Vehicle deflector demisting system, method and vehicle

Abstract

This application discloses a vehicle defogging system, method, and vehicle, belonging to the field of vehicle control technology. The system includes: a water mist recognition module for identifying a first water mist concentration in front of a target vehicle; a road condition detection module for detecting collision detection information and obstacle detection information; a controller for opening or closing the defogging deflector mechanism; the defogging deflector mechanism includes a defogging deflector plate, an air inlet, a first fan, and a deflector pipe. The defogging deflector plate guides water mist in front of the target vehicle into the air inlet, and the first fan increases the air pressure difference before and after the air inlet, causing the water mist to be discharged into the deflector pipe, which then discharges the water mist to the underside of the vehicle. This application improves the safety of the target vehicle during defogging deflection by closing or keeping the defogging deflector mechanism closed when a collision with an object in front of the vehicle or an obstacle exists in front of the vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a vehicle defogging system, method and vehicle. Background Technology

[0002] When a vehicle drives through a flooded area, it stirs up a large amount of water mist, which can obstruct the view of vehicles behind, posing a significant traffic safety hazard. A proposed vehicle defogging method addresses this issue by having the vehicle's windshield wipers remove the water mist as it falls onto the windshield.

[0003] Of the methods described above, on the one hand, although the water mist on the windshield can be wiped away by the wipers, this mist is usually caused by the tires of the vehicle in front running over water on the road surface, and it often contains mud and other stains. The wipers cannot wipe it away quickly, and it still interferes with the driver's visibility. On the other hand, since the wipers can only clear the water mist that has fallen onto the windshield, the water mist must first fall onto the windshield before it can be cleared. This clearing action is limited and delayed, and cannot guarantee the clarity of the driver's visibility in a timely manner. Therefore, the current defogging methods for vehicles are inefficient. Summary of the Invention

[0004] This application provides a vehicle defogging and airflow guiding system, method, and vehicle, which can improve the efficiency of vehicle defogging and airflow guiding. The technical solution is as follows:

[0005] On the one hand, a vehicle defogging system is provided, the system comprising:

[0006] A water mist recognition module is used to identify the initial water mist concentration in front of the target vehicle;

[0007] The road condition detection module is used to detect collision detection information, such as whether the target vehicle has collided with an object in front, and obstacle detection information, such as whether there is an obstacle in front of the target vehicle. The obstacle refers to an object that could damage the defogging and deflecting mechanism.

[0008] The controller is configured to activate the defogging mechanism when the first water mist concentration is greater than a first concentration threshold, the target vehicle does not collide with an object in front, and there is no obstacle in front of the target vehicle; and to deactivate the defogging mechanism when the target vehicle collides with an object in front or there is an obstacle in front of the target vehicle.

[0009] The defogging guide mechanism includes a defogging guide plate, an air inlet, a first fan, and a guide pipe. The defogging guide plate is used to guide the water mist in front of the target vehicle into the air inlet. The first fan is used to increase the air pressure difference before and after the air inlet so that the water mist is discharged to the guide pipe. The guide pipe is used to discharge the water mist to the bottom of the vehicle.

[0010] Optionally, the system further includes: a second fan;

[0011] The water mist recognition module is also used to identify the second water mist concentration behind the demisting and guiding mechanism;

[0012] The controller is also configured to turn on the second fan when the second water mist concentration is greater than the second concentration threshold.

[0013] The second fan is used to guide the water mist behind the defogging mechanism to the top of the target vehicle.

[0014] Optionally, the demisting and guiding mechanism further includes:

[0015] A screen is installed on the air inlet to prevent objects other than water mist from entering the air inlet.

[0016] Optionally, the system further includes:

[0017] The defogger button is used to trigger the defogging and airflow diversion function of the target vehicle to either open or close.

[0018] The controller is also configured to, in response to the activation signal, activate or keep the defogging guide mechanism activated, or, in response to the deactivation signal, deactivate or keep the defogging guide mechanism deactivated.

[0019] On the other hand, a vehicle defogging method is provided, the method comprising:

[0020] The system acquires the first water mist concentration in front of the target vehicle, collision detection information indicating whether the target vehicle has collided with an object in front of it, and obstacle detection information indicating whether there is an obstacle in front of the target vehicle. The obstacle refers to an object that could damage the defogging and guiding mechanism.

