduce the initial heat capacity load caused by the idle air in the cabin; meanwhile, the application realizes the differential and accurate adjustment of different heat load areas such as the vehicle head, the vehicle tail and the vehicle cabin in the same combined cabin body by relying on space partition and independent temperature control.

Description

Technical Field

[0001] This invention relates to the field of environmental chamber technology, specifically to a temperature zone control device and control method for a vehicle-mounted multi-functional environmental chamber. Background Technology

[0002] Large-scale vehicle-mounted environmental test chambers are large-volume, sealed test facilities with a capacity of thousands of cubic meters. They are core specialized equipment for environmental reliability testing of whole vehicles, capable of simulating various complex temperature and humidity environments. They are widely adaptable to the environmental testing needs of various types of large vehicles, including civilian fuel vehicles, new energy vehicles, commercial vehicles, and military multi-functional vehicles. These large-volume environmental chambers feature strong universal compatibility, a wide range of compatible vehicle models, and coverage of numerous testing standards. They can complete various environmental simulation tests for different types of vehicles in a one-stop manner and have become an indispensable key equipment in the fields of vehicle R&D, testing, and certification.

[0003] Existing large-scale vehicle-mounted environmental test chambers mostly adopt an integrated single-chamber structure. During testing, the entire vehicle is driven into the chamber, and the temperature and humidity of the entire space are regulated by a unified air duct and temperature control system. The entire vehicle is tested in a synchronized environment using uniform environmental parameters. This integrated control mode is simple in structure and easy to deploy, and can meet the basic testing requirements for conventional whole-vehicle environmental simulation. It is currently the mainstream application form for large-scale whole-vehicle environmental testing in the industry.

[0004] However, existing large-volume integral environmental chambers still have the following shortcomings due to limitations in cavity structure and control mode:

[0005] First, the single-chamber structure results in low effective utilization of the enclosure, meaning that the vehicle occupies less space in the enclosure, and the large amount of idle air left in the enclosure forms a huge heat load. When the temperature control system is activated, the energy must be used first to heat or cool the air in the entire enclosure, rather than directly acting on the vehicle itself. This results in a significant increase in the overall response time from activation to the target temperature, and the actual temperature change of the vehicle lags far behind the air temperature monitored by the system.

[0006] Secondly, the centralized air supply method makes it difficult to ensure the uniformity of the temperature field inside the cabin. In particular, when the heat load of different parts such as the front, rear and compartment of the vehicle is significantly different during whole vehicle testing, the existing system cannot achieve independent and precise temperature control in multiple areas, resulting in prominent local temperature unevenness.

[0007] Furthermore, the large space has a slow overall temperature rise and fall response, weak high-precision temperature control capabilities, and the high energy consumption problem of continuous operation to maintain the environmental parameters of the entire cabin remains, making it difficult to meet the increasingly stringent requirements for refined vehicle testing and energy conservation.

[0008] Therefore, how to overcome the shortcomings of the existing technology is the subject of this invention. Summary of the Invention

[0009] The purpose of this invention is to provide a temperature zone control device and control method for a vehicle-mounted multi-functional environmental chamber.

[0010] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0011] A vehicle-mounted multi-functional environmental chamber temperature zoning control device is provided. The environmental chamber includes a first chamber, a second chamber, and a third chamber, which are sequentially connected along a straight line. The temperature zoning control device is installed on the environmental chamber and includes an insulated movable partition door and a zoning temperature control execution system.

[0012] In the first compartment, the second compartment and the third compartment, the heat-insulated movable partition is provided between adjacent two. The heat-insulated movable partition is configured to selectively open or close according to the length of the vehicle to be tested, so that the first compartment, the second compartment and the third compartment can independently accommodate a vehicle or the adjacent two can be connected to jointly accommodate a single vehicle.

[0013] The zoned temperature control execution system includes a data acquisition module, a control terminal module, and an execution module;

[0014] The acquisition module and the execution module are installed in the first compartment, the second compartment and the third compartment respectively. The acquisition module and the execution module are combined to form a temperature control module and connected to the control terminal module.

[0015] The acquisition module is configured to collect status information in the corresponding first, second, or third compartment in real time.

[0016] The control module is configured to control the execution module to adjust the temperature in the corresponding first, second, or third compartment to a preset temperature based on the status information collected by the acquisition module, so as to achieve targeted temperature control.

[0017] In the above scheme, the entire environmental chamber is divided into three compartments—a first compartment, a second compartment, and a third compartment—using insulated movable partitions, with temperature control modules distributed within each compartment. During the test control process, the three compartments can be arbitrarily combined for different types of vehicles. Based on the combination pattern, the corresponding sensors and temperature control modules are activated. Through spatial zoning, independent temperature control, airflow optimization, and intelligent control algorithms, the system achieves combined temperature control of the three compartments while simultaneously enabling independent and precise temperature control of different areas such as the front, rear, and passenger compartment within the same combined compartment. This technology fundamentally solves the challenges of "uneven local temperatures, large differences in heat load ranges, and simultaneous temperature control in multiple areas" during vehicle testing.

[0018] Secondly, unified scheduling can be achieved through the control module, a central control unit. This unit can intelligently allocate shared cooling and heating resources according to the actual needs of each cabin, effectively avoiding the energy waste common in traditional single-cabin independent operation, thereby achieving significant energy-saving effects.

[0019] Unlike existing technologies that employ a single, integrated cavity structure and rely on a unified air duct for centralized air supply, this invention divides the entire environmental chamber into three compartments—a first compartment, a second compartment, and a third compartment—using insulated movable partitions. A control module allows for the spatially dependent combination and independent control of the temperature control modules within each compartment. This architecture fundamentally changes the traditional, extensive energy delivery method of all-area convection in test chambers, enabling flexible boundary division of the test space and precise decoupling control of multiple areas based on the spatial dimensions of different vehicle models and the actual heat load differences in various parts.

[0020] In summary, this invention, through the arbitrary combination design of multiple compartments, can reduce the actual test space according to the vehicle size, significantly reducing the initial heat load caused by idle air in the compartment, and allowing temperature control energy to directly act on the vehicle itself. At the same time, relying on spatial zoning and independent temperature control, this invention achieves differentiated and precise adjustment of different heat load areas such as the front, rear, and passenger compartment within the same combined compartment, completely solving the problem of uneven local temperature caused by traditional centralized air supply. Furthermore, through the intelligent allocation and on-demand energy supply of shared cooling and heating resources by the control module, it effectively avoids energy waste caused by maintaining environmental parameters across the entire area.

[0021] In a further technical solution, the temperature control module is provided with eight units, with two units each in the first and second compartments, and four units in the third compartment;

[0022] The data acquisition module includes a temperature sensor;

[0023] At least one temperature sensor is installed on the inner sidewall above the first, second, and third compartments.

[0024] It should be noted that each temperature sensor is located at the air outlet of the air duct on the upper inner wall of the corresponding compartment.

[0025] With the above design, two temperature control modules can be set in the first and second compartments respectively, and four temperature control modules can be set in the third compartment. A total of eight temperature control modules are arranged in an asymmetrical gradient control layout in space. This meets the non-uniform heat load requirements of different areas such as the front powertrain, the passenger compartment and the rear battery pack in large vehicle testing due to differences in mechanical structure. It ensures that the key compartment with the most concentrated heat load has stronger energy response redundancy and achieves a fine match between the energy supply side and the heat load characteristics of the whole vehicle.

[0026] In a further technical solution, the execution module includes a mechanical cooler, an electric heater, and an air circulation module;

[0027] The air circulation module includes an air duct and a fan;

[0028] The air ducts are provided in the first, second and third compartments. The air ducts are arranged vertically, with an air outlet at the upper end and an air inlet at the lower end. The fan is installed in the air duct so that the airflow is discharged from the air outlet at the upper end of the air duct and enters from the air inlet at the lower end of the air duct, thereby forming an airflow circulation loop.

[0029] Both the mechanical cooler and the electric heater are installed inside the air duct, and are arranged vertically from top to bottom.

[0030] With the above design, the cold or hot air generated by the mechanical refrigeration unit or electric heater can circulate in each compartment through the airflow circulation loop.

[0031] Specifically, the cold or hot air generated by the mechanical refrigeration unit or electric heater will be discharged from the air outlet at the upper end of the air duct, and after flowing through the corresponding compartment, it will enter from the air inlet at the lower end of the air duct to form a cycle.

[0032] Since there are a total of eight temperature control modules, with two in the first and second compartments and four in the third compartment, each compartment can achieve balanced temperature control.

[0033] In the above scheme, the electric heater and the mechanical cooler are arranged vertically from top to bottom to prevent the hot air generated by the electric heater from blowing onto the mechanical cooler and causing it to be damaged.

[0034] In a further technical solution, the air circulation module also includes a guide plate and a variable air volume valve;

[0035] The guide plate is installed at the air outlet at the upper end of the air duct, and the variable air volume valve is installed in the air duct near the air outlet to adjust the air flow at the air outlet and maintain it within a preset range.

[0036] The guide plate includes multiple air-guiding plates rotatably connected to the air outlet via rotating shafts. All rotating shafts are configured to rotate simultaneously around their own axes and drive the corresponding air-guiding plates to deflect at a set angle. The set angle is the angle at which the airflow is guided to blow directly or obliquely.

[0037] With the above design, the airflow volume and direction of each compartment can be adjusted by combining the baffle plate with the variable air volume valve and the actuator module.

[0038] Specifically, each compartment is equipped with a fan (specifically, a variable frequency centrifugal fan), a baffle plate (i.e., a dynamically adjustable baffle plate), and a variable air volume valve to achieve dynamic adjustment of air volume according to the heat load of the area.

[0039] During operation, the air volume and air direction control of each compartment can be achieved through the control terminal module. Its core control unit consists of a dynamically adjustable guide plate, a variable air volume valve, and the control terminal module.

[0040] In practical applications, variable air volume valves are installed at the air outlet end of each temperature control device. They consist of a valve body and an electric actuator and can precisely adjust the air volume (opening range 0-100%) according to the regional heat load.

