Vehicle defogging control method, device, apparatus and storage medium

Abstract

This application provides a vehicle defogging control method, apparatus, device, and storage medium, relating to the field of intelligent vehicle technology. By monitoring the interior temperature and the inner surface temperature of the windshield of the target vehicle, and when the inner surface temperature of the windshield is lower than the interior temperature, a fogging risk type is determined based on the interior temperature and humidity. Further, when the fogging risk type is a first fogging risk type, the target vehicle is controlled to perform dehumidification operations based on the ambient humidity or ambient temperature to reduce the fogging risk. When the fogging risk type is a second fogging risk type, the target vehicle is controlled to perform dehumidification operations based on the inner surface temperature of the windshield and the dew point temperature to reduce the fogging risk. The fogging probability corresponding to the first fogging risk type is greater than that corresponding to the second fogging risk type. This application reduces the fogging risk and improves driving safety by implementing different dehumidification operations on the vehicle according to different fogging risk types.

Description

Technical Field

[0001] This application relates to the field of intelligent vehicle technology, and in particular to a vehicle defogging control method, device, equipment and storage medium. Background Technology

[0002] During driving, when there is a large temperature difference between day and night or when facing complex temperature conditions, the windshield may fog up, causing blurred vision or distraction of the driver, thus affecting driving safety.

[0003] In related technologies, to ensure driving safety, vehicles are generally equipped with a defrost function. After fogging occurs, the driver activates this function via the central control screen or soft buttons, essentially turning on the air conditioning and using the defrost vents to remove the fog from the windshield. However, for vehicles traveling at high speeds, having the driver operate the central control screen or soft buttons still poses a safety risk. Summary of the Invention

[0004] This application provides a vehicle defogging control method, apparatus, device, and storage medium to solve problems affecting driving safety.

[0005] In a first aspect, embodiments of this application provide a vehicle defogging control method, comprising: monitoring the interior temperature and the inner surface temperature of the windshield of a target vehicle; if the inner surface temperature of the windshield is lower than the interior temperature, determining a fogging risk type based on the interior temperature and the interior air humidity; when the fogging risk type is a first fogging risk type, controlling the target vehicle to perform dehumidification operation based on the ambient humidity or ambient temperature to reduce the fogging risk; when the fogging risk type is a second fogging risk type, controlling the target vehicle to perform dehumidification operation based on the inner surface temperature of the windshield and the dew point temperature to reduce the fogging risk; wherein the fogging probability corresponding to the first fogging risk type is greater than the fogging probability corresponding to the second fogging risk type.

[0006] In one possible implementation, the target vehicle is controlled to perform dehumidification operation based on ambient humidity or ambient temperature, including: when the ambient temperature is less than or equal to a preset ambient temperature, or when the ambient humidity is less than or equal to a preset ambient humidity, the target vehicle is controlled to increase the external circulation ratio and switch to defrost mode for dehumidification operation; when the ambient temperature is greater than a preset ambient temperature, or when the ambient humidity is greater than a preset ambient humidity, the target vehicle is controlled to decrease the evaporator temperature and / or increase the internal circulation ratio and switch to defrost mode for dehumidification operation.

[0007] In one possible implementation, the target vehicle is controlled to perform dehumidification based on the inner surface temperature and dew point temperature of the windshield. This includes: acquiring the dew point temperature; when the inner surface temperature of the windshield is less than or equal to the dew point temperature, controlling the target vehicle to perform dehumidification based on the ambient humidity or ambient temperature, and during the dehumidification process, determining the fogging probability based on the inner surface temperature of the windshield, the dew point temperature, and the interior temperature of the vehicle, until the fogging probability is less than a first fogging risk calibration value; when the inner surface temperature of the windshield is greater than the dew point temperature, determining the fogging probability based on the inner surface temperature of the windshield, the dew point temperature, and the interior temperature of the vehicle, and controlling the target vehicle to perform dehumidification based on the fogging probability.

[0008] In one possible implementation, the target vehicle is controlled to perform dehumidification operation based on the fogging probability, including: determining the fogging risk level based on the fogging probability; when the fogging risk level is the first risk level, controlling the target vehicle to perform dehumidification operation based on the ambient humidity and ambient temperature, and monitoring the fogging probability in real time during the dehumidification process until the fogging probability is less than the first fogging risk calibration value, wherein the first risk level is included among the multiple fogging risk levels corresponding to the second fogging risk type.

[0009] In one possible implementation, the second fog risk level is included among the multiple fog risk levels corresponding to the second fog risk type. The fog risk level is determined based on the fog probability, including: when the fog probability is less than the second fog risk calibration value, the fog risk level is determined as the second risk level, and the first fog risk calibration value is less than the second fog risk calibration value; when the fog probability is greater than or equal to the second fog risk calibration value, the fog risk level is determined as the first risk level.

[0010] One possible implementation also includes: not performing dehumidification when the fogging risk level is the second risk level.

[0011] In one possible implementation, the probability of fogging is determined based on the inner surface temperature of the windshield, the dew point temperature, and the interior temperature of the vehicle, including: determining the difference between the interior temperature of the vehicle and the inner surface temperature of the windshield as a first difference; determining the difference between the inner surface temperature of the windshield and the dew point temperature as a second difference; and determining the probability of fogging as the ratio of the first difference and the second difference.

[0012] Secondly, embodiments of this application provide a vehicle defogging control device, comprising:

[0013] The monitoring module is used to monitor the interior temperature of the target vehicle and the inner surface temperature of the windshield.

[0014] The determination module is used to determine the type of fogging risk based on the interior temperature and humidity of the vehicle when the temperature of the inner surface of the windshield is lower than the interior temperature.

[0015] The first control module is used to control the target vehicle to perform dehumidification operation based on the ambient humidity or ambient temperature when the fogging risk type is the first fogging risk type, so as to reduce the fogging risk.

[0016] The second control module is used to control the target vehicle to perform dehumidification operation based on the inner surface temperature and dew point temperature of the windshield when the fogging risk type is the second fogging risk type, so as to reduce the fogging risk; wherein, the fogging probability corresponding to the first fogging risk type is greater than the fogging probability corresponding to the second fogging risk type.