[0021] When the first water mist concentration is greater than the first concentration threshold, the collision detection information determines that the target vehicle has not collided with the object in front, and the obstacle detection information determines that there is no obstacle in front of the target vehicle, the defogging and guiding mechanism is activated so that the defogging and guiding mechanism can drain the water mist in front of the target vehicle to the bottom of the vehicle.

[0022] If the collision detection information determines that the target vehicle has collided with an object in front, or if the obstacle detection information determines that there is an obstacle in front of the target vehicle, the defogging and deflecting mechanism shall be turned off.

[0023] Optionally, the method further includes:

[0024] Obtain the second water mist concentration behind the demisting and guiding mechanism;

[0025] When the second water mist concentration is greater than the second concentration threshold, the second fan is turned on so that the second fan guides the water mist behind the demisting and guiding mechanism to the top of the target vehicle.

[0026] Optionally, the method further includes:

[0027] Monitor the activation and deactivation signals of the defogging and airflow guiding function of the target vehicle;

[0028] In response to the detected activation signal, the defogging guide mechanism is activated or kept activated; or, in response to the detected deactivation signal, the defogging guide mechanism is deactivated or kept closed.

[0029] Optionally, the collision detection information includes: vehicle instantaneous speed, vehicle acceleration, and tire pressure; the method further includes:

[0030] Based on the instantaneous speed of the target vehicle, determine the instantaneous speed change rate of the target vehicle; based on the vehicle acceleration of the target vehicle, determine the acceleration change rate of the target vehicle; based on the tire pressure of the target vehicle, determine the tire pressure change rate of the target vehicle.

[0031] If the instantaneous rate of change of the target vehicle is less than a first rate of change threshold, the rate of change of acceleration is less than a second rate of change threshold, or the rate of change of tire pressure is less than a third rate of change threshold, it is determined that the target vehicle has not collided with the object in front.

[0032] If the instantaneous rate of change of the target vehicle is greater than or equal to the first rate of change threshold, the rate of change of acceleration is greater than or equal to the second rate of change threshold, and the rate of change of tire pressure is greater than or equal to the third rate of change threshold, it is determined that the target vehicle has collided with an object in front.

[0033] Optionally, the obstacle detection information includes image information in front of the defogging and airflow guiding mechanism and the relative speed between the target vehicle and the object in front; the method further includes:

[0034] Based on the image information, determine whether there is an object in front of the defogging and guiding mechanism;

[0035] If an object is present in front of the defogging and guiding mechanism, the area of ​​the object is determined based on the image information;

[0036] If the relative speed between the object and the target vehicle is less than a speed threshold or the area of ​​the object is less than an area threshold, it is determined that there is no obstacle in front of the target vehicle.

[0037] If the relative speed between the object and the target vehicle is greater than the speed threshold and the area of ​​the object is greater than the area threshold, it is determined that there is an obstacle in front of the target vehicle.

[0038] On the other hand, a vehicle is provided, the vehicle including a memory and a controller, the memory for storing a computer program, and the controller for executing the computer program stored in the memory to implement the steps of the vehicle defogging method described above.

[0039] On the other hand, a computer-readable storage medium is provided, wherein a computer program is stored therein, and when the computer program is executed by a processor, it implements the steps of the vehicle defogging method described above.

[0040] On the other hand, a computer program product containing instructions is provided, which, when executed on a computer, cause the computer to perform the steps of the vehicle defogging method described above.

[0041] The technical solution provided in this application can bring at least the following beneficial effects:

[0042] The water mist recognition module identifies the water mist concentration in front of the target vehicle. Based on the relationship between the water mist concentration and a concentration threshold, it determines whether water mist is obstructing the driver's view. When the water mist concentration exceeds the threshold, a defogging mechanism guides the water mist to the underside of the vehicle, defogging before it condenses on the windshield. This prevents the water mist from affecting the driver's visibility for an extended period and improves the defogging efficiency. However, since the defogging mechanism relies on the opening of a defogging deflector to guide the water mist, a severe collision or a collision between the defogging deflector and an obstacle could damage or even detach the defogging deflector, threatening the vehicle's safety. To improve safety during the defogging and airflow diversion process, a road condition detection module can be used to detect whether the target vehicle has collided with an object in front of it, and whether there are obstacles in front of the target vehicle that may damage the defogging and airflow diversion mechanism. If it is determined that the target vehicle has collided with an object in front of it or that there is an obstacle in front of it, the defogging and airflow diversion mechanism will be turned off or kept off. This is to avoid damage or even detachment of the defogging and airflow diversion mechanism due to the collision with the target vehicle or the presence of an obstacle in front of it, which would threaten the driving safety of the target vehicle. Thus, the defogging and airflow diversion efficiency of the vehicle is improved while the safety of the target vehicle during the defogging and airflow diversion process is enhanced. Attached Figure Description