[0041] The baffle plate is installed at the outlet of the variable air volume valve and adopts a multi-blade structure (such as...). Figure 6 As shown, it consists of angle-adjustable blades, synchronous linkages, and micro actuators, which can dynamically adjust the air delivery direction, range, and coverage area, effectively avoiding uneven local heating and cooling. When used with a variable air volume valve, it can achieve dual adjustment of "air volume" and "air direction".

[0042] In a further technical solution, the control module includes a main controller and multiple host computers;

[0043] The first, second, and third compartments are each connected to an independent host computer.

[0044] The host computer is communicatively connected to the main controller; the host computer is configured to independently adjust the execution module corresponding to the first compartment, the second compartment, or the third compartment according to the zone temperature control command issued by the main controller.

[0045] Through the above design, independent control of each compartment can be achieved by coordinating the central controller with multiple host computers. Specifically, the first, second, and third compartments each correspond to an independent host computer, and all host computers are uniformly controlled by the central controller.

[0046] In summary, this invention, by deploying temperature sensors in each compartment, can collect real-time, online data on the actual temperatures and real-time temperature differences between different test areas within the first, second, and third compartments, and accurately calculate the dynamic heat load change trend within each temperature control zone. Based on this, the main controller of the control module performs rapid calculations using a preset algorithm (PID algorithm) based on the deviation between the measured temperature of each zone and the preset target temperature, thereby outputting in real-time target airflow control commands and airflow angle control commands that perfectly match the current heat load. This achieves refined closed-loop control from multi-point data sensing at the front end to core algorithm decision-making at the back end.

[0047] At the implementation level, this invention dynamically drives the opening of the variable air volume valves corresponding to each compartment through electric actuators. For example, when the heat load in a compartment increases, the variable air volume valve is opened wider to increase the air supply volume, and when the heat load decreases, the variable air volume valve is closed to reduce the air supply volume. At the same time, the air guide angle of the deflector is adjusted synchronously to implement directional direct blowing to the high heat load area and diffused side blowing to the low heat load area, ensuring that the airflow can accurately and evenly cover different parts of the vehicle, fundamentally achieving uniform coverage of the temperature field in each compartment. Furthermore, when the variable air volume valve is reduced and the pipeline resistance increases, the system uses frequency conversion control to automatically reduce the speed of the fan and reduce the operating power, realizing on-demand control of the total air supply volume.

[0048] It should be noted that each compartment is equipped with at least one temperature control module, meaning that each compartment has at least one heat load zone.

[0049] A method for temperature zoning control of a vehicle-mounted multi-functional environmental chamber, implemented based on a temperature zoning control device for a vehicle-mounted multi-functional environmental chamber;

[0050] The temperature control module is provided in eight parts, with two parts each in the first and second compartments, and four parts in the third compartment;

[0051] The control module includes a main controller and multiple host computers, with the first compartment, the second compartment and the third compartment each connected to an independent host computer;

[0052] The environmental chamber temperature zoning control method includes:

[0053] S100, set the temperature control mode and select the appropriate temperature control mode according to the size of the vehicle;

[0054] S200, after confirming the mode, activate the acquisition module and execution module in the corresponding number of temperature control modules;

[0055] S300: The acquisition modules in all temperature control modules are activated and sample synchronously. The sampled data is output to the host computer connected to the compartment corresponding to each temperature control module. The host computer performs fusion calculation on the sampled data to obtain the average temperature value of each compartment. According to the formula ΔT=target value−monitored value, the temperature difference of each compartment is calculated. The host computer then outputs control commands to the main controller according to the temperature difference of each compartment.

[0056] Among them, the average temperature value is the monitored value, the target value is the set temperature in the selected temperature control mode, and the control command includes the actual controlled temperature output value.

[0057] After the S400 and the main controller integrate the control commands for each compartment, they drive the corresponding temperature control module to perform actions.

[0058] In the above scheme, the data acquisition module includes a temperature sensor; the execution module includes a mechanical cooler and an electric heater.

[0059] In the above solution, by setting a temperature control mode that can automatically adapt to the vehicle size, the environmental cabin can achieve "on-demand heating / cooling". For micro or small vehicles, the system can precisely lock or maintain unrelated cabins with low power consumption, activating only the corresponding local cabins for high-precision temperature control.

[0060] In the above scheme, each compartment uses an independent host computer to fuse and calculate the raw data from multiple points synchronously uploaded by its respective acquisition module. This distributed fusion mechanism can effectively filter out temperature measurement noise caused by local airflow, wall heat radiation, or occasional interference from single-point sensors. The resulting "average temperature value (monitored value)" can more realistically and dynamically reflect the actual thermal field state of the current compartment, laying a reliable data foundation for high-precision control.

[0061] The above scheme adopts a two-layer control architecture of "distributed host computer + centralized main controller" to realize the sharing of control computing power.

[0062] In the aforementioned scheme, since the first, second, and third compartments are spatially adjacent, unavoidable heat conduction and air convection interference exists between them. This method utilizes a central controller to globally integrate the control commands output from each host computer, and eliminates the thermal coupling effect between adjacent compartments through a decoupling control algorithm. This enables the eight temperature control modules to respond independently and dynamically, while also coordinating and maintaining consistent operation, ultimately achieving independent, precise, and stable temperature control of each adjacent compartment within a large, vehicle-mounted space.

[0063] Further technical solutions include independent temperature control mode, combined temperature control mode, and synchronous temperature control mode;

[0064] In the independent temperature control mode, the insulated movable partitions between adjacent compartments in the first, second, and third compartments are all closed, so that the first, second, and third compartments can independently accommodate the vehicle. The first, second, and third compartments are independently temperature controlled, and the temperature setting range for each compartment is -60 degrees to 120 degrees.

[0065] The combined temperature control mode includes a first combined mode and a second combined mode. When in use, the first combined mode and the second combined mode can be used selectively.

[0066] In the first combination mode, the insulated movable partition door between the first compartment and the second compartment is opened to connect the first compartment and the second compartment and combine to form a first compartment that can accommodate a single vehicle. The insulated movable partition door between the second compartment and the third compartment is closed. The first compartment and the third compartment are isolated from each other and have their temperatures controlled independently. The temperature setting range of the first compartment and the third compartment is -60 degrees to 120 degrees. In use, the first compartment and the third compartment are adjacent compartments.

[0067] In the second combination mode, the insulated movable partition between the second compartment and the third compartment is opened to connect the second compartment and the third compartment and combine to form a second compartment that can accommodate a single vehicle. The insulated movable partition between the first compartment and the second compartment is closed. The first compartment and the second compartment are isolated from each other and have their temperatures controlled independently. The temperature setting range for both the first compartment and the second compartment is -60 degrees to 120 degrees. In use, the second compartment and the first compartment are adjacent compartments.

[0068] In the synchronous temperature control mode, the insulated movable doors between the first and second compartments and between the second and third compartments are opened to connect the first, second and third compartments. The temperature setting range of the first, second and third compartments is -60 degrees to 120 degrees.

[0069] In the above scheme, the temperature control mode includes independent temperature control mode, combined temperature control mode, and synchronous temperature control mode;

[0070] In the independent temperature control mode, the first chamber is configured to 25 degrees, the second chamber to -40 degrees, and the third chamber to 85 degrees.

[0071] The combined temperature control mode includes a first combined mode and a second combined mode. When in use, the first combined mode and the second combined mode can be used selectively.

[0072] In the first combination mode, the first accommodating compartment is configured at -40 degrees and the third compartment is configured at 85 degrees. In use, the first accommodating compartment and the third compartment are adjacent compartments.

[0073] In the second combination mode, the second accommodating compartment is configured at 85 degrees and the first compartment is configured at -40 degrees. In use, the second accommodating compartment and the first compartment are adjacent compartments.

[0074] The synchronous temperature control mode includes a first synchronous mode and a second synchronous mode;

[0075] In the first synchronization mode, the first compartment is configured at 10 degrees, the second compartment is configured at 60 degrees, and the third compartment is configured at 85 degrees;

[0076] In the second synchronization mode, the first, second and third compartments are all configured at 85 degrees.

[0077] With the above design, the operator can select the corresponding mode according to the vehicle size. The mode setting can be configured according to the cabin combination and control requirements, as follows:

[0078] Independent temperature control modes: 25 degrees for the first compartment, -40 degrees for the second compartment, and 85 degrees for the third compartment.

[0079] The first combined temperature control mode: the first and second compartments are connected and set to -40 degrees Celsius, and the third compartment is set to 85 degrees Celsius; the second combined temperature control mode: the first compartment is set to -40 degrees Celsius, and the second and third compartments are connected and set to 85 degrees Celsius.

[0080] The first synchronous mode in the synchronous temperature control mode: the first compartment, the second compartment and the third compartment are connected, the first compartment is configured to 10 degrees, the second compartment is configured to 60 degrees, and the third compartment is configured to 85 degrees.

[0081] The second synchronous mode in the synchronous temperature control mode: the first, second and third compartments are connected, and the first, second and third compartments are all configured to 85 degrees.

[0082] Further technical solutions, specifically S3, are as follows:

[0083] S310. When the module is working, each acquisition module synchronously samples the corresponding compartment to obtain the actual temperature of each compartment.

[0084] S320: Transmit the actual temperature of each compartment to the corresponding host computer. Each host computer calculates the temperature error (set temperature - actual temperature) of each compartment by comparing the set temperature with the actual temperature of the corresponding compartment.

[0085] S330: The host computer for each compartment performs PID calculations based on the temperature error of each compartment, and performs coupling compensation correction in conjunction with the actual temperature of adjacent compartments to obtain the actual control output value of the compartment, which is then output to the main controller.

[0086] The above design enables coupling compensation correction between adjacent compartments, avoiding temperature interference between them.