[0017] In one possible implementation, the first control module is specifically used to: control the target vehicle to increase the external circulation ratio and switch to defrost mode for dehumidification operation when the ambient temperature is less than or equal to the preset ambient temperature, or when the ambient humidity is less than or equal to the preset ambient humidity; and control the target vehicle to decrease the evaporator temperature and / or increase the internal circulation ratio and switch to defrost mode for dehumidification operation when the ambient temperature is greater than the preset ambient temperature, or when the ambient humidity is greater than the preset ambient humidity.

[0018] In one possible implementation, the second control module is specifically used to: acquire the dew point temperature; when the temperature of the inner surface of the windshield is less than or equal to the dew point temperature, control the target vehicle to perform dehumidification operation based on the ambient humidity or ambient temperature, and during the dehumidification process, determine the fogging probability based on the temperature of the inner surface of the windshield, the dew point temperature, and the interior temperature of the vehicle, until the fogging probability is less than the first fogging risk calibration value; when the temperature of the inner surface of the windshield is greater than the dew point temperature, determine the fogging probability based on the temperature of the inner surface of the windshield, the dew point temperature, and the interior temperature of the vehicle, and control the target vehicle to perform dehumidification operation based on the fogging probability.

[0019] In one possible implementation, the second control module can also be used to: determine the fogging risk level based on the fogging probability; when the fogging risk level is the first risk level, control the target vehicle to perform dehumidification operation based on the ambient humidity and ambient temperature, and monitor the fogging probability in real time during the dehumidification process until the fogging probability is less than the first fogging risk calibration value, wherein the first risk level is included among the multiple fogging risk levels corresponding to the second fogging risk type.

[0020] In one possible implementation, the second fog risk level is included among the multiple fog risk levels corresponding to the second fog risk type. The second control module can also be used to: determine the fog risk level as the second risk level when the fog probability is less than the second fog risk calibration value, and the first fog risk calibration value is less than the second fog risk calibration value; and determine the fog risk level as the first risk level when the fog probability is greater than or equal to the second fog risk calibration value.

[0021] In one possible implementation, the second control module can also be used to: not perform dehumidification operation when the fogging risk level is the second risk level.

[0022] In one possible implementation, the second control module can also be used to: determine the difference between the interior temperature and the inner surface temperature of the windshield as a first difference; determine the difference between the inner surface temperature of the windshield and the dew point temperature as a second difference; and determine the probability of fogging as the ratio of the first difference and the second difference.

[0023] Thirdly, this application provides an electronic device, including: at least one processor; and a memory connected to the at least one processor; wherein the memory is used to store instructions executable by the at least one processor, which are executed by the at least one processor to enable the at least one processor to perform the vehicle defogging control method provided in the first aspect.

[0024] Fourthly, this application provides a computer-readable storage medium storing computer-executable instructions, which, when executed, are used to implement the vehicle defogging control method provided in the first aspect.

[0025] Fifthly, this application provides a program product comprising computer-executable instructions. When the computer-executable instructions are executed, they implement the vehicle defogging control method provided in the first aspect.

[0026] This application provides a vehicle defogging control method, apparatus, device, and storage medium. By monitoring the interior temperature and the inner surface temperature of the windshield of the target vehicle, and when the inner surface temperature of the windshield is lower than the interior temperature, a fogging risk type is determined based on the interior temperature and humidity. Further, when the fogging risk type is a first fogging risk type, the target vehicle is controlled to perform dehumidification based on the ambient humidity or temperature to reduce the fogging risk. When the fogging risk type is a second fogging risk type, the target vehicle is controlled to perform dehumidification based on the inner surface temperature of the windshield and the dew point temperature to reduce the fogging risk. The probability of fogging corresponding to the first fogging risk type is greater than that corresponding to the second fogging risk type. This application achieves the goal of intelligently reducing vehicle fogging risk and improving driving safety by implementing different dehumidification operations based on different fogging risk types. Attached Figure Description

[0027] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0028] Figure 1 A flowchart of a vehicle defogging control method provided in an embodiment of this application;

[0029] Figure 2 A wet enthalpy diagram provided for an embodiment of this application;

[0030] Figure 3 Another enthalpy curve provided for embodiments of this application;

[0031] Figure 4 Another enthalpy curve provided for an embodiment of this application;

[0032] Figure 5 A flowchart of a vehicle defogging control method provided in another embodiment of this application;

[0033] Figure 6 A flowchart of a vehicle defogging control method provided in another embodiment of this application;

[0034] Figure 7 A flowchart of the vehicle defogging control logic provided in the embodiments of this application;

[0035] Figure 8 This is a schematic diagram of the structure of a vehicle defogging control device provided in an embodiment of this application;

[0036] Figure 9 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application.

[0037] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0038] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0039] Based on the problems affecting driving safety in related technologies, this application addresses the issue by using in-vehicle temperature sensors and windshield temperature sensors to monitor the in-vehicle temperature and the inner surface temperature of the windshield in real time during driving. When the inner surface temperature of the windshield is lower than the in-vehicle temperature, the application determines the type of fogging risk and performs different dehumidification operations on the vehicle according to the different fogging risk types. This reduces the humidity of the air inside the vehicle, lowers the fogging risk level, prevents the windshield from fogging, and improves driving safety.

[0040] To facilitate understanding, the application scenarios of the embodiments of this application will be introduced first.

[0041] The application scenarios provided in this application include vehicles and cloud servers. The vehicle is equipped with an interior temperature sensor, an interior humidity sensor, and a windshield temperature sensor. Specifically, the interior temperature sensor is used to acquire the interior temperature, the interior humidity sensor is used to acquire the interior humidity, the windshield temperature sensor is used to acquire the temperature of the inner surface of the windshield, and the cloud server is used to acquire the ambient temperature and humidity.