[0043] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0044] Figure 1 This is a schematic diagram of a vehicle defogging system provided in an embodiment of this application;

[0045] Figure 2 This is a schematic diagram of another vehicle defogging system provided in an embodiment of this application;

[0046] Figure 3 This is a schematic diagram of another vehicle defogging system provided in an embodiment of this application;

[0047] Figure 4 This is a schematic diagram of another vehicle defogging system provided in an embodiment of this application;

[0048] Figure 5 This is a flowchart of a vehicle defogging method provided in an embodiment of this application;

[0049] Figure 6This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0050] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the implementation methods of this application will be further described in detail below with reference to the accompanying drawings.

[0051] Please refer to Figure 1 , Figure 1 This is a schematic diagram of a vehicle defogging and de-fogging system according to an exemplary embodiment. The defogging and de-fogging system is applied to a target vehicle and includes a water mist recognition module 101, a road condition detection module 102, a controller 103, and a defogging and de-fogging mechanism 104. The controller 103 is communicatively connected to the water mist recognition module 101, the road condition detection module 102, and the defogging and de-fogging mechanism 104. This communication connection can be wired or wireless; this embodiment does not limit the specific connection.

[0052] The water mist recognition module 101 is used to identify the first water mist concentration in front of the target vehicle.

[0053] The water mist recognition module 101 can be a combination of one or more sensors such as a water mist sensor, a humidity sensor, and a photoelectric sensor to recognize the concentration of water mist.

[0054] It is understood that the above is only an example of the sensor type for the water mist recognition module 101. The actual water mist concentration recognition method and recognition component can be selected based on actual usage requirements, as long as it can achieve the recognition of the first water mist concentration.

[0055] In some embodiments, such as Figure 1 As shown, the water mist recognition module 101 can be installed at the front of the target vehicle to accurately identify the first water mist concentration in front of the target vehicle.

[0056] The road condition detection module 102 is used to detect collision detection information of whether the target vehicle has collided with an object in front, and to detect obstacle detection information of whether there is an obstacle in front of the target vehicle. The obstacle refers to an object that could cause damage to the defogging and deflecting mechanism 104.

[0057] In some embodiments, the road condition detection module 102 may include a collision detection submodule and an obstacle detection submodule. The collision detection submodule detects whether the target vehicle has collided with an object in front, and the obstacle detection submodule detects whether there is an obstacle in front of the target vehicle.

[0058] For example, the collision detection submodule can be a speed sensor, acceleration sensor, etc., which determines the vehicle's speed, acceleration, and other information as collision detection information; it can also be a collision sensor that can directly detect the collision intensity signal when a collision occurs between the target vehicles and determine the collision intensity signal as collision detection information. The obstacle detection submodule can be an image acquisition device (such as a camera, LiDAR, etc.), which can determine the image information in front of the target vehicle as obstacle detection information, or it can analyze the image information after acquiring it to identify whether there is an obstacle in front of the target vehicle and determine the identification result as obstacle detection information.

[0059] The controller 103 is used to activate the defogging mechanism 104 when the first water mist concentration is greater than the first concentration threshold, the target vehicle does not collide with an object in front, and there is no obstacle in front of the target vehicle; and is also used to deactivate the defogging mechanism 104 when the target vehicle collides with an object in front or there is an obstacle in front of the target vehicle.

[0060] In some embodiments, the controller 103 may include a water mist determination submodule for determining whether a first water mist concentration is greater than a first concentration threshold; a collision determination submodule for determining whether the target vehicle has collided with an object in front based on collision detection information; an obstacle determination submodule for determining whether there is an obstacle in front of the target vehicle based on obstacle detection information; and an execution submodule for controlling the defogging guide mechanism 104 to open when the opening conditions of the defogging guide mechanism 104 are met, and controlling the defogging guide mechanism 104 to close when the closing conditions of the defogging guide mechanism 104 are met.