[0087] In summary, this invention achieves refined zoned temperature regulation and closed-loop control by deploying temperature sensors in each compartment for synchronous sampling and calculating the average temperature value of each area. The control module is based on a PID control algorithm, enabling the host computer for each compartment to perform PID calculations based on the temperature error of each compartment, calculate the temperature difference between the target value and the monitored value in real time, and output control commands for cooling capacity, heating capacity, and circulating air volume accordingly. Combined with the temperature of adjacent areas and known heat loads such as vehicle engine, feedforward compensation and advance adjustment are implemented. The independent airflow circulation loop output effectively avoids temperature difference interference between adjacent areas. At the same time, relying on electric actuators to dynamically drive the opening of variable air volume valves, the air volume is increased in overheated areas and decreased in underheated areas. During this process, the system constructs a three-dimensional airflow organization through the organic combination of top air outlet, bottom air return and deflector, forming a uniform circulating airflow field. Auxiliary heating is deployed in easily heat-dissipating areas such as the cabin frame, corners, observation windows and wiring holes to implement boundary temperature compensation, achieving the effect of defrosting and preventing condensation. Thus, when the vehicle starts and heats up, it can achieve adaptive adjustment of heat load and automatically increase the cooling power to maintain temperature stability.

[0088] In a further technical solution, in S330, the actual control output value of each compartment is equal to the PID output value of each compartment minus the estimated influence of the neighboring zone on the temperature of this zone;

[0089] Define the actual control output value of each compartment as U i ;

[0090] U i =PID i (e) i )-Σ[k ij ×(T j -T spj )];

[0091] PID i (e i ) represents the PID output of the i-th compartment after PID calculation based on its own temperature error value, i.e., the PID output value of each compartment;

[0092] k ij is the coupling coefficient, which is the number of degrees that causes the current compartment i to rise by 1 degree for each adjacent compartment j to rise by 1 degree.

[0093] T j -T spj Let be the temperature change of the neighboring region j relative to the steady state.

[0094] In a further technical solution, the coupling compensation between adjacent compartments in the S330 is performed according to the following formula:

[0095] Define adjacent compartments, one of which is designated as compartment number one and the other as compartment number two;

[0096] In compartment number one, the temperature is set to T. SP1 The actual temperature is T1, therefore the temperature error in compartment one is e1=T. SP1 -T1;

[0097] After PID calculation, the PID output value obtained for compartment number one is PID1 = Kp1 × e1 + K i1 ×∫e1×dt+Kd1×(de1 / dt);

[0098] Wherein, PID1 is the actual control output value calculated by the host computer for compartment one, Kp1 is the proportional gain coefficient of compartment one, and K i1 ∫e1×dt is the integral gain coefficient of compartment 1, ∫e1×dt is the integral of the temperature error of compartment 1 over time (cumulative deviation), Kd1 is the differential coefficient of compartment 1, and de1 / dt is the rate of change of the temperature error of compartment 1.

[0099] In compartment number two, the temperature is set to T. SP2 The actual temperature is T2, therefore the temperature error in compartment one is e2=T. SP2 -T2;

[0100] After PID calculation, the PID output value obtained in compartment number two is PID2 = Kp2 × e2 + K i2 ×∫e2×dt+Kd2×(de2 / dt);

[0101] Wherein, PID2 is the actual control output value calculated by the host computer for compartment two, Kp2 is the proportional gain coefficient of compartment two, and K i2 Let ∫e2×dt be the integral gain coefficient of compartment 2, ∫e2×dt be the integral of the temperature error of compartment 2 over time (cumulative deviation), Kd2 be the differential coefficient of compartment 2, and de2 / dt be the rate of change of the temperature error of compartment 2.

[0102] The actual control output value of compartment number one is U1 = PID1 - K 12 ×(T2-T SP2 );

[0103] The actual control output value of compartment number two is U2 = PID2 - K 21 ×(T1-T SP1 );

[0104] in:

[0105] K 12 Indicates: the coupling coefficient between the temperature change in compartment 2 and the control quantity in compartment 1;

[0106] K 21Indicates: the coupling coefficient between the temperature change in compartment 1 and the control quantity in compartment 2;

[0107] Coupling coefficient K 12 =ΔT1 / ΔT2;

[0108] Coupling coefficient K 21 =ΔT2 / ΔT1;

[0109] ΔT1 is the change in temperature in compartment one, whether it increases or decreases.

[0110] ΔT2 represents the change in temperature in compartment 2, whether it increases or decreases.

[0111] With the above design, this invention uses the control algorithm as the core unit for scheduling various hardware execution tools and adopts a composite control mode that combines feedforward and feedback to achieve high dynamic response and high precision control of adjacent compartments under complex operating conditions.

[0112] In the specific control process, feedforward compensation reads and predicts the temperature changes of adjacent compartments and the possible future heat load fluctuations, and starts or adjusts the temperature control system of each compartment in advance to achieve rapid response; feedback control, on the other hand, quickly and precisely corrects the current area's cold and heat output based on the real-time monitoring data of each zone transmitted back by the temperature sensor network, ensuring that the temperature of each zone is accurately and stably at the target value.

[0113] To address the mutual interference caused by thermal coupling when adjacent compartments use independent PID control, this invention establishes a comprehensive closed-loop mathematical model with cross-coupling compensation, employing a coupled control strategy of independent PID controllers plus coupled feedforward. In each PID algorithm, each independent PID controller, in addition to calculating its own compartment's temperature deviation, incorporates the current temperature of adjacent compartments as feedforward compensation. By pre-calculating the heat transfer impact of the current compartment's temperature rise on adjacent compartments and pre-correcting and offsetting the temperature fluctuations in adjacent compartments, thermal coupling interference between multiple compartments is fundamentally eliminated, effectively preventing temperature oscillations in adjacent compartments.

[0114] For example, in a specific operating scenario, when the temperature of compartment one rises and transfers heat to compartment two, a traditional uncoupled compensation system will cause the temperature of compartment two to rise passively (e.g., by 0.8 degrees Celsius), which in turn will trigger the host computer of compartment two to perform a cooling action, causing mutual interference and continuous oscillation between the two compartments.

[0115] By introducing cross-coupling compensation, this invention enables the control module of compartment 2 to pre-calculate the specific heat transfer impact on itself (e.g., 5 degrees × 0.16 = 0.8 degrees) when it detects a temperature rise in the adjacent compartment 1 (e.g., a temperature rise of 5 degrees) based on a preset coupling relationship. The module then performs offsetting compensation in advance in the control output. At this time, the error value calculated by the host computer of compartment 2 based on "actual temperature rise minus estimated impact of adjacent compartments" is zero, so no excessive adjustment is made. This allows each compartment to still achieve independent operation and non-interference control under physical heat conduction conditions, completely eliminating temperature fluctuations caused by compartment coupling.

[0116] It is important to note that the first, second, and third compartments are physically separated when used independently and do not require coupling control when connected. Furthermore, the first, second, and third compartments are heated simultaneously regardless of whether they are used in independent, combined, or synchronous temperature control modes.

[0117] Secondly, in the combined temperature control mode, the first and second compartments are connected and set to -40 degrees Celsius, while the third compartment is set to 85 degrees Celsius. The third compartment is physically isolated, and temperature interference is not considered. In this mode, the first and second compartments are respectively designated as compartment number one and compartment number two. Correspondingly, the first compartment is set to -40 degrees Celsius, and the second and third compartments are connected and set to 85 degrees Celsius. The first compartment is physically isolated, and temperature interference is not considered. In this mode, the second and third compartments are respectively designated as compartment number one and compartment number two.

[0118] In addition, when the first, second and third compartments are connected, the first and second compartments are respectively compartment number one and compartment number two, and the second and third compartments are respectively compartment number one and compartment number two.

[0119] Due to the application of the above-mentioned solution, the technical solution of this application has the following advantages and effects compared with the prior art:

[0120] In this invention, the entire environmental chamber is divided into three compartments—a first compartment, a second compartment, and a third compartment—by a heat-insulated movable partition, and temperature control modules are distributed within each of the three compartments. During the test control process, the three compartments can be arbitrarily combined for different types of vehicles. Based on the combination mode, the corresponding sensors and temperature control modules are activated. Through spatial zoning, independent temperature control, airflow optimization, and intelligent control algorithms, the technology achieves simultaneous combined temperature control of the three compartments, while also enabling independent and precise temperature control of different areas such as the front, rear, and passenger compartment within the same combined compartment. This technology fundamentally solves the problems of uneven local temperatures, large differences in heat load ranges, and simultaneous temperature control across multiple areas during vehicle testing.

[0121] Secondly, unified scheduling can be achieved through the control module, a central control unit. This unit can intelligently allocate shared cooling and heating resources according to the actual needs of each cabin, effectively avoiding the energy waste common in traditional single-cabin independent operation, thereby achieving significant energy-saving effects.

[0122] Unlike existing technologies that employ a single, integrated cavity structure and rely on a unified air duct for centralized air supply, this invention divides the entire environmental chamber into three compartments—a first compartment, a second compartment, and a third compartment—using insulated movable partitions. A control module allows for the spatially dependent combination and independent control of the temperature control modules within each compartment. This architecture fundamentally changes the traditional, extensive energy delivery method of all-area convection in test chambers, enabling flexible boundary division of the test space and precise decoupling control of multiple areas based on the spatial dimensions of different vehicle models and the actual heat load differences in various parts.

[0123] In summary, this invention, through the arbitrary combination design of multiple compartments, can compress the actual test space according to the vehicle size, significantly reducing the initial heat load caused by idle air in the compartment, and allowing the temperature control energy to act directly on the vehicle itself. At the same time, relying on spatial zoning and independent temperature control, this invention achieves differentiated and precise adjustment of different heat load areas such as the front, rear, and passenger compartment within the same combined compartment, completely solving the problem of uneven local temperature caused by traditional centralized air supply. Furthermore, through the intelligent allocation and on-demand energy supply of shared cooling and heating resources by the control module, it effectively avoids energy waste caused by maintaining environmental parameters across the entire area.