[0042] Specifically, the vehicle interior temperature and the inner surface temperature of the windshield are monitored in real time by an in-vehicle temperature sensor and a windshield temperature sensor. When the inner surface temperature of the windshield is lower than the interior temperature, the vehicle interior humidity is further obtained by an in-vehicle humidity sensor. Based on the interior temperature and humidity, the type of fogging risk is determined, and different dehumidification operations are performed for different types of fogging risk to reduce the risk of fogging.

[0043] For example, when the fogging risk type is the first type, the target vehicle is controlled to perform dehumidification based on the ambient humidity or temperature to reduce the fogging risk; when the fogging risk type is the second type, the target vehicle is controlled to perform dehumidification based on the inner surface temperature of the windshield and the dew point temperature to reduce the fogging risk. The dew point temperature refers to the temperature at which air cools to saturation under conditions where the water vapor content and air pressure remain unchanged. In simpler terms, it's the temperature at which water vapor in the air turns into dew.

[0044] In addition, the vehicles described in the embodiments of this application can be new energy vehicles or traditional fuel vehicles, etc., and there is no limitation in the embodiments of this application.

[0045] Based on the above application scenarios and taking the vehicle as the executing entity, the vehicle defogging control method provided in this application will be described in detail below with reference to specific embodiments.

[0046] Figure 1 A flowchart illustrating a vehicle defogging control method provided in an embodiment of this application. Figure 1 As shown, the vehicle defogging control method includes the following steps:

[0047] S101 monitors the interior temperature of the target vehicle and the inner surface temperature of the windshield.

[0048] Optionally, the interior temperature of the target vehicle can be monitored in real time by a temperature sensor installed inside the vehicle, and the inner surface temperature of the windshield of the target vehicle can be monitored in real time by a temperature sensor installed on the windshield.

[0049] S102. If the temperature of the inner surface of the front windshield is lower than the temperature inside the vehicle, determine the type of fogging risk according to the temperature inside the vehicle and the humidity of the air inside the vehicle.

[0050] Those skilled in the art can understand that when the temperature of the inner surface of the front windshield is greater than or equal to the temperature inside the vehicle, fog will not form on the inner surface of the front windshield.

[0051] Exemplarily, the type of fogging risk can be extremely high fogging risk, extremely low fogging risk, and there is a fogging risk, etc.

[0052] Optionally, for the cases of extremely high fogging risk and extremely low fogging risk, they can be obtained through calibration, and the results obtained by calibration are stored in the vehicle system for the vehicle to determine the type of fogging risk according to the temperature inside the vehicle and the humidity of the air inside the vehicle.

[0053] Exemplarily, when calibrating the type of extremely high fogging risk, in one possible implementation, calibration can be performed according to the temperature inside the vehicle and the humidity of the air inside the vehicle. Among them, the temperature value inside the vehicle can be a recommended value, and the humidity of the air inside the vehicle can be a calibrated value. Specifically, the humidity value inside the vehicle can be calibrated according to the humidity when there is only a driver inside the vehicle. As shown in Table 1 below, using different temperatures T

[0057] , T H1 , T H2 , T H3 , T H4 and the humidity φ H0 , φ H1 , φ H2 , φ​​​​​​​​​​​​​​​​​​As shown, the vertical coordinate represents temperature (°C), the horizontal coordinate represents moisture content (g), Tn represents the vehicle interior temperature, which can also be referred to as the vehicle interior dry bulb temperature, Td represents the dew point temperature in the vehicle interior air, and φ represents the relative humidity of the vehicle interior air, i.e., the vehicle interior air humidity. For states 1 to 3 in Table 1 above, when the vehicle interior temperature is very low, the air itself is relatively dry. However, when there are many people in the vehicle, a lot of water vapor is exhaled, which will cause an increase in the moisture content of the vehicle interior air. As Figure 2 shown, during the process of the vehicle interior moisture content increasing from N to M, when the relative humidity is greater than φ H0 , φ H1 , φ H2 , it is extremely easy to fog on the glass. At this time, the dehumidification method only needs to heat the dry cold air in the environment and blow it into the vehicle through the defrost air outlet.

[0058] Figure 3 Another psychrometric chart provided by the embodiment of the present application. As Figure 3 shown, the vertical coordinate represents temperature (°C), the horizontal coordinate represents moisture content (g), Tn represents the vehicle interior temperature, which can also be referred to as the vehicle interior dry bulb temperature, Td represents the dew point temperature in the vehicle interior air, and φ represents the relative humidity of the vehicle interior air, i.e., the vehicle interior air humidity. For states 4 and 5 in Table 1 above, when the vehicle interior air humidity is too high and the temperature of the inner surface of the front windshield is a little lower than the vehicle interior temperature, as Figure 3 shown, from point N to Td, that is, a very small change in temperature, it is easy to fog on the front windshield. At this time, the dehumidification method needs to turn on the compressor, turn on the internal circulation, cool and dehumidify the vehicle interior air through the evaporator first, and then heat it through the heater core and blow it out through the defrost air outlet.

[0059] Exemplarily, when calibrating the type with extremely low fogging risk, in one possible implementation, it can be calibrated according to the vehicle interior temperature and the vehicle interior air humidity. Among them, the vehicle interior temperature value can be a recommended value, and the vehicle interior air humidity can be a calibrated value. Specifically, the vehicle interior humidity value can be calibrated according to the humidity when the vehicle is fully loaded. As shown in Table 2 below, six fogging risk types are calibrated to the state with extremely low fogging risk by using different vehicle interior temperatures T0, T1, T2, T3, T4 and vehicle interior air humidities φ0, φ1, φ2, φ3, φ4, φ5.

[0060] Table 2

[0061]

[0062] As shown in Table 2, a to d and f represent different recommended values of vehicle interior temperature, and a < b < c < f < d, A to C and F to H represent different calibrated values of vehicle interior air humidity, and A > B > C > F > G > H. It should be noted that the recommended value of vehicle interior temperature e > d in Table 1.