[0061] In another embodiment, the water mist judgment submodule described above can also be integrated into the water mist recognition module 101. After the first water mist concentration in front of the target vehicle is detected, the water mist recognition module 101 can determine whether the first water mist concentration is greater than the first concentration threshold based on the water mist judgment submodule. If the first water mist concentration is greater than the first concentration threshold, the water mist judgment submodule sends a corresponding signal to the controller 103 (e.g., signal "1" indicates that the first water mist concentration meets the opening condition, and signal "0" indicates that the first water mist concentration does not meet the opening condition).

[0062] Similarly, the collision judgment submodule described above can also be integrated into the road condition detection module 102. After detecting collision detection information, the road condition detection module 102 can determine whether the target vehicle has collided with the object in front based on the collision judgment submodule and the collision detection information, and send the corresponding signal to the controller 103 (e.g., signal "1" indicates that the target vehicle has collided with the object in front, and signal "0" indicates that the target vehicle has not collided with the object in front). The obstacle judgment submodule described above can also be integrated into the road condition detection module 102. After detecting obstacle detection information, the road condition detection module 102 can determine whether there is an obstacle in front of the target vehicle based on the obstacle judgment submodule and the obstacle detection information, and send the corresponding signal to the controller 103 (e.g., signal "1" indicates that there is an obstacle in front of the target vehicle, and signal "0" indicates that there is no obstacle in front of the target vehicle).

[0063] For example, the collision determination submodule can be integrated with the collision detection submodule in the road condition detection module 102, and the obstacle determination submodule can be integrated with the obstacle detection submodule in the road condition detection module 102.

[0064] The controller 103 can perform different control actions based on the signals sent by the water mist judgment submodule, the collision judgment submodule, and the obstacle judgment submodule. For example, if the controller receives a signal of "1" from the water mist judgment submodule, a signal of "0" from the collision judgment submodule, and a signal of "0" from the obstacle judgment submodule, it can determine that the opening conditions of the defogging guide mechanism 104 are met and control the defogging guide mechanism 104 to open.

[0065] For example, the controller 103 can send different electrical signals to the defogging guide mechanism 104 to control the defogging guide mechanism 104, such as sending signal A to control the defogging guide mechanism 104 to open, and sending signal B to control the defogging guide mechanism 104 to close.

[0066] The defogging guide mechanism 104 includes a defogging guide plate 1041, an air inlet 1042, a first fan 1043, and a guide pipe 1044. The defogging guide plate 1041 is used to guide the water mist in front of the target vehicle into the air inlet 1042. The first fan 1043 is used to increase the air pressure difference before and after the air inlet so that the water mist is discharged to the guide pipe 1044. The guide pipe 1044 is used to discharge the water mist to the bottom of the vehicle.

[0067] In some embodiments, such as Figure 2As shown, the defogging guide mechanism 104 may include a drive motor 1045. The controller 103 controls the defogging guide plate 1041 by controlling the drive motor 1045. Taking the opening of the defogging guide plate 1041 as an example, the controller 103 sends an opening signal to the drive motor 1045, causing the drive motor 1045 to rotate to the calibrated angle, thereby opening the defogging guide plate 1041.

[0068] In some embodiments, the controller 103 can directly control the first fan 1043 to turn on or off. For example, to turn on the first fan 1043, the controller 103 sends an on signal to the first fan 1043, causing the first fan 1043 to start working.

[0069] like Figure 2 As shown, when the defogger deflector 104 is not activated, the defogger deflector 1041 is in a closed state. At this time, if there is water mist airflow in front of the target vehicle, the water mist airflow will move directly along the engine hood of the target vehicle to the windshield, where it will gather into water droplets and affect the forward visibility of the target vehicle.

[0070] like Figure 1 As shown, when the defogging guide mechanism 104 is turned on, the defogging guide plate 1041 is opened and the first fan 1043 starts working (blowing air downwards from the air intake). Due to the obstruction of the water mist airflow by the defogging guide plate 1041 and the air pressure difference generated by the first fan, the water mist airflow will enter the air intake 1042 and be discharged from the bottom of the target vehicle through the guide pipe 1044.