[0124] In this invention, an on-demand heating / cooling system for the environmental cabin is achieved by setting a temperature control mode that automatically adapts to the vehicle size. For micro or small vehicles, the system can precisely lock or maintain unrelated cabins with low power consumption, activating only the corresponding local cabins for high-precision temperature control.

[0125] In this invention, each compartment uses an independent host computer to fuse and calculate the raw data from multiple points synchronously uploaded by its respective acquisition module. This distributed fusion mechanism can effectively filter out temperature measurement noise caused by local airflow, wall heat radiation, or occasional interference from single-point sensors. The resulting "average temperature value (monitored value)" can more realistically and dynamically reflect the actual thermal field state of the current compartment, laying a reliable data foundation for high-precision control.

[0126] In this invention, a two-layer control architecture of "distributed host computer and centralized main controller" is adopted to realize the sharing of control computing power.

[0127] In this invention, since the first, second, and third compartments are spatially adjacent, unavoidable heat conduction and air convection interference exists between them. This method utilizes a central controller to globally integrate the control commands output from each host computer, and eliminates the thermal coupling effect between adjacent compartments through a decoupling control algorithm. This enables the eight temperature control modules to respond independently and dynamically, while also coordinating and maintaining consistent steps, ultimately achieving independent, precise, and stable temperature control of each adjacent compartment within a large, vehicle-mounted space. Attached Figure Description

[0128] Figure 1 This is a schematic diagram of the environmental chamber structure in an embodiment of the present invention;

[0129] Figure 2 This is a schematic diagram of the structure when the first compartment and the second compartment are connected in an embodiment of the present invention;

[0130] Figure 3 This is a schematic diagram of the structure when the second and third compartments are connected in an embodiment of the present invention;

[0131] Figure 4 This is a schematic diagram of the structure when the first compartment, the second compartment, and the third compartment are connected in an embodiment of the present invention;

[0132] Figure 5 This is a schematic diagram of the partitioned temperature control execution system in an embodiment of the present invention;

[0133] Figure 6 This is a schematic diagram of the air circulation module structure in an embodiment of the present invention;

[0134] Figure 7 This is a schematic diagram illustrating the temperature control changes when the first, second, and third compartments are used independently in an embodiment of the present invention.

[0135] Figure 8 This is a schematic diagram of temperature control changes when the first, second, and third compartments are in synchronous temperature control mode in an embodiment of the present invention (schematic diagram of temperature control changes in the first compartment).

[0136] Figure 9 This is a schematic diagram of temperature control when the first, second, and third compartments are in the first combination mode in an embodiment of the present invention (a schematic diagram of temperature control changes in the first and third compartments).

[0137] In the above diagram: 1. Environmental Module; 11. Module 1; 12. Module 2; 13. Module 3;

[0138] 2. Insulated movable partition door;

[0139] 3. Zoned temperature control execution system; 31. Data acquisition module; 32. Execution module; 33. Control terminal module;

[0140] 311. Temperature sensor;

[0141] 321. Mechanical refrigerator; 322. Electric heater; 323. Air circulation module;

[0142] 3231. Air duct; 3232. Fan; 3233. Deflector plate; 3234. Variable air volume valve; 3235. Air outlet; 3236. Air inlet;

[0143] 331. Main controller; 332. Host computer. Detailed Implementation

[0144] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0145] The terms "first," "second," etc., used in this article do not specifically refer to order or sequence, nor are they intended to limit this case; they are merely used to distinguish components or operations described using the same technical terms.

[0146] The terms "connection" or "positioning" as used in this article can refer to two or more components or devices making direct physical contact with each other, or making indirect physical contact with each other, or to two or more components or devices operating or moving with each other.

[0147] The terms “include,” “including,” and “have” used in this article are all open-ended, meaning they include but are not limited to.

[0148] Unless otherwise specified, the terms used herein generally have their ordinary meaning in the context of the art, the subject matter, and the specific context. Certain terms used to describe this case will be discussed below or elsewhere in this specification to provide additional guidance to those skilled in the art in describing this case.

[0149] The terms “front,” “back,” “up,” “down,” “left,” and “right” used in this article are directional terms. In this case, they are only used to describe the positional relationship between the structures and are not intended to limit the specific direction of the protection scheme or its actual implementation.

[0150] The terminology used herein is for the purpose of describing specific embodiments only and is not intended to limit the scope of this work. Singular forms such as “a,” “this,” “this,” “the,” and “the” as used herein also include plural forms.

[0151] See Figures 1-9 As shown, a vehicle-mounted multi-functional environmental chamber temperature zoning control device is provided. The environmental chamber 1 includes a first chamber 11, a second chamber 12, and a third chamber 13, which are sequentially connected along a straight line. The temperature zoning control device is installed on the environmental chamber 1 and includes a heat-insulated movable partition door 2 and a zoning temperature control execution system 3.

[0152] In the first compartment 11, the second compartment 12 and the third compartment 13, the heat-insulated movable partition 2 is provided between adjacent two. The heat-insulated movable partition 2 is configured to selectively open or close according to the length of the vehicle to be tested, so that the first compartment 11, the second compartment 12 and the third compartment 13 can independently accommodate a vehicle or the adjacent two can be connected to jointly accommodate a single vehicle.

[0153] The zoned temperature control execution system 3 includes a data acquisition module 31, a control terminal module 33, and an execution module 32;

[0154] The acquisition module 31 and the execution module 32 are provided in the first compartment 11, the second compartment 12 and the third compartment 13. The acquisition module 31 and the execution module 32 are combined to form a temperature control module and connected to the control terminal module 33.

[0155] The acquisition module 31 is configured to acquire status information in the corresponding first compartment 11, second compartment 12 or third compartment 13 in real time.

[0156] The control module 33 is configured to control the execution module 32 to adjust the temperature in the corresponding first compartment 11, second compartment 12 or third compartment 13 to a preset temperature based on the status information collected by the acquisition module 31, so as to achieve targeted temperature control.

[0157] In this invention, the insulated movable partition door 2 mainly serves to isolate adjacent compartments within the first compartment 11, the second compartment 12, and the third compartment 13. Specifically, the first compartment 11, the second compartment 12, and the third compartment 13 within the environmental chamber 1 are equipped with electrically operated lifting insulated doors. The ground is designed for heavy-duty load-bearing and thermal insulation, accommodating vehicle entry and heat sealing, while also providing access for testing personnel and wiring holes for testing instruments on the side.

[0158] In this invention, according to the requirements of whole vehicle testing, the entire environmental chamber 1 is divided into three chambers with different volumes and temperature changes: the first chamber 11, the second chamber 12, and the third chamber 13. At the same time, there are 8 independent temperature control zones in the environmental chamber 1. High-strength polyurethane foam insulation layer and stainless steel chamber walls are used to ensure that heat penetration interference is <0.8%.

[0159] In this invention, the status information includes temperature, humidity, etc. The specific settings are determined according to requirements.

[0160] In this invention, the entire environmental chamber 1 is divided into three chambers—a first chamber 11, a second chamber 12, and a third chamber 13—by an insulated movable partition 2, and temperature control modules are distributed within each of the three chambers. During the test control process, the three chambers can be arbitrarily combined for different types of vehicles. Based on the combination mode, the corresponding sensors and temperature control modules are called. Through spatial partitioning, independent temperature control, airflow optimization, and intelligent control algorithms, the technology achieves independent and precise temperature control of different parts of the vehicle, such as the front, rear, and passenger compartment, within the same combined chamber while simultaneously controlling the combined temperature of the three chambers. This technology fundamentally solves the problems of "uneven local temperature, large differences in heat load range, and simultaneous temperature control in multiple areas" during whole-vehicle testing.

[0161] Secondly, unified scheduling can be achieved through the central control unit 33. This unit can intelligently allocate shared cooling and heating resources according to the actual needs of each cabin, effectively avoiding the energy waste common in traditional single-cabin independent operation, thereby achieving significant energy-saving effects.

[0162] Unlike existing technologies that employ a single, integrated cavity structure and rely on a unified air duct 3231 for centralized air supply, this invention divides the entire environmental chamber 1 into three chambers: a first chamber 11, a second chamber 12, and a third chamber 13, using an insulated movable partition 2. A control module 33 allows for the spatially dependent combination and independent control of the temperature control modules within each chamber. This architecture fundamentally changes the traditional, extensive energy delivery method of full-area convection in test chambers, enabling flexible boundary division of the test space and precise decoupling control of multiple areas based on the spatial dimensions of different vehicle models and the actual heat load differences in various parts.

[0163] In summary, this invention, through the arbitrary combination of multiple compartments, can compress the actual test space according to the vehicle size, significantly reducing the initial heat load caused by idle air in the compartment, and allowing temperature control energy to directly act on the vehicle itself. At the same time, relying on spatial zoning and independent temperature control, this invention achieves differentiated and precise adjustment of different heat load areas such as the front, rear, and passenger compartment within the same combined compartment, completely solving the problem of uneven local temperature caused by traditional centralized air supply. Furthermore, through the intelligent allocation and on-demand energy supply of shared cooling and heating resources by the control module 33, energy waste caused by maintaining environmental parameters across the entire area is effectively avoided.

[0164] Preferably, the temperature control module is provided in eight parts, with two parts each in the first compartment 11 and the second compartment 12, and four parts in the third compartment 13;

[0165] The data acquisition module 31 includes a temperature sensor 311;

[0166] At least one temperature sensor 311 is provided on the inner sidewall above the first compartment 11, the second compartment 12 and the third compartment 13 respectively.

[0167] It should be noted that each temperature sensor 311 is located at the air outlet 3235 on the upper inner wall of the corresponding compartment.

[0168] With the above design, two temperature control modules can be set in the first compartment 11 and the second compartment 12 respectively, and four temperature control modules can be set in the third compartment 13. A total of eight temperature control modules are arranged in an asymmetrical gradient control layout in space. This meets the non-uniform heat load requirements of different areas such as the front powertrain, the passenger compartment and the rear battery pack in large vehicle testing due to differences in mechanical structure. It ensures that the key compartment with the most concentrated heat load has stronger energy response redundancy and achieves a fine match between the energy supply side and the heat load characteristics of the whole vehicle.