[0063] For states 6 to 8 in Table 2, when the interior temperature is low and the relative humidity is also low, such as Figure 2 As shown in N→Td, fogging only occurs when there is a significant temperature difference between the windshield and the interior air. In reality, the N→Td line is unlikely to intersect with the 100% relative humidity line. Therefore, states 6 to 8 can be considered to have an extremely low risk of fogging. For states 9 to 11 in Table 2, even when the interior temperature is high but the relative humidity is low, a temperature difference of tens of degrees Celsius between the windshield and the interior air is still required for fogging to occur. Therefore, the risk of fogging in these situations is also extremely low.

[0064] It is understood that, for the vehicle defogging control method provided in the embodiments of this application, no dehumidification operation may be performed for the six states with extremely low fogging risk as determined by calibration.

[0065] S103, when the fogging risk type is the first fogging risk type, control the target vehicle to perform dehumidification operation according to the ambient humidity or ambient temperature to reduce the fogging risk.

[0066] For example, the first fogging risk type can be extremely high fogging risk. Specifically, when the fogging risk is extremely high, the corresponding range of in-vehicle temperature and in-vehicle air humidity can be the five states shown in Table 1 above. It should be noted that the vehicle defogging control method provided in this application embodiment does not limit the situation of extremely high fogging risk.

[0067] Optionally, in situations where the risk of fogging is extremely high, a specific dehumidification method can be selected based on the ambient temperature or humidity outside the vehicle to reduce the risk of fogging. The selection of a specific dehumidification method will be explained in detail below with reference to specific embodiments.

[0068] S104, when the fogging risk type is the second fogging risk type, control the target vehicle to perform dehumidification operation based on the inner surface temperature and dew point temperature of the windshield to reduce the fogging risk.

[0069] For example, the second fogging risk type can be the presence of fogging risk.

[0070] It should be noted that the probability of fogging for the first fogging risk type is greater than the probability of fogging for the second fogging risk type.

[0071] Optionally, for the second type of fogging risk, i.e., the risk of fogging exists, the specific dehumidification method can be determined based on the probability of fogging.

[0072] In one possible implementation, the fogging probability can be determined based on the temperature of the inner surface of the front windshield, the temperature inside the vehicle, and the dew point temperature. Exemplarily, the difference between the temperature inside the vehicle and the temperature of the inner surface of the front windshield is determined as the first difference, the difference between the temperature of the inner surface of the front windshield and the dew point temperature is determined as the second difference, and the fogging probability is determined as the ratio of the first difference to the second difference.

[0073] Based on the above method for determining the fogging probability, the fogging probability can be expressed by the following formula:

[0074] k = (Tn - Tb) / (Tn - Td) (Tn > Td)

[0075] Where, k represents the fogging probability, Tn represents the temperature inside the vehicle, Tb represents the temperature of the inner surface of the glass, and Td represents the dew point temperature. Specifically, the temperature inside the vehicle can be obtained through an in-vehicle temperature sensor, the temperature of the inner surface of the glass can be obtained through a sensor for the temperature of the inner surface of the glass, the dew point temperature can be obtained through a psychrometric chart, or can be obtained by querying a table of relative humidity and moisture content corresponding to the psychrometric chart, or can also be obtained through formula simulation calculation. It should be noted that the method for determining the dew point temperature provided in the embodiments of the present application does not limit the determination method, as long as the dew point temperature can be obtained.

[0076] Based on the above formula for determining the fogging probability, the following will be combined with Figure 4 to make a detailed description of different situations of the fogging probability. Figure 4 This is another psychrometric chart provided in the embodiments of the present application. As Figure 4 shown, the ordinate represents temperature (°C), the abscissa represents moisture content (g), Tn represents the temperature inside the vehicle, which can also be referred to as the dry bulb temperature inside the vehicle, Td represents the dew point temperature in the air inside the vehicle, Tb represents the temperature of the inner surface of the glass, and φ represents the relative humidity of the air inside the vehicle, that is, the humidity of the air inside the vehicle.

[0077] Specifically, as Figure 4 shown, when Tb >= Tn, the temperature of the front windshield is higher than the temperature of the air inside the vehicle, and it is impossible for the front windshield to fog, and the fogging probability is determined to be 0%;

[0078] When Td < Tb < Tn, the temperature of the front windshield is lower than the temperature of the air inside the vehicle and higher than the dew point temperature. At this time, the fogging risk inside the vehicle increases as the temperature of the front windshield decreases, and the fogging probability is determined to be between 0% and 100%;

[0079] (3) When Tb < Td, the temperature of the front windshield is lower than the dew point temperature of the air inside the vehicle. At this time, the target vehicle has already fogged, and the fogging probability is determined to be 100%.

[0080] Specifically, for the selection of the dehumidification method corresponding to different fogging probabilities, the following will be described in detail in combination with specific embodiments.

[0081] This application's embodiments monitor the vehicle's interior temperature and the inner surface temperature of the windshield. When the inner surface temperature of the windshield is lower than the interior temperature, the application determines the fogging risk type based on the interior temperature and humidity. Further, when the fogging risk type is the first type, the application controls the vehicle to perform dehumidification based on ambient humidity or temperature to reduce the fogging risk. When the fogging risk type is the second type, the application controls the vehicle to perform dehumidification based on the inner surface temperature of the windshield and the dew point temperature to reduce the fogging risk. The probability of fogging for the first fogging risk type is greater than that for the second fogging risk type. By implementing different dehumidification operations based on different fogging risk types, this application achieves the goal of intelligently reducing fogging risk and improving driving safety.

[0082] Based on the above embodiments, the following is combined with Figure 5 The specific implementation method of controlling the target vehicle to perform dehumidification operation based on ambient humidity or ambient temperature in step S103 is explained in detail.

[0083] Figure 5 A flowchart of a vehicle defogging control method provided in another embodiment of this application. Figure 5 As shown, controlling the dehumidification operation of the target vehicle based on ambient humidity or ambient temperature may specifically include the following steps:

[0084] S501 controls the target vehicle to increase the external air circulation ratio and switch to defrosting mode for dehumidification operation when the ambient temperature is less than or equal to the preset ambient temperature, or when the ambient humidity is less than or equal to the preset ambient humidity.