[0071] As shown in the diagram above, the structure of the defogger 104 reveals two main issues. First, when a vehicle collides with an object in front, the vehicle experiences a significant instantaneous deceleration. If the defogger 104 is in the open state and the defogger deflector is open, the deflector deflector 1041 may detach and be flung onto the windshield of the vehicle in front or the target vehicle due to the combined effects of inertia and the reaction force of the collision, causing secondary damage. Second, when the defogger 104 is in the open state, if there is an obstacle (such as a bird or a rock) in front of the target vehicle, the obstacle may collide with the defogging deflector 1041, causing it to loosen or even detach. Since the target vehicle is usually in motion at this time, the loosened or detached defogging deflector 1041 can easily collide with the windshield of the target vehicle, threatening the safety of the occupants. Furthermore, even without considering scenarios where an obstacle collides with the defogger 1041, if an obstacle falls onto the air intake, it will affect the normal operation of the defogger 104 and may even damage the defogger 104 (such as the first fan 1043). Therefore, when the defogger 104 is in the open state, it needs to be closed promptly in case the target vehicle collides with an object in front of it or when there is an obstacle in front of the target vehicle, in order to improve the safety and stability of the defogger 104 during operation.

[0072] In some embodiments, such as Figure 3 As shown, the system also includes: a second fan 105; a water mist recognition module 101 is further used to identify a second water mist concentration behind the defogging and guiding mechanism 104. The controller 103 is further used to activate the second fan 105 when the second water mist concentration is greater than a second concentration threshold. The second fan 105 is used to guide the water mist behind the defogging and guiding mechanism 104 to the top of the target vehicle.

[0073] like Figure 3 As shown, the water mist recognition module 101 may include multiple water mist sensors (such as...) Figure 3 The system includes a first water mist sensor and a second water mist sensor. The first water mist sensor identifies the first water mist concentration in front of the target vehicle, and the second water mist sensor identifies the second water mist concentration behind the defogging guide mechanism 104.

[0074] Based on the above description, the second water mist sensor and the first water mist sensor can also be various types of sensors such as a first humidity sensor and a second humidity sensor. The specific type can be selected according to the actual use requirements. As long as it can identify the water mist concentration in front of the target vehicle and the water mist concentration behind the defogging guide mechanism 104, this application does not limit it.

[0075] For example, the water mist judgment submodule of the controller 103 can be a single module, that is, a single module can simultaneously determine whether the first water mist concentration is greater than the first concentration threshold and whether the second water mist concentration is greater than the second concentration threshold. Alternatively, the controller 103 may include multiple water mist judgment submodules (such as the first water mist judgment submodule and the second water mist judgment submodule), and different water mist judgment submodules can be used to determine whether the water mist concentration at different locations (such as the front of the target vehicle, the rear of the defogging guide mechanism 104, etc.) is greater than the corresponding concentration threshold.

[0076] It should be noted that, in the embodiments of this application, the first concentration threshold and the second concentration threshold can be the same or different concentration thresholds. For example, in some embodiments, the first concentration threshold and the second concentration threshold can both be 80%; in other embodiments, the first concentration threshold can be 80% and the second concentration threshold can be 85%. The magnitude of different concentration thresholds can be determined in combination with actual application scenarios and experimental data, and this application does not limit this.

[0077] In some embodiments, such as Figure 3 As shown, since the distance between the defogger 104 and the windshield is relatively short, the second fan can be a high-pressure fan to quickly guide the water mist and prevent it from condensing on the windshield. The high-pressure fan creates a rapid upward airflow, allowing the water mist behind the defogger 104 to move with the upward airflow to above the target vehicle, preventing the water mist from condensing on or remaining in front of the windshield, thus avoiding obstructing visibility and creating safety hazards.

[0078] In some embodiments, such as Figure 4 As shown, the system also includes a baffle net, which is installed on the air inlet to prevent objects other than water mist from entering the air inlet.

[0079] Based on the above description, when the defrosting guide mechanism 104 is activated, a guide pipe 1044 is required to guide the water mist. Through the action of the defrosting guide plate 1041 and the first fan 1043, the water mist is guided into the air inlet 1042 and discharged to the underside of the vehicle via the guide pipe 1044. Figure 4As shown, the defogging guide mechanism 104 can be understood as a defogging channel that can guide water mist from the front of the car to the bottom of the car. When the defogging guide mechanism 104 is activated, that is, when the defogging guide plate 1041 is open and the first fan 1043 is working, the defogging channel is in an open state. At this time, if there are fallen leaves, plastic products, or other debris near the air intake 1042, due to their light size and unstable movement trajectory, they are very easily affected by the airflow movement formed by the water mist. As the water mist moves to the air intake 1042, on the one hand, due to the fallen leaves, plastic products, or other debris appearing near the air intake 1042, they are easily affected by the airflow movement formed by the water mist. Larger debris such as leaves cannot be discharged to the bottom of the vehicle with the water mist. Instead, they accumulate around the first fan 1043, affecting its normal operation and even causing it to malfunction. On the other hand, even if the first fan 1043 operates normally, the blockage of the defogging channel by debris will significantly reduce the airflow in the defogging channel, preventing the water mist in front of the vehicle from being absorbed and guided by the defogging guide mechanism 104 in time, thus affecting the normal operation of the defogging guide mechanism 104.