[0169] Preferably, the execution module 32 includes a mechanical cooler 321, an electric heater 322, and an air circulation module 323;

[0170] The air circulation module 323 includes an air duct 3231 and a fan 3232;

[0171] The air duct 3231 is provided in the first compartment 11, the second compartment 12 and the third compartment 13. The air duct 3231 is arranged in a vertical direction. The upper end of the air duct 3231 is provided with an air outlet 3235 and the lower end of the air duct 3231 is provided with an air inlet 3236. The fan 3232 is arranged in the air duct 3231 so that the airflow is discharged from the air outlet 3235 at the upper end of the air duct 3231 and enters from the air inlet 3236 at the lower end of the air duct 3231, thereby forming an airflow circulation loop.

[0172] The mechanical cooler 321 and the electric heater 322 are both installed in the air duct 3231 and are arranged vertically, with the electric heater 322 and the mechanical cooler 321 arranged sequentially from top to bottom.

[0173] Through the above design, the cold or hot airflow generated by the mechanical refrigeration unit 321 or the electric heater 322 can circulate in each compartment via the airflow circulation loop.

[0174] Specifically, the cold or hot air generated by the mechanical refrigeration unit 321 or the electric heater 322 will be discharged from the air outlet 3235 at the upper end of the air duct 3231 along the air duct 3231, and after flowing through the corresponding compartment, it will enter from the air inlet 3236 at the lower end of the air duct 3231 to form a cycle.

[0175] Since there are a total of eight temperature control modules, with two each in the first compartment 11 and the second compartment 12, and four in the third compartment 13, each compartment can achieve balanced temperature control.

[0176] In this invention, the electric heater 322 and the mechanical cooler 321 are arranged vertically from top to bottom to prevent the hot air generated by the electric heater 322 from blowing onto the mechanical cooler 321 and causing it to be damaged.

[0177] Preferably, the air circulation module 323 further includes a guide plate 3233 and a variable air volume valve 3234;

[0178] The guide plate 3233 is set at the air outlet 3235 at the upper end of the air duct 3231, and the variable air volume valve 3234 is set in the air duct 3231 near the air outlet 3235 to adjust the air flow of the air outlet 3235 to maintain it within a preset range.

[0179] The guide plate 3233 includes multiple air-guiding plates rotatably connected to the air outlet 3235 via rotating shafts. All rotating shafts are configured to rotate simultaneously around their own axes and drive the corresponding air-guiding plates to deflect at a set angle. The set angle is the angle at which the airflow is guided to blow directly or obliquely.

[0180] With the above design, the airflow volume and direction of each compartment can be adjusted by the cooperation of the deflector plate 3233, the variable air volume valve 3234, and the actuator module 32.

[0181] Specifically, each compartment is equipped with a fan 3232 (specifically, a variable frequency centrifugal fan 3232), a baffle 3233 (i.e., a dynamically adjustable baffle 3233), and a variable air volume valve 3234 to achieve dynamic adjustment of air volume according to the heat load of the area.

[0182] During operation, the air volume and air direction control of each compartment can be achieved through the control module 33. Its core control unit is composed of a dynamically adjustable guide plate 3233, a variable air volume valve 3234, and the control module 33.

[0183] In practical applications, the variable air volume valve 3234 is installed at the end of the air outlet of each temperature control device. The valve body and the electric actuator work together to accurately adjust the air volume (opening range 0-100%) according to the regional heat load.

[0184] The baffle plate 3233 is installed at the outlet of the variable air volume valve 3234 and adopts a multi-blade structure (such as...). Figure 6 As shown, it consists of angle-adjustable blades, synchronous linkages and micro actuators, which can dynamically adjust the air delivery direction, range and coverage area, effectively avoiding local uneven heating and cooling. When used in conjunction with the variable air volume valve 3234, it can achieve dual adjustment of "air volume" and "air direction".

[0185] Preferably, the control module 33 includes a main controller 331 and multiple host computers 332;

[0186] The first compartment 11, the second compartment 12, and the third compartment 13 are each connected to an independent host computer 332;

[0187] The host computer 332 is communicatively connected to the main controller 331; the host computer 332 is configured to independently adjust the execution module 32 corresponding to the first compartment 11, the second compartment 12, or the third compartment 13 according to the partition temperature control command issued by the main controller 331.

[0188] Through the above design, independent control of each compartment can be achieved by means of the coordinated cooperation between the main controller 331 and multiple host computers 332. Specifically, the first compartment 11, the second compartment 12 and the third compartment 13 each correspond to an independent host computer 332, and all host computers 332 are uniformly controlled by the main controller 331.

[0189] In summary, this invention, by deploying temperature sensors 311 in each compartment, can collect the actual temperature and real-time temperature difference between different test areas inside the first compartment 11, the second compartment 12, and the third compartment 13 in real time and online, and accurately calculate the dynamic heat load change trend in each temperature control zone. Based on this, the main controller 331 of the control module 33 performs rapid calculations using a preset algorithm (PID algorithm) based on the deviation between the measured temperature of each zone and the preset target temperature, thereby outputting in real time target airflow control commands and airflow angle control commands that perfectly match the current heat load. This achieves refined closed-loop control from multi-point data sensing at the front end to core algorithm decision-making at the back end.

[0190] At the implementation level, this invention dynamically drives the opening of the variable air volume valves 3234 corresponding to each compartment through electric actuators. For example, when the heat load in a compartment increases, the variable air volume valve 3234 is opened wider to increase the air supply volume, and when the heat load decreases, the variable air volume valve 3234 is closed to reduce the air supply volume. At the same time, the air guiding angle of the guide vane 3233 is adjusted synchronously to implement directional direct blowing to the high heat load area and diffuse side blowing to the low heat load area, ensuring that the airflow can accurately and evenly cover different parts of the vehicle, fundamentally achieving uniform coverage of the temperature field of each compartment. Furthermore, when the variable air volume valve 3234 is reduced and the pipeline resistance increases, the system uses frequency conversion control to automatically reduce the speed of the fan 3232 and reduce the operating power, realizing on-demand control of the total air supply volume.

[0191] It should be noted that each compartment is equipped with at least one temperature control module, meaning that each compartment has at least one heat load zone.

[0192] A method for temperature zoning control of a vehicle-mounted multi-functional environmental chamber, implemented based on a temperature zoning control device for a vehicle-mounted multi-functional environmental chamber;

[0193] The temperature control module is provided in eight parts, with two parts each in the first compartment 11 and the second compartment 12, and four parts in the third compartment 13;

[0194] The control module 33 includes a main controller 331 and multiple host computers 332. The first compartment 11, the second compartment 12 and the third compartment 13 are respectively connected to independent host computers 332.

[0195] The temperature zone control method for the environmental chamber 1 includes:

[0196] S100, set the temperature control mode and select the appropriate temperature control mode according to the size of the vehicle;

[0197] S200, after confirming the mode, start the acquisition module 31 and execution module 32 in the corresponding number of temperature control modules;

[0198] S300: The temperature control modules 31 of all the temperature control modules are sampled synchronously and the sampled data is output to the host computer 332 connected to the compartment corresponding to each temperature control module. The host computer 332 performs fusion calculation on the sampled data to obtain the average temperature value of each compartment. According to the formula ΔT=target value−monitored value, the temperature difference of each compartment is calculated. The host computer 332 then outputs control commands to the main controller 331 according to the temperature difference of each compartment.

[0199] Among them, the average temperature value is the monitored value, the target value is the set temperature in the selected temperature control mode, and the control command includes the actual controlled temperature output value.

[0200] After S400 and the main controller 331 integrate the control commands for each compartment, they drive the execution module 32 of the corresponding temperature control module to perform actions.

[0201] In this invention, the acquisition module 31 includes a temperature sensor 311; the execution module 32 includes a mechanical cooler 321 and an electric heater 322.

[0202] In this invention, by setting a temperature control mode that automatically adapts to the vehicle size, the environmental chamber 1 achieves "on-demand heating / cooling". For micro or small vehicles, the system can precisely lock or maintain unrelated chambers with low power consumption, activating only the corresponding local chambers for high-precision temperature control.

[0203] In this invention, each compartment's independent host computer 332 performs fusion calculations on the multi-point raw data synchronously uploaded by its respective acquisition module 31. This distributed fusion mechanism can effectively filter out temperature measurement noise generated by single-point sensors due to local airflow, wall thermal radiation, or occasional interference. The resulting "average temperature value (monitored value)" can more realistically and dynamically reflect the actual thermal field state of the current compartment, laying a reliable data foundation for high-precision control.

[0204] In this invention, a two-layer control architecture of "distributed host computer 332 and centralized controller 331" is adopted to realize the sharing of control computing power.

[0205] In this invention, since the first compartment 11, the second compartment 12, and the third compartment 13 are spatially adjacent, there is unavoidable heat conduction and air convection interference between them. This method utilizes the central controller 331 to globally coordinate and integrate the control commands output by each host computer 332, and eliminates the thermal coupling effect between adjacent compartments through a decoupling control algorithm. This enables the eight temperature control modules to respond independently and dynamically, as well as to coordinate and synchronize, ultimately achieving independent, precise, and stable temperature control of each adjacent compartment within a large, vehicle-mounted space.

[0206] Preferably, the temperature control modes include independent temperature control mode, combined temperature control mode, and synchronous temperature control mode;

[0207] In the independent temperature control mode, the heat-insulating movable partition doors 2 between adjacent compartments 11, 12 and 13 are all closed, so that the first compartment 11, the second compartment 12 and the third compartment 13 can independently accommodate the vehicle. The first compartment 11, the second compartment 12 and the third compartment 13 are independently temperature controlled, and the temperature setting range of each compartment is -60 degrees to 120 degrees.

[0208] The combined temperature control mode includes a first combined mode and a second combined mode. When in use, the first combined mode and the second combined mode can be used selectively.