[0085] For example, ambient temperature can be obtained through a cloud server based on an ambient temperature sensor, and ambient humidity can be obtained through a cloud server based on big data.

[0086] For example, the preset ambient temperature can be 0°C and the preset ambient humidity can be 30%.

[0087] It is understandable that when the ambient temperature is less than or equal to the preset ambient temperature, or when the ambient humidity is less than or equal to the preset ambient humidity, the ambient air is very dry. In this case, the dehumidification process can be carried out by heating the dry ambient air and then blowing it into the car and onto the windshield.

[0088] For example, the specific dehumidification operation can be to increase the external circulation ratio and switch to defrost mode. Specifically, increasing the external circulation ratio means increasing it based on the current external circulation percentage, and increasing it once every preset time interval T, increasing the preset relative humidity Φ each time. The preset time interval can be 5 minutes, and the preset relative humidity can be 5%.

[0089] Optionally, the specific method for controlling the target vehicle to perform the above dehumidification operation can be to set the duration of each dehumidification operation, and when the dehumidification operation reaches the set duration, return to determine whether it is in the first fogging risk type. For example, the set duration can be 5 minutes.

[0090] It should be noted that if either the ambient temperature or the ambient humidity is met, the vehicle can be controlled to perform the above dehumidification operation to reduce the risk of fogging.

[0091] S502 is a dehumidification operation that controls the target vehicle to reduce the evaporator temperature and / or increase the internal circulation ratio when the ambient temperature is higher than the preset ambient temperature or the ambient humidity is higher than the preset ambient humidity, and switches to defrost mode.

[0092] The methods for obtaining ambient temperature and humidity are similar to those described above, and will not be repeated here.

[0093] The preset ambient temperature and preset ambient humidity are similar to those described above, and will not be repeated here.

[0094] Understandably, when the ambient temperature is higher than the preset ambient temperature, or when the ambient humidity is higher than the preset ambient humidity, the ambient air is relatively humid. In this case, when dehumidifying, it is necessary to request the evaporator temperature and try to use internal circulation. After the circulating air is cooled by the evaporator, it is heated by the heater core and then blown towards the windshield from the defrost vent. When the ambient air is very dry, dehumidifying can simply involve heating the dry ambient air and introducing it into the car to blow towards the windshield.

[0095] For example, specific dehumidification operations could involve lowering the evaporator temperature and / or increasing the internal circulation ratio, and switching to defrost mode. Specifically, lowering the evaporator temperature could be requested by setting a minimum evaporator temperature of 1°C.

[0096] Optionally, the specific method for controlling the target vehicle to perform the above dehumidification operation can be to set the duration of each dehumidification operation, and when the dehumidification operation reaches the set duration, return to determine whether it is in the first fogging risk type. For example, the set duration can be 5 minutes.

[0097] It should be noted that if either the ambient temperature or the ambient humidity is met, the vehicle can be controlled to perform the above dehumidification operation to reduce the risk of fogging.

[0098] It should be noted that there is no sequential order between steps S501 and S502. They are two different dehumidification operations taken when the fogging risk type is the first risk type, depending on the ambient temperature and humidity.

[0099] This application embodiment involves a dehumidification operation where, when the ambient temperature is less than or equal to a preset ambient temperature, or when the ambient humidity is less than or equal to a preset ambient humidity, the target vehicle increases the external air circulation ratio and switches to defrost mode. Conversely, when the ambient temperature is greater than a preset ambient temperature, or when the ambient humidity is greater than a preset ambient humidity, the target vehicle decreases the evaporator temperature and / or increases the internal air circulation ratio, and switches to defrost mode. By employing different dehumidification operations under different conditions corresponding to the first fogging risk type, this application embodiment can effectively reduce the risk of fogging and improve driving safety.

[0100] The following is combined Figure 6 The specific implementation method of controlling the target vehicle to perform dehumidification operation based on the inner surface temperature and dew point temperature of the windshield in step S104 is explained in detail.

[0101] Figure 6 A flowchart illustrating a vehicle defogging control method provided in another embodiment of this application. (See attached flowchart.) Figure 6 As shown, controlling the dehumidification operation of the target vehicle based on the inner surface temperature and dew point temperature of the windshield may specifically include the following steps:

[0102] S601, obtain the dew point temperature.

[0103] Dew point temperature is the temperature at which air reaches saturation when cooled, assuming a constant water vapor content and air pressure. In a humidity-enthalpy diagram, unsaturated air in a certain state can be represented as the temperature at which, under constant moisture content, the air is cooled to saturation, i.e., a relative humidity of 100%.

[0104] The method for obtaining dew point temperature is similar to that described above, and will not be repeated here.

[0105] S602, when the temperature of the inner surface of the windshield is less than or equal to the dew point temperature, controls the target vehicle to perform dehumidification operation based on the ambient humidity or ambient temperature, and during the dehumidification process, determines the probability of fogging based on the temperature of the inner surface of the windshield, the dew point temperature and the interior temperature of the vehicle, until the probability of fogging is less than the first fogging risk calibration value.

[0106] Based on the above embodiments, it can be understood that when the temperature of the inner surface of the windshield is less than or equal to the dew point temperature, it indicates that fog has formed inside the target vehicle. Therefore, based on the ambient humidity or temperature, the target vehicle is controlled to perform dehumidification. The specific dehumidification operation is similar to that described above and will not be repeated here.

[0107] The method for determining the probability of fogging is similar to that described above, and will not be repeated here.

[0108] For example, the first fog risk rating could be 40%.

[0109] S603 determines the probability of fogging based on the inner surface temperature of the windshield, the dew point temperature, and the interior temperature when the temperature of the inner surface of the windshield is higher than the dew point temperature. Based on the probability of fogging, it controls the target vehicle to perform dehumidification operation.

[0110] The method for determining the probability of fogging is similar to that described above, and will not be repeated here.