[0080] Therefore, in some embodiments, a baffle can be added above the air inlet 1042 to filter objects entering the air inlet and prevent debris from entering the air inlet 1042, so as to avoid the presence of debris affecting the normal operation of the demisting and guiding mechanism 104.

[0081] In some embodiments, a gravity sensor can be installed on the barrier to monitor the weight of objects above it. When the weight of an object above the barrier exceeds a gravity threshold, it indicates that there is a large amount of debris above the barrier and it needs to be removed promptly. At this time, the controller 103 can send an alarm message to the target vehicle to guide the driver to remove the debris above the barrier in a timely manner.

[0082] In some embodiments, the problems caused by the aforementioned fallen leaves, plastic bags, and other garbage can also be solved by improving the first fan 1043, such as replacing the fan blades of the first fan 1043 with sharper blade-like fan blades. When there is garbage above the first fan 1043, the operation of the blade-like fan blades can quickly cut and crush the garbage, so that the crushed garbage can be smoothly discharged to the bottom of the vehicle.

[0083] In some embodiments, such as Figure 4 As shown, the system also includes: a defogging button, used to trigger an on or off signal for the defogging and airflow guiding function of the target vehicle; the controller 103 is also used to, in response to the on signal, turn on or keep the defogging and airflow guiding mechanism 104 on, or, in response to the off signal, turn off or keep the defogging and airflow guiding mechanism 104 off.

[0084] For example, there can be one or more defogging buttons. For instance, the same defogging button can be used to trigger both the on and off signals of the defogging and airflow guiding function, or the defogging button A can be used to trigger the on signal of the defogging and airflow guiding function, and the defogging button B can be used to trigger the off signal of the defogging and airflow guiding function.

[0085] In this embodiment, considering that water mist may appear in front of the target vehicle and affect driving visibility, and that wiping away the water mist with the windshield wipers cannot effectively improve driving visibility, a defogging guide mechanism is set up to guide and eliminate the water mist in front of the target vehicle. The defogging guide mechanism is controlled by a water mist recognition module and a controller. Considering the complexity of the driving road environment, in order to avoid damage or even detachment of the defogging guide mechanism due to a collision with an object in front of the target vehicle or the presence of an obstacle in front of the target vehicle, which would threaten the driving safety of the target vehicle, a road condition detection module is used to identify whether the target vehicle has collided with an object in front of the target vehicle or whether there is an obstacle in front of the target vehicle. In order to close the defogging guide mechanism in time when the target vehicle collides with an object in front of the target vehicle or there is an obstacle in front of the target vehicle, the driving safety is ensured. Furthermore, considering that the defogging mechanism might not be able to clear all the water mist in front of it when the water mist concentration or area is large, a second fan is installed behind the defogging mechanism. This second fan guides the water mist behind the defogging mechanism to above the target vehicle, preventing the water mist behind the defogging mechanism from interfering with the driver's vision and eliminating as much water mist as possible in front of the target vehicle's windshield to ensure normal driving visibility. In addition, to prevent the accumulation of fallen leaves, plastic products, and other debris at the air intake from interfering with the normal operation of the defogging mechanism, a baffle is installed to screen objects entering the air intake, preventing foreign objects from entering the air intake and thus improving the working stability of the defogging mechanism. To improve the control efficiency of the defogging mechanism, a defogging button is also provided, which allows for manual control of the defogging mechanism to turn it on or off, providing more flexible control and improving the control efficiency of the defogging mechanism.

[0086] The controller 103 described above can serve as the execution entity of the vehicle defogging method in this embodiment. The controller 103 can be a general-purpose CPU (Central Processing Unit), NP (Network Processor), microprocessor, or one or more integrated circuits used to implement the solution of this application, such as ASIC (Application-Specific Integrated Circuit), PLD (Programmable Logic Device), or a combination thereof. The PLD can be CPLD (Complex Programmable Logic Device), FPGA (Field-Programmable Gate Array), GAL (Generic Array Logic), or any combination thereof.