[0209] In the first combination mode, the heat-insulated movable partition 2 between the first compartment 11 and the second compartment 12 is opened to connect the first compartment 11 and the second compartment 12 and combine to form a first compartment that can accommodate a single vehicle. The heat-insulated movable partition 2 between the second compartment 12 and the third compartment 13 is closed. The first compartment and the third compartment 13 are isolated from each other and have their temperatures controlled independently. The temperature setting range of the first compartment and the third compartment 13 is -60 degrees to 120 degrees. In use, the first compartment and the third compartment 13 are adjacent compartments.

[0210] In the second combination mode, the heat-insulated movable partition 2 between the second compartment 12 and the third compartment 13 is opened to connect the second compartment 12 and the third compartment 13 and combine them to form a second compartment that can accommodate a single vehicle. The heat-insulated movable partition 2 between the first compartment 11 and the second compartment 12 is closed. The first compartment 11 and the second compartment are isolated from each other and have their temperatures controlled independently. The temperature setting range for both the first compartment 11 and the second compartment is -60 degrees to 120 degrees. In use, the second compartment and the first compartment 11 are adjacent compartments.

[0211] In the synchronous temperature control mode, the heat-insulated movable partition doors 2 between the first compartment 11 and the second compartment 12, and between the second compartment 12 and the third compartment 13, are all opened to connect the first compartment 11, the second compartment 12, and the third compartment 13. The temperature setting range of the first compartment 11, the second compartment 12, and the third compartment 13 is -60 degrees to 120 degrees.

[0212] For example, the temperature control modes include independent temperature control mode, combined temperature control mode, and synchronous temperature control mode;

[0213] In the independent temperature control mode, the heat-insulating movable partition doors 2 between adjacent compartments 11, 12 and 13 are all closed, so that the first compartment 11, the second compartment 12 and the third compartment 13 can independently accommodate vehicles. The first compartment 11 is configured at 25 degrees, the second compartment 12 is configured at -40 degrees and the third compartment 13 is configured at 85 degrees.

[0214] The combined temperature control mode includes a first combined mode and a second combined mode. When in use, the first combined mode and the second combined mode can be used selectively.

[0215] In the first combination mode, the heat-insulated movable partition 2 between the first compartment 11 and the second compartment 12 is opened to connect the first compartment 11 and the second compartment 12 and combine to form a first compartment that can accommodate a single vehicle. The heat-insulated movable partition 2 between the second compartment 12 and the third compartment 13 is closed. The first compartment is configured at -40 degrees and the third compartment 13 is configured at 85 degrees. In use, the first compartment and the third compartment 13 are adjacent compartments.

[0216] In the second combination mode, the insulated movable partition 2 between the second compartment 12 and the third compartment 13 is opened to connect the second compartment 12 and the third compartment 13 and combine them to form a second compartment that can accommodate a single vehicle. The insulated movable partition 2 between the first compartment 11 and the second compartment 12 is closed. The second compartment is configured at 85 degrees and the first compartment 11 is configured at -40 degrees. In use, the second compartment and the first compartment 11 are adjacent compartments.

[0217] The synchronous temperature control mode includes a first synchronous mode and a second synchronous mode;

[0218] In the first synchronization mode, the heat-insulated movable partition doors 2 between the first compartment 11 and the second compartment 12 and between the second compartment 12 and the third compartment 13 are all opened to connect the first compartment 11, the second compartment 12 and the third compartment 13. The first compartment 11 is configured at 10 degrees, the second compartment 12 is configured at 60 degrees and the third compartment 13 is configured at 85 degrees.

[0219] In the second synchronization mode, the insulated movable partition doors 2 between the first compartment 11 and the second compartment 12, and between the second compartment 12 and the third compartment 13, are all opened to connect the first compartment 11, the second compartment 12, and the third compartment 13. The first compartment 11, the second compartment 12, and the third compartment 13 are all configured at 85 degrees.

[0220] With the above design, the operator can select the corresponding mode according to the vehicle size. The mode setting can be configured according to the cabin combination and control requirements, as follows:

[0221] Independent temperature control modes: First compartment 11 is set to 25 degrees, second compartment 12 is set to -40 degrees, and third compartment 13 is set to 85 degrees.

[0222] The first combined temperature control mode: the first compartment 11 is connected to the second compartment 12 and set to -40 degrees, and the third compartment 13 is set to 85 degrees; the second combined temperature control mode: the first compartment 11 is set to -40 degrees, and the second compartment 12 is connected to the third compartment 13 and set to 85 degrees.

[0223] The first synchronous mode in the synchronous temperature control mode: the first compartment 11, the second compartment 12 and the third compartment 13 are connected. The first compartment 11 is configured to 10 degrees, the second compartment 12 is configured to 60 degrees and the third compartment 13 is configured to 85 degrees.

[0224] The second synchronous mode in the synchronous temperature control mode: the first compartment 11, the second compartment 12 and the third compartment 13 are connected, and the first compartment 11, the second compartment 12 and the third compartment 13 are all configured to 85 degrees.

[0225] In some specific embodiments, under independent temperature control mode, combined temperature control mode, and synchronous temperature control mode, the first chamber 11, the second chamber 12, and the third chamber 13 can be selected from -60 degrees, -50 degrees, -40 degrees, -30 degrees, -20 degrees, -10 degrees, 0 degrees, 10 degrees, 20 degrees, 30 degrees, 40 degrees, 50 degrees, 60 degrees, 70 degrees, 80 degrees, 90 degrees, 100 degrees, 110 degrees, and 120 degrees. This invention is not limited to these, and the temperature control can be adjusted according to actual testing needs.

[0226] like Figures 7-9The first compartment 11 is designated as compartment A, the second compartment 12 as compartment B, and the third compartment 13 as compartment C.

[0227] Preferably, S3 is as follows:

[0228] S310. When the execution module 32 is working, each acquisition module 31 synchronously samples the corresponding compartment to obtain the actual temperature of each compartment.

[0229] S320: Transmit the actual temperature of each compartment to the corresponding host computer 332. Each host computer 332 calculates the temperature error (set temperature - actual temperature) of each compartment by comparing the set temperature and the actual temperature of the corresponding compartment.

[0230] S330, the host computer 332 corresponding to each compartment performs PID calculation based on the temperature error of each compartment, and performs coupling compensation correction in combination with the actual temperature of adjacent compartments to obtain the actual control output value of this compartment, and outputs it to the main controller 331.

[0231] The above design enables coupling compensation correction between adjacent compartments, avoiding temperature interference between them.

[0232] In summary, this invention achieves refined zoned temperature regulation and closed-loop control by synchronously sampling temperature sensors 311 deployed in each compartment and calculating the average temperature value of each area. The control module 33 is based on a PID control algorithm, enabling the host computer 332 corresponding to each compartment to perform PID calculations based on the temperature error of each compartment, calculate the temperature difference between the target value and the monitored value in real time, and output control commands for cooling capacity, heating capacity, and circulating air volume accordingly. Combined with the temperature of adjacent areas and known heat loads such as vehicle engines, feedforward compensation and advance adjustment are implemented. The independent airflow circulation loop output effectively avoids temperature difference interference between adjacent areas. At the same time, the electric actuator dynamically drives the opening of the variable air volume valve 3234 to increase the air volume in the overheated area and decrease the air volume in the underheated area. During this process, the system constructs a three-dimensional airflow organization through the organic cooperation of top air outlet, bottom air return and guide plate 3233, forming a uniform circulating airflow field. Auxiliary heating is deployed in easily heat-dissipating areas such as the frame, corners, observation windows and wiring holes of the cabin to implement boundary temperature compensation, achieving the effect of defrosting and preventing condensation. Thus, when the vehicle starts and heats up, it can achieve adaptive adjustment of heat load and automatically increase the cooling power to maintain temperature stability.

[0233] Preferably, in S330, the actual control output value of each compartment is equal to the PID output value of each compartment minus the estimated influence of the neighboring area on the temperature of this area;

[0234] Define the actual control output value of each compartment as U i ;

[0235] Ui =PID i (e) i )-Σ[k ij ×(T j -T spj )];

[0236] PID i (e i ) represents the PID output of the i-th compartment after PID calculation based on its own temperature error value, i.e., the PID output value of each compartment;

[0237] k ij is the coupling coefficient, which is the number of degrees that causes the current compartment i to rise by 1 degree for each adjacent compartment j to rise by 1 degree.

[0238] T j -T spj Let be the temperature change of the neighboring region j relative to the steady state.

[0239] Preferably, in S330, coupling compensation between adjacent compartments is performed according to the following formula:

[0240] Define adjacent compartments, one of which is designated as compartment number one and the other as compartment number two;

[0241] In compartment number one, the temperature is set to T. SP1 The actual temperature is T1, therefore the temperature error in compartment one is e1=T. SP1 -T1;

[0242] After PID calculation, the PID output value obtained for compartment number one is PID1 = Kp1 × e1 + K i1 ×∫e1×dt+Kd1×(de1 / dt);

[0243] Wherein, PID1 is the actual control output value calculated by the host computer for compartment one, Kp1 is the proportional gain coefficient of compartment one, and K i1 ∫e1×dt is the integral gain coefficient of compartment 1, ∫e1×dt is the integral of the temperature error of compartment 1 over time (cumulative deviation), Kd1 is the differential coefficient of compartment 1, and de1 / dt is the rate of change of the temperature error of compartment 1.

[0244] (It should be noted that the actual control output value in PID1 includes the opening degree of the variable air volume valve 3234 in the No. 1 compartment, etc. Kp1 is adjusted in real time according to the temperature error of the No. 1 compartment.)

[0245] The larger the temperature error, the stronger the output; that is, the output power corresponds to the observed deviation. For example, if the current set temperature for compartment one is 20 degrees Celsius, and the actual temperature is 15 degrees Celsius, the temperature error is 5. If Kp1 is set to 2, it will output 2 × 5 = 10% of the heating power (or PWM value); if it is set to 10, the system will deliver 10 × 5 = 50% of the high power for heating. In summary: the larger Kp1 is, the faster compartment one responds to temperature changes.