[0111] Optionally, based on the fogging probability, the target vehicle is controlled to perform dehumidification. The specific implementation method may include the following steps: determining the fogging risk level based on the fogging probability; when the fogging risk level is the first risk level, controlling the target vehicle to perform dehumidification based on the ambient humidity and ambient temperature, and monitoring the fogging probability in real time during the dehumidification process until the fogging probability is less than the first fogging risk calibration value, wherein the first risk level is included among the multiple fogging risk levels corresponding to the second fogging risk type.

[0112] Specifically, the dehumidification operation of the target vehicle is controlled according to the ambient humidity and temperature, which is similar to the above and will not be repeated here.

[0113] It should be noted that there is no sequential order between steps S602 and S603. They are two different dehumidification operations performed based on the inner surface temperature and dew point temperature of the windshield when the fogging risk type is the second risk type.

[0114] In this embodiment, by acquiring the dew point temperature, when the temperature of the inner surface of the windshield is less than or equal to the dew point temperature, the target vehicle is controlled to perform dehumidification based on the ambient humidity or ambient temperature. During dehumidification, the probability of fogging is determined based on the temperature of the inner surface of the windshield, the dew point temperature, and the interior temperature of the vehicle, until the probability of fogging is less than a first fogging risk calibration value. When the temperature of the inner surface of the windshield is greater than the dew point temperature, the probability of fogging is determined based on the temperature of the inner surface of the windshield, the dew point temperature, and the interior temperature of the vehicle, and the target vehicle is controlled to perform dehumidification based on the fogging probability. This embodiment of the application, by taking different dehumidification operations under different conditions corresponding to the second fogging risk type, can effectively reduce the risk of fogging and improve driving safety.

[0115] Optionally, the second fog risk level may be included among the multiple fog risk levels corresponding to the second fog risk type. Specifically, determining the fog risk level based on the fog probability may include the following steps: when the fog probability is less than the second fog risk calibration value, the fog risk level is determined to be the second risk level, and the first fog risk calibration value is less than the second fog risk calibration value; when the fog probability is greater than or equal to the second fog risk calibration value, the fog risk level is determined to be the first risk level. For example, the second fog risk calibration value may be 70%.

[0116] Optionally, dehumidification may not be performed when the fogging risk level is the second risk level.

[0117] Based on the above embodiments, the following is combined with Figure 7 The control logic corresponding to the vehicle defogging control method provided in the application embodiments is described.

[0118] Figure 7 A flowchart illustrating the vehicle defogging control logic provided in an embodiment of this application. Figure 7 As shown, Tw represents the ambient temperature, Tx represents the preset ambient temperature, φw represents the ambient humidity, and φwx represents the preset ambient humidity.

[0119] Specifically, defogging control is achieved by collecting data on the vehicle's interior temperature (Tn), interior humidity (φ), and the inner surface temperature of the windshield (Tb). It's understandable that if the inner surface temperature of the windshield (Tb) is greater than the interior temperature (Tn), fogging is impossible. When the inner surface temperature of the windshield (Tb) is less than or equal to the interior temperature (Tn), it's determined whether the risk of fogging is extremely high. If so, dehumidification is required. During dehumidification, the method must be selected based on the outside ambient temperature or humidity. The selection of the dehumidification method is similar to that described above and will not be repeated here. Specifically, when the ambient temperature Tw is less than or equal to the preset ambient temperature Tx, or the ambient humidity φw is less than or equal to the preset ambient humidity φwx, the ambient air is very dry. In this case, defrosting involves heating the dry ambient air and then introducing it into the vehicle to blow it towards the windshield. When the ambient temperature Tw is greater than the preset ambient temperature Tx, or the ambient humidity φw is greater than the preset ambient humidity φwx, the ambient air is relatively humid. In this case, dehumidification requires lowering the evaporator temperature and using internal circulation. The recirculated air is cooled by the evaporator, then heated by the heater core, and then blown towards the windshield from the defrost vents. For example, situations with a very high risk of fogging are similar to the above and will not be elaborated upon here.

[0120] Furthermore, if the current windshield inner surface temperature Tb is less than or equal to the vehicle interior temperature Tn, and it does not fall under the category of extremely high fogging risk, then it is determined whether it falls under the category of extremely low fogging risk. If it falls under the category of extremely low fogging risk, the fogging probability is set to 0%. If it does not fall under the category of extremely low fogging risk, the dew point temperature Td is obtained. When the windshield inner surface temperature Tb is less than or equal to the dew point temperature Td, it indicates that the vehicle interior has met the conditions for fogging, and dehumidification is required immediately. The specific dehumidification control method is similar to that described for the extremely high fogging risk situation, and will not be repeated here, until the fogging probability is less than or equal to the first fogging risk calibration value. If the windshield inner surface temperature Tb is greater than the dew point temperature Td, the fogging probability is calculated according to the fogging probability calculation formula. When the fogging probability is greater than or equal to the second fogging risk calibration value, dehumidification is performed according to the extremely high fogging risk situation, until the fogging probability is less than or equal to the first fogging risk calibration value. Specifically, the extremely low fogging risk situation is similar to the above, and will not be repeated here.

[0121] For example, the first fog risk calibration value can be 40%, and the second fog risk calibration value can be 70%.

[0122] For example, the duration of the dehumidification mode can be set to 5 minutes.

[0123] The following are embodiments of the apparatus described in this application, which can be used to execute the embodiments of the method described in this application. For details not disclosed in the apparatus embodiments of this application, please refer to the embodiments of the method described in this application.

[0124] Figure 8 This is a schematic diagram of the structure of a vehicle defogging control device provided in one embodiment of this application. Figure 8 As shown, the vehicle defogging control device 80 includes: a monitoring module 810, a determination module 820, a first control module 830, and a second control module 830.