[0087] Those skilled in the art should understand that the controller 103 described above is merely an example, and other existing or future processors that are applicable to the embodiments of this application should also be included within the scope of protection of the embodiments of this application, and are hereby incorporated by reference.

[0088] It should be noted that the application scenarios and implementation environments described in the embodiments of this application are for the purpose of more clearly illustrating the technical solutions of the embodiments of this application, and do not constitute a limitation on the technical solutions provided in the embodiments of this application. As those skilled in the art will know, with the emergence of new application scenarios and the evolution of implementation environments, the technical solutions provided in the embodiments of this application are also applicable to similar technical problems.

[0089] The vehicle defogging method provided in the embodiments of this application will now be explained in detail.

[0090] Figure 5 This is a flowchart of a vehicle defogging method provided in an embodiment of this application, which is applied to the aforementioned controller. Please refer to... Figure 5 The method includes the following steps.

[0091] Step 201: Obtain the first water mist concentration in front of the target vehicle, the collision detection information of whether the target vehicle has collided with an object in front, and the obstacle detection information of whether there is an obstacle in front of the target vehicle. The obstacle refers to an object that could damage the defogging mechanism.

[0092] In some embodiments, the collision detection information may be identification result information of whether the target vehicle has collided with an object in front, or it may be the current driving data information of the target vehicle, so as to determine whether the target vehicle has collided with an object in front based on the driving data information; similarly, the obstacle detection information may be identification result information of whether there is an obstacle in front of the target vehicle, or it may be image information or other information in front of the target vehicle, so as to determine whether there is an obstacle in front of the target vehicle based on the image information or other information.

[0093] Based on the above description, if the target vehicle collides with an object in front of it while the defogger is in operation, the defogger may be damaged, such as the defogger deflector falling off, or even threaten the driving safety of the target vehicle. Therefore, it is necessary to identify in time whether the target vehicle has collided with an object in front of it.

[0094] It should be noted that objects that can damage the defogging and deflecting mechanism mainly refer to objects moving in the air with a certain impact force (such as those with a relatively high speed), such as stones and birds. When such objects collide with the defogging and deflecting mechanism, they may cause damage to the mechanism and threaten the driving safety of the target vehicle. Therefore, it is necessary to promptly identify whether there are obstacles in front of the target vehicle.

[0095] Step 202: When the first water mist concentration is greater than the first concentration threshold, the collision detection information determines that the target vehicle has not collided with the object in front, and the obstacle detection information determines that there is no obstacle in front of the target vehicle, the defogging and guiding mechanism is activated so that the defogging and guiding mechanism can drain the water mist in front of the target vehicle to the bottom of the vehicle.

[0096] In some embodiments, the collision detection information includes: vehicle instantaneous speed, vehicle acceleration, and tire pressure; the method further includes: determining the instantaneous speed change rate of the target vehicle based on the instantaneous speed of the target vehicle, determining the acceleration change rate of the target vehicle based on the vehicle acceleration of the target vehicle, and determining the tire pressure change rate of the target vehicle based on the tire pressure of the target vehicle; determining that the target vehicle has not collided with an object in front if the instantaneous speed change rate of the target vehicle is less than a first change rate threshold, the acceleration change rate is less than a second change rate threshold, or the tire pressure change rate is less than a third change rate threshold; determining that the target vehicle has collided with an object in front if the instantaneous speed change rate of the target vehicle is greater than or equal to the first change rate threshold, the acceleration change rate is greater than or equal to the second change rate threshold, and the tire pressure change rate is greater than or equal to the third change rate threshold.

[0097] In some embodiments, the instantaneous speed of the target vehicle can be obtained by a speed sensor, the vehicle acceleration can be obtained by an acceleration sensor, and the tire pressure can be obtained by a pressure sensor.

[0098] It is understandable that when a target vehicle collides with an object in front, the instantaneous speed and acceleration of the target vehicle will drop sharply due to the reaction force of the object. The tires of the target vehicle will also be significantly compressed due to the simultaneous acceleration force of the target vehicle and the reaction force of the object in front. Therefore, the instantaneous speed change rate, acceleration change rate, and tire pressure change rate of the target vehicle can be used to determine whether the target vehicle has collided with the object in front.