[0246] ∫e1×dt represents the historical cumulative deviation. For example, the temperature in the first compartment has consistently failed to reach the set temperature. For instance, if the set temperature is 20 degrees Celsius, the actual temperature has consistently remained at 19.5 degrees Celsius. Over time, the deviation of 0.5 degrees Celsius will continue to accumulate.

[0247] K i1 This refers to the integral gain coefficient. When dealing with the inherent heat dissipation of large-volume environmental chambers, if a proportional gain coefficient Kp1×e1 is used, the force is often just offset by heat dissipation, and the temperature remains fixed at the critical point (i.e., static error). In this case, the integral term will exert its influence; as long as the deviation exists, the integral value ∫e1×dt will increase, multiplied by K... i1 Then, the power output to the mechanical refrigeration or heater will continue to increase slowly until the final 0.5-degree deviation is eliminated;

[0248] de1 / dt is the rate of change of the deviation. For example, if the temperature in the first compartment is dropping rapidly and is rapidly approaching the set temperature at a rate of 0.5 degrees per second, de1 / dt will capture this extremely fast rate of change.

[0249] Kd1 is the differential gain coefficient because the large-volume test chamber has thermal inertia (although the cooler is off, the pipes and air continue to release cold). If the system does not decelerate when approaching the target temperature, it will definitely overshoot. The differential term is used to "predict the future". When it detects that the temperature is rapidly approaching the target, Kd1 multiplied by de1 / dt will generate a reverse resistance force, ordering the cooler or heater to "relieve force (apply the brakes)" in advance, thereby effectively preventing overshoot and oscillation of the temperature in the first chamber, allowing the temperature to smoothly soft-land at the set value.

[0250] In compartment number two, the temperature is set to T. SP2 The actual temperature is T2, therefore the temperature error in compartment one is e2=T. SP2 -T2;

[0251] After PID calculation, the PID output value obtained in compartment number two is PID2 = Kp2 × e2 + K i2 ×∫e2×dt+Kd2×(de2 / dt);

[0252] Wherein, PID2 is the actual control output value calculated by the host computer for compartment two, Kp2 is the proportional gain coefficient of compartment two, and K i2 Let ∫e2×dt be the integral gain coefficient of compartment 2, ∫e2×dt be the integral of the temperature error of compartment 2 over time (cumulative deviation), Kd2 be the differential coefficient of compartment 2, and de2 / dt be the rate of change of the temperature error of compartment 2.

[0253] The actual control output value of compartment number one is U1 = PID1 - K 12 ×(T2-T SP2 );

[0254] The actual control output value of compartment number two is U2 = PID2 - K 21 ×(T1-T SP1 );

[0255] in:

[0256] K 12 Indicates: the coupling coefficient between the temperature change in compartment 2 and the control quantity in compartment 1;

[0257] K 21 Indicates: the coupling coefficient between the temperature change in compartment 1 and the control quantity in compartment 2;

[0258] Coupling coefficient K 12 =ΔT1 / ΔT2;

[0259] Coupling coefficient K 21 =ΔT2 / ΔT1;

[0260] ΔT1 is the change in temperature in compartment one, whether it increases or decreases.

[0261] ΔT2 represents the change in temperature in compartment 2, whether it increases or decreases.

[0262] With the above design, this invention uses the control algorithm as the core unit for scheduling various hardware execution tools and adopts a composite control mode that combines feedforward and feedback to achieve high dynamic response and high precision control of adjacent compartments under complex operating conditions.

[0263] In the specific control process, feedforward compensation reads and predicts the temperature changes of adjacent compartments and the possible future heat load fluctuations, and starts or adjusts the temperature control system of each compartment in advance to achieve rapid response; feedback control, on the other hand, quickly and precisely corrects the current area's heat output based on the real-time monitoring data of each zone transmitted back by the temperature sensor 311 network, ensuring that the temperature of each zone is accurately and stably at the target value.

[0264] To address the mutual interference caused by thermal coupling when adjacent compartments use independent PID control, this invention establishes a comprehensive closed-loop mathematical model with cross-coupling compensation, employing a coupled control strategy of independent PID controllers plus coupled feedforward. In each PID algorithm, each independent PID controller, in addition to calculating its own compartment's temperature deviation, incorporates the current temperature of adjacent compartments as feedforward compensation. By pre-calculating the heat transfer impact of the current compartment's temperature rise on adjacent compartments and pre-correcting and offsetting the temperature fluctuations in adjacent compartments, thermal coupling interference between multiple compartments is fundamentally eliminated, effectively preventing temperature oscillations in adjacent compartments.

[0265] For example, in a specific operating scenario, when the temperature of compartment 1 rises and conducts heat to compartment 2, the traditional non-coupling compensation system will cause the temperature of compartment 2 to rise passively (e.g., by 0.8 degrees), which will then trigger the host computer 332 of compartment 2 to perform a cooling action, causing mutual interference and continuous oscillation between the two compartments.

[0266] By introducing cross-coupling compensation, this invention enables the control module 33 of compartment 2 to pre-calculate the specific heat transfer impact on itself (e.g., 5 degrees × 0.16 = 0.8 degrees) when it detects a temperature rise in the adjacent compartment 1 (e.g., a temperature rise of 5 degrees) based on a preset coupling relationship. The module then performs offsetting in advance in the control output. At this time, the error value calculated by the host computer 332 of compartment 2 based on "actual temperature rise minus estimated impact of adjacent compartments" is zero, so no excessive adjustment is made. This allows each compartment to still achieve independent operation and non-interference control under physical heat conduction conditions, completely eliminating temperature fluctuations caused by compartment coupling.

[0267] It should be noted that the first compartment 11, the second compartment 12, and the third compartment 13 are physically separated when used independently and do not require coupling control when connected. At the same time, the first compartment 11, the second compartment 12, and the third compartment 13 are controlled to heat up simultaneously, whether in independent temperature control mode, combined temperature control mode, or synchronous temperature control mode.

[0268] Secondly, in the combined temperature control mode, the first compartment 11 is connected to the second compartment 12 and set to -40 degrees Celsius, while the third compartment 13 is set to 85 degrees Celsius. The third compartment 13 is physically isolated, and temperature interference is not considered. In this mode, the first compartment 11 and the second compartment 12 are respectively compartment number one and compartment number two. Correspondingly, the first compartment 11 is set to -40 degrees Celsius, and the second compartment 12 is connected to the third compartment 13 and set to 85 degrees Celsius. The first compartment 11 is physically isolated, and temperature interference is not considered. In this mode, the second compartment 12 and the third compartment 13 are respectively compartment number one and compartment number two.

[0269] In addition, when the first compartment 11, the second compartment 12 and the third compartment 13 are connected, the first compartment 11 and the second compartment 12 are respectively the first compartment and the second compartment, and the second compartment 12 and the third compartment 13 are respectively the first compartment and the second compartment.

[0270] Working principle:

[0271] First, select the appropriate temperature control mode according to the vehicle size. For example, select the first compartment 11 and the second compartment 12 to be connected and set to -40 degrees, and the third compartment 13 to 85 degrees. Then, the temperature sensors 311 and mechanical coolers 321 of the three compartments start to work. At this time, the temperature sensor 311 of each compartment samples the corresponding compartment synchronously to obtain the actual temperature of each compartment. Then, the actual temperature of each compartment is transmitted to the corresponding host computer 332. Each host computer 332 calculates the temperature error of each compartment by comparing the set temperature and the actual temperature of the corresponding compartment (set temperature - actual temperature, where the set temperature is -40 degrees and the actual temperature is the temperature detected by the temperature sensor 311).

[0272] Afterwards, the host computer 332 corresponding to each compartment performs PID calculation based on the temperature error of each compartment, and performs coupling compensation correction in combination with the actual temperature of adjacent compartments to obtain the actual control output value of the compartment, which is then output to the main controller 331. Subsequently, the main controller 331 controls the mechanical cooler 321 to work continuously. During the operation, the main controller 331 controls the air volume and air direction in real time.

[0273] The actual control output value of each compartment is obtained as follows: First, each compartment (mainly referring to compartment 1 and compartment 2) performs PID control calculation based on the temperature Tsp set by the corresponding host computer 332 and the actual temperature T of the sensor to obtain the output value of PID control, but does not directly output it to the heating and cooling mechanism.

[0274] In compartment number one, the temperature is set to T. SP1 The actual temperature is T1, therefore the temperature error in compartment one is e1=T. SP1 -T1;

[0275] After PID calculation, the PID output value obtained for compartment number one is PID1 = Kp1 × e1 + K i1 ×∫e1×dt+Kd1×(de1 / dt);

[0276] In compartment number two, the temperature is set to T. SP2 The actual temperature is T2, therefore the temperature error in compartment one is e2=T. SP2 -T2;

[0277] After PID calculation, the PID output value obtained in compartment number two is PID2 = Kp2 × e2 + Ki2 ×∫e2×dt+Kd2×(de2 / dt);

[0278] Next, the PID output value calculated in the previous step is subtracted from the coupling compensation amount calculated based on the temperature monitoring value of the neighboring area and the collected data; the calculation result U of the actual control output of this area is obtained. The U value is converted into the PWM value of the mechanical cooler 321 (when the temperature of the first compartment rises and the heat is transferred to the second compartment, the controller of the second compartment calculates the interference amount and will increase the PWM value allocated to the cooler of the second compartment in advance (for example, from 20% to 35%), thereby increasing the cooling output and "pushing back" the heat transferred from the first compartment before the temperature fluctuates significantly), thereby stabilizing the temperature inside the compartment.

[0279] Among them, the actual control output value of compartment one, U1, is equal to PID1 - K. 12 ×(T2-T SP2 The actual control output value of compartment number two is U2 = PID2 - K. 21 ×(T1-T SP1 ).

[0280] The above embodiments are only for illustrating the technical concept and features of the present invention, and are intended to enable those skilled in the art to understand the content of the present invention and implement it accordingly. They should not be construed as limiting the scope of protection of the present invention. All equivalent changes or modifications made in accordance with the spirit and essence of the present invention should be covered within the scope of protection of the present invention.