[0125] The system includes a monitoring module 810 for monitoring the interior temperature and the inner surface temperature of the windshield of the target vehicle; a determination module 820 for determining the fogging risk type based on the interior temperature and humidity when the inner surface temperature of the windshield is lower than the interior temperature; a first control module 830 for controlling the target vehicle to perform dehumidification based on ambient humidity or ambient temperature when the fogging risk type is the first fogging risk type; and a second control module 840 for controlling the target vehicle to perform dehumidification based on the inner surface temperature and dew point temperature when the fogging risk type is the second fogging risk type. The fogging probability corresponding to the first fogging risk type is greater than the fogging probability corresponding to the second fogging risk type.

[0126] In one possible implementation, the first control module 830 is specifically used to: control the target vehicle to increase the external circulation ratio and switch to defrost mode for dehumidification operation when the ambient temperature is less than or equal to the preset ambient temperature, or when the ambient humidity is less than or equal to the preset ambient humidity; and control the target vehicle to decrease the evaporator temperature and / or increase the internal circulation ratio and switch to defrost mode for dehumidification operation when the ambient temperature is greater than the preset ambient temperature, or when the ambient humidity is greater than the preset ambient humidity.

[0127] In one possible implementation, the second control module 840 is specifically used to: acquire the dew point temperature; when the temperature of the inner surface of the windshield is less than or equal to the dew point temperature, control the target vehicle to perform dehumidification operation based on the ambient humidity or ambient temperature, and during the dehumidification process, determine the fogging probability based on the temperature of the inner surface of the windshield, the dew point temperature, and the interior temperature of the vehicle, until the fogging probability is less than the first fogging risk calibration value; when the temperature of the inner surface of the windshield is greater than the dew point temperature, determine the fogging probability based on the temperature of the inner surface of the windshield, the dew point temperature, and the interior temperature of the vehicle, and control the target vehicle to perform dehumidification operation based on the fogging probability.

[0128] In one possible implementation, the second control module 840 can also be used to: determine the fogging risk level based on the fogging probability; when the fogging risk level is the first risk level, control the target vehicle to perform dehumidification operation based on the ambient humidity and ambient temperature, and monitor the fogging probability in real time during the dehumidification process until the fogging probability is less than the first fogging risk calibration value, wherein the first risk level is included among the multiple fogging risk levels corresponding to the second fogging risk type.

[0129] In one possible implementation, the second fog risk level is included among the multiple fog risk levels corresponding to the second fog risk type. The second control module 840 can also be used to: determine the fog risk level as the second risk level when the fog probability is less than the second fog risk calibration value, and the first fog risk calibration value is less than the second fog risk calibration value; and determine the fog risk level as the first risk level when the fog probability is greater than or equal to the second fog risk calibration value.

[0130] In one possible implementation, the second control module can also be used to: not perform dehumidification operation when the fogging risk level is the second risk level.

[0131] In one possible implementation, the second control module 840 can also be used to: determine the difference between the interior temperature and the inner surface temperature of the windshield as a first difference; determine the difference between the inner surface temperature of the windshield and the dew point temperature as a second difference; and determine the fogging probability as the ratio of the first difference and the second difference.

[0132] The apparatus provided in this application embodiment can be used to execute the method steps provided in the above method embodiment. Its implementation principle and technical effect are similar, and will not be described again here.

[0133] It should be noted that the division of the various modules in the above device is merely a logical functional division. In actual implementation, they can be fully or partially integrated into a single physical entity, or they can be physically separated. Furthermore, these modules can be implemented entirely in software via processing element calls; they can be fully implemented in hardware; or some modules can be implemented by processing element calls to software, while others are implemented in hardware. For example, a processing module can be a separate processing element, or it can be integrated into a chip within the device. Alternatively, it can be stored as program code in the device's memory, and its functions can be called and executed by a processing element. The implementation of other modules is similar. Moreover, these modules can be fully or partially integrated together, or they can be implemented independently. The processing element here can be an integrated circuit with signal processing capabilities. During implementation, each step of the above method or each of the above modules can be completed through integrated logic circuits in the hardware of the processor element or through software instructions.

[0134] For example, these modules can be one or more integrated circuits configured to implement the above methods, such as one or more Application Specific Integrated Circuits (ASICs), one or more Digital Signal Processors (DSPs), or one or more Field Programmable Gate Arrays (FPGAs). As another example, when a module is implemented using processing element scheduler code, the processing element can be a general-purpose processor, such as a Central Processing Unit (CPU) or other processor capable of calling program code. Furthermore, these modules can be integrated together as a System-On-a-Chip (SOC).

[0135] In the above embodiments, implementation can be achieved, in whole or in part, through software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented, in whole or in part, as a computer program product. A computer program product includes one or more computer instructions. When the computer instructions are loaded and executed on a computer, all or part of the flow or function according to the embodiments of this application is generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired (e.g., coaxial cable, fiber optic, Digital Subscriber Line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium can be any available medium that a computer can access or a data storage device such as a server or data center that integrates one or more available media. The available media can be magnetic media (e.g., floppy disks, hard disks, magnetic tapes), optical media (e.g., Digital Video Discs, DVDs), or semiconductor media (e.g., solid-state disks (SSDs)).

[0136] Figure 9 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Figure 9 As shown, the electronic device 90 includes at least one processor 910, a memory 920, a communication interface 930, and a system bus 940. The memory 920 and the communication interface 930 are connected to the processor 910 via the system bus 940 and communicate with each other. The memory 920 stores instructions, the communication interface 930 communicates with other devices, and the processor 910 calls the instructions in the memory to execute the method steps provided in the above-described method embodiments. The specific implementation and technical effects are similar and will not be repeated here.

[0137] Should Figure 9 The system bus 940 mentioned can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. This system bus 940 can be divided into address bus, data bus, control bus, etc. For ease of illustration, it is represented by only one thick line in the diagram, but this does not indicate that there is only one bus or one type of bus.

[0138] The communication interface 930 is used to enable communication between the database access device and other devices (such as clients, read-write databases, and read-only databases).

[0139] The memory 920 may include random access memory (RAM) and may also include non-volatile memory, such as at least one disk storage device.

[0140] The processor 910 can be a general-purpose processor, including a central processing unit, a network processor (NP), a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0141] This application also provides a computer-readable storage medium storing computer-executable instructions. When executed by a processor, the computer-executable instructions are used to implement the method steps as described in the above method embodiments. The specific implementation methods and technical effects are similar and will not be repeated here.