[0099] In some embodiments, the instantaneous rate of change of speed, rate of change of acceleration, and rate of change of tire pressure of the target vehicle can be determined based on collision detection information of the target vehicle at adjacent time points. For example, the rate of change of acceleration of the target vehicle can be obtained by subtracting the vehicle acceleration at adjacent time points.

[0100] The first, second, and third rate of change thresholds mentioned above can be determined comprehensively based on actual application requirements and experimental data. For example, based on a test bench, the range of instantaneous speed change rate, acceleration change rate, and tire pressure change rate under different states of normal vehicle driving, such as normal acceleration, deceleration, and emergency braking, can be simulated. Furthermore, the curves of instantaneous vehicle speed change, vehicle acceleration change, and tire pressure change when the target vehicle collides with an object in front can be simulated.

[0101] Furthermore, based on the range of instantaneous speed change rate during normal driving of the target vehicle and the curve of instantaneous speed change when the target vehicle collides with the object in front, a first rate of change threshold is determined when the target vehicle collides with the object in front; based on the range of vehicle acceleration change rate during normal driving of the target vehicle and the curve of vehicle acceleration change when the target vehicle collides with the object in front, a second rate of change threshold is determined when the target vehicle collides with the object in front; based on the range of tire pressure change rate during normal driving of the target vehicle and the curve of tire pressure change when the target vehicle collides with the object in front, a third rate of change threshold is determined when the target vehicle collides with the object in front.

[0102] It should be noted that the collision detection information mentioned above is not limited to vehicle instantaneous speed, vehicle acceleration, and tire pressure; it can also include other information that enables vehicle collision detection. For example, since the front of the target vehicle will experience a huge reaction force when it collides with an object in front, a pressure sensor can be installed on the front bumper of the target vehicle to monitor the force on the front of the target vehicle. If the force on the front of the target vehicle is greater than or equal to a force threshold, it can be determined that the target vehicle has collided with an object in front.

[0103] In some embodiments, the obstacle detection information includes image information in front of the defogging and deflecting mechanism and the relative speed between the target vehicle and the object in front; the method further includes: determining whether there is an object in front of the defogging and deflecting mechanism based on the image information; if there is an object in front of the defogging and deflecting mechanism, determining the area of ​​the object based on the image information; if the relative speed between the object and the target vehicle is less than a speed threshold or the area of ​​the object is less than an area threshold, determining that there is no obstacle in front of the target vehicle; if the relative speed between the object and the target vehicle is greater than or equal to the speed threshold and the area of ​​the object is greater than or equal to the area threshold, determining that there is an obstacle in front of the target vehicle.

[0104] Based on the above description, obstacles mainly refer to objects that can damage the defogging and guiding mechanism. Therefore, in this embodiment, the image information in front of the defogging and guiding mechanism can be the image information within a specified range in front of the defogging and guiding mechanism. This specified range can be the location area where obstacles that may cause damage to the defogging and guiding mechanism may appear, determined based on experimental data, expert experience, etc.

[0105] In some embodiments, image information can be acquired through various means such as lidar, infrared sensors, and 3D laser scanning. By analyzing the texture of the image, it can be determined whether there is a texture different from the environmental texture (such as the sky, trees, etc.), thereby determining whether there is an object in front of the defogging and guiding mechanism.

[0106] If the image information is obtained through radar, based on radar principles, the relative distance between the target vehicle and the object can also be directly obtained from the image information.

[0107] In some embodiments, the relative speed between the target vehicle and the object can also be determined by the image information obtained at different times. For example, if the relative distance between the target vehicle and the object is d1 at time t1 and d2 at time t2, then the relative speed between the target vehicle and the object is v = (d2-d1) / (t2-t1).

[0108] It is understood that when the relative speed between the target vehicle and the object is greater than 0, it indicates that the object is gradually moving away from the target vehicle; when the relative speed between the target vehicle and the object is less than 0, it indicates that the object is gradually approaching the target vehicle; and when the relative speed between the target vehicle and the object is equal to 0, it indicates that the distance between the object and the target vehicle remains constant. Since the obstacle is an object that could damage the defogging mechanism, meaning that the object would generate a significant force upon contact with the defogging mechanism, it is necessary to ensure that the object has a certain relative speed with the defogging mechanism before colliding with it. That is, there must be a significant relative speed between the object and the target vehicle