Claims

1. A vehicle-mounted multi-functional environmental chamber temperature zoning control device, the environmental chamber comprising a first chamber, a second chamber, and a third chamber, which are sequentially connected along a straight line, the temperature zoning control device being disposed on the environmental chamber, characterized in that: The temperature zone control device includes insulated movable partition doors and a zone temperature control execution system; In the first compartment, the second compartment and the third compartment, the heat-insulated movable partition is provided between adjacent two. The heat-insulated movable partition is configured to selectively open or close according to the length of the vehicle to be tested, so that the first compartment, the second compartment and the third compartment can independently accommodate a vehicle or the adjacent two can be connected to jointly accommodate a single vehicle. The zoned temperature control execution system includes a data acquisition module, a control terminal module, and an execution module; The acquisition module and the execution module are installed in the first compartment, the second compartment and the third compartment respectively. The acquisition module and the execution module are combined to form a temperature control module and connected to the control terminal module. The acquisition module is configured to collect status information in the corresponding first, second, or third compartment in real time. The control module is configured to control the execution module to adjust the temperature in the corresponding first, second, or third compartment to a preset temperature based on the status information collected by the acquisition module, so as to achieve targeted temperature control.

2. The temperature zone control device for a vehicle-mounted multi-functional environmental chamber according to claim 1, characterized in that: The temperature control module is provided in eight parts, with two parts each in the first and second compartments, and four parts in the third compartment; The data acquisition module includes a temperature sensor; At least one temperature sensor is installed on the inner sidewall above the first, second, and third compartments.

3. The temperature zone control device for a vehicle-mounted multi-functional environmental chamber according to claim 1, characterized in that: The execution module includes a mechanical cooler, an electric heater, and an air circulation module; The air circulation module includes an air duct and a fan; The air ducts are provided in the first, second and third compartments. The air ducts are arranged vertically, with an air outlet at the upper end and an air inlet at the lower end. The fan is installed in the air duct so that the airflow is discharged from the air outlet at the upper end of the air duct and enters from the air inlet at the lower end of the air duct, thereby forming an airflow circulation loop. Both the mechanical cooler and the electric heater are installed inside the air duct, and are arranged vertically from top to bottom.

4. The temperature zone control device for a vehicle-mounted multi-functional environmental chamber according to claim 3, characterized in that: The air circulation module also includes a guide plate and a variable air volume valve; The guide plate is installed at the air outlet at the upper end of the air duct, and the variable air volume valve is installed in the air duct near the air outlet to adjust the air flow at the air outlet and maintain it within a preset range. The guide plate includes multiple air-guiding plates rotatably connected to the air outlet via rotating shafts. All rotating shafts are configured to rotate simultaneously around their own axes and drive the corresponding air-guiding plates to deflect at a set angle. The set angle is the angle at which the airflow is guided to blow directly or obliquely.

5. The temperature zone control device for a vehicle-mounted multi-functional environmental chamber according to claim 1, characterized in that: The control module includes a main controller and multiple host computers; The first, second, and third compartments are each connected to an independent host computer. The host computer is communicatively connected to the main controller; the host computer is configured to independently adjust the execution module corresponding to the first compartment, the second compartment, or the third compartment according to the zone temperature control command issued by the main controller.

6. A method for temperature zone control in a vehicle-mounted multi-functional environmental chamber, characterized in that: Based on the temperature zone control device of the vehicle-mounted multi-functional environmental chamber as described in any one of claims 1-5; The temperature control module is provided in eight parts, with two parts each in the first and second compartments, and four parts in the third compartment; The control module includes a main controller and multiple host computers, with the first compartment, the second compartment and the third compartment each connected to an independent host computer; The environmental chamber temperature zoning control method includes: S100, set the temperature control mode and select the appropriate temperature control mode according to the vehicle size; S200, after confirming the mode, activate the acquisition module and execution module in the corresponding number of temperature control modules; S300: The acquisition modules in all temperature control modules are activated and sample synchronously. The sampled data is output to the host computer connected to the compartment corresponding to each temperature control module. The host computer performs fusion calculation on the sampled data to obtain the average temperature value of each compartment. According to the formula ΔT=target value−monitored value, the temperature difference of each compartment is calculated. The host computer then outputs control commands to the main controller according to the temperature difference of each compartment. Among them, the average temperature value is the monitored value, the target value is the set temperature in the selected temperature control mode, and the control command includes the actual controlled temperature output value. After the S400 and the main controller integrate the control commands for each compartment, they drive the corresponding temperature control module to perform actions.

7. The temperature zoning control method for a vehicle-mounted multi-functional environmental chamber according to claim 6, characterized in that: The temperature control modes include independent temperature control mode, combined temperature control mode, and synchronous temperature control mode; In the independent temperature control mode, the insulated movable partitions between adjacent compartments in the first, second, and third compartments are all closed, so that the first, second, and third compartments can independently accommodate the vehicle. The first, second, and third compartments are independently temperature controlled, and the temperature setting range for each compartment is -60 degrees to 120 degrees. The combined temperature control mode includes a first combined mode and a second combined mode. When in use, the first combined mode and the second combined mode can be used selectively. In the first combination mode, the insulated movable partition door between the first compartment and the second compartment is opened to connect the first compartment and the second compartment and combine to form a first compartment that can accommodate a single vehicle. The insulated movable partition door between the second compartment and the third compartment is closed. The first compartment and the third compartment are isolated from each other and have their temperatures controlled independently. The temperature setting range of the first compartment and the third compartment is -60 degrees to 120 degrees. In use, the first compartment and the third compartment are adjacent compartments. In the second combination mode, the insulated movable partition between the second compartment and the third compartment is opened to connect the second compartment and the third compartment and combine to form a second compartment that can accommodate a single vehicle. The insulated movable partition between the first compartment and the second compartment is closed. The first compartment and the second compartment are isolated from each other and have their temperatures controlled independently. The temperature setting range for both the first compartment and the second compartment is -60 degrees to 120 degrees. In use, the second compartment and the first compartment are adjacent compartments. In the synchronous temperature control mode, the insulated movable doors between the first and second compartments and between the second and third compartments are opened to connect the first, second and third compartments. The temperature setting range of the first, second and third compartments is -60 degrees to 120 degrees.

8. The temperature zoning control method for a vehicle-mounted multi-functional environmental chamber according to claim 6, characterized in that: S3 specifically refers to: S310. When the module is working, each acquisition module synchronously samples the corresponding compartment to obtain the actual temperature of each compartment. S320: Transmit the actual temperature of each compartment to the corresponding host computer. Each host computer calculates the temperature error (set temperature - actual temperature) of each compartment by comparing the set temperature with the actual temperature of the corresponding compartment. S330: The host computer for each compartment performs PID calculations based on the temperature error of each compartment, and performs coupling compensation correction in conjunction with the actual temperature of adjacent compartments to obtain the actual control output value of the compartment, which is then output to the main controller.

9. The temperature zoning control method for a vehicle-mounted multi-functional environmental chamber according to claim 8, characterized in that: In S330, the actual control output value of each compartment is equal to the PID output value of each compartment minus the estimated influence of the neighboring zone on the temperature of this zone; Define the actual control output value of each compartment as U i ; U i =PID i (e i )-Σ[k ij ×(T j -T spj )]; PID i (e i ) represents the PID output of the i-th compartment after PID calculation based on its own temperature error value, i.e., the PID output value of each compartment; k ij is the coupling coefficient, which is the number of degrees that causes the current compartment i to rise by 1 degree for each adjacent compartment j to rise by 1 degree. T j -T spj Let be the temperature change of the neighboring region j relative to the steady state.

10. The temperature zoning control method for a vehicle-mounted multi-functional environmental chamber according to claim 8, characterized in that: In S330, coupling compensation between adjacent compartments is performed according to the following formula: Define adjacent compartments, one of which is designated as compartment number one and the other as compartment number two; In compartment number one, the temperature is set to T. SP1 The actual temperature is T1, therefore the temperature error in compartment one is e1=T. SP1 -T1; After PID calculation, the PID output value obtained for compartment number one is PID1 = Kp1 × e1 + K i1 ×∫e1×dt+Kd1×(de1 / dt); Wherein, PID1 is the actual control output value calculated by the host computer for compartment one, Kp1 is the proportional gain coefficient of compartment one, and K i1 ∫e1×dt is the integral gain coefficient of compartment 1, ∫e1×dt is the integral of the temperature error of compartment 1 over time (cumulative deviation), Kd1 is the differential coefficient of compartment 1, and de1 / dt is the rate of change of the temperature error of compartment 1. In compartment number two, the temperature is set to T. SP2 The actual temperature is T2, therefore the temperature error in compartment one is e2=T. SP2 -T2; After PID calculation, the PID output value obtained in compartment number two is PID2 = Kp2 × e2 + K i2 ×∫e2×dt+Kd2×(de2 / dt); Wherein, PID2 is the actual control output value calculated by the host computer for compartment two, Kp2 is the proportional gain coefficient of compartment two, and K i2 Let ∫e2×dt be the integral gain coefficient of compartment 2, ∫e2×dt be the integral of the temperature error of compartment 2 over time (cumulative deviation), Kd2 be the differential coefficient of compartment 2, and de2 / dt be the rate of change of the temperature error of compartment 2. The actual control output value of compartment number one is U1 = PID1 - K 12 ×(T2-T SP2 ); The actual control output value of compartment number two is U2 = PID2 - K 21 ×(T1-T SP1 ); in: K 12 Indicates: the coupling coefficient between the temperature change in compartment 2 and the control quantity in compartment 1; K 21 Indicates: the coupling coefficient between the temperature change in compartment 1 and the control quantity in compartment 2; Coupling coefficient K 12 =ΔT1 / ΔT2; Coupling coefficient K 21 =ΔT2 / ΔT1; ΔT1 is the change in temperature in compartment one, whether it increases or decreases. ΔT2 represents the change in temperature in compartment 2, whether it increases or decreases.

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