[0142] This application also provides a program product comprising computer-executable instructions. When the computer-executable instructions are executed, they implement the method steps as described in the above method embodiments. The specific implementation and technical effects are similar and will not be repeated here.

[0143] Other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this application are indicated by the following claims.

[0144] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

[0145] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties. Furthermore, the collection, use and processing of the relevant data must comply with the relevant laws, regulations and standards of the relevant countries and regions, and corresponding operation portals are provided for users to choose to authorize or refuse.

Claims

1. A vehicle defogging control method, characterized in that, include: Monitor the interior temperature and the inner surface temperature of the windshield of the target vehicle; If the temperature of the inner surface of the windshield is lower than the temperature inside the vehicle, the fogging risk type is determined based on the temperature inside the vehicle and the humidity inside the vehicle. When the fogging risk type is the first fogging risk type, the target vehicle is controlled to perform dehumidification operation according to the ambient humidity or ambient temperature to reduce the fogging risk. When the fogging risk type is the second fogging risk type, the target vehicle is controlled to perform dehumidification operation based on the inner surface temperature and dew point temperature of the windshield to reduce the fogging risk. Wherein, the fogging probability corresponding to the first fogging risk type is greater than the fogging probability corresponding to the second fogging risk type; the fogging probability is determined based on the inner surface temperature of the windshield, the dew point temperature, and the vehicle interior temperature, specifically including: determining the difference between the vehicle interior temperature and the inner surface temperature of the windshield as a first difference; determining the difference between the inner surface temperature of the windshield and the dew point temperature as a second difference; and determining the fogging probability as the ratio of the first difference and the second difference.

2. The vehicle defogging control method according to claim 1, characterized in that, The step of controlling the target vehicle to perform dehumidification operation based on ambient humidity or ambient temperature includes: When the ambient temperature is less than or equal to the preset ambient temperature, or when the ambient humidity is less than or equal to the preset ambient humidity, the target vehicle is controlled to increase the external air circulation ratio and switch to the defrost mode for dehumidification operation. When the ambient temperature is greater than the preset ambient temperature, or when the ambient humidity is greater than the preset ambient humidity, the target vehicle is controlled to reduce the evaporator temperature and / or increase the internal circulation ratio, and switch to defrost mode for dehumidification operation.

3. The vehicle defogging control method according to claim 1 or 2, characterized in that, The step of controlling the target vehicle to perform dehumidification operation based on the inner surface temperature and dew point temperature of the windshield includes: Obtain the dew point temperature; When the temperature of the inner surface of the windshield is less than or equal to the dew point temperature, the target vehicle is controlled to perform dehumidification operation according to the ambient humidity or ambient temperature. During the dehumidification process, the probability of fogging is determined according to the temperature of the inner surface of the windshield, the dew point temperature and the interior temperature of the vehicle, until the probability of fogging is less than the first fogging risk calibration value. When the temperature of the inner surface of the windshield is greater than the dew point temperature, the probability of fogging is determined based on the temperature of the inner surface of the windshield, the dew point temperature, and the interior temperature of the vehicle, and the target vehicle is controlled to perform dehumidification operation based on the probability of fogging.

4. The vehicle defogging control method according to claim 3, characterized in that, The step of controlling the target vehicle to perform dehumidification operation based on the fogging probability includes: The fog risk level is determined based on the fogging probability. When the fogging risk level is the first risk level, the target vehicle is controlled to perform dehumidification operation according to the ambient humidity and ambient temperature. During the dehumidification process, the fogging probability is monitored in real time until the fogging probability is less than the first fogging risk calibration value. The first risk level is included in the multiple fogging risk levels corresponding to the second fogging risk type.

5. The vehicle defogging control method according to claim 4, characterized in that, The second fog risk type includes multiple fog risk levels, and determining the fog risk level based on the fog probability includes: When the fogging probability is less than the second fogging risk calibration value, the fogging risk level is determined to be the second risk level, and the first fogging risk calibration value is less than the second fogging risk calibration value; When the probability of fogging is greater than or equal to the second fogging risk calibration value, the fogging risk level is determined to be the first risk level.

6. The vehicle defogging control method according to claim 5, characterized in that, Also includes: When the fogging risk level is the second risk level, dehumidification operation shall not be performed.

7. A vehicle defogging control device, characterized in that, include: The monitoring module is used to monitor the interior temperature of the target vehicle and the inner surface temperature of the windshield. The determination module is used to determine the fogging risk type based on the vehicle interior temperature and the vehicle interior humidity when the temperature of the inner surface of the windshield is lower than the vehicle interior temperature. The first control module is used to control the target vehicle to perform dehumidification operation based on the ambient humidity or ambient temperature when the fogging risk type is the first fogging risk type, so as to reduce the fogging risk. The second control module is used to control the target vehicle to perform dehumidification operation based on the inner surface temperature and dew point temperature of the windshield when the fogging risk type is the second fogging risk type, so as to reduce the fogging risk. Wherein, the fogging probability corresponding to the first fogging risk type is greater than the fogging probability corresponding to the second fogging risk type; the fogging probability is determined based on the inner surface temperature of the windshield, the dew point temperature, and the vehicle interior temperature, specifically including: determining the difference between the vehicle interior temperature and the inner surface temperature of the windshield as a first difference; determining the difference between the inner surface temperature of the windshield and the dew point temperature as a second difference; and determining the fogging probability as the ratio of the first difference and the second difference.

8. An electronic device, characterized in that, include: At least one processor; and a memory communicatively connected to the at least one processor; The memory is used to store instructions executable by the at least one processor, which are executed by the at least one processor to enable the at least one processor to perform the vehicle defogging control method according to any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the vehicle defogging control method as described in any one of claims 1 to 6.

10. A program product, characterized in that, The program product includes computer-executable instructions that, when executed, implement the vehicle defogging control method as described in any one of claims 1 to 6.

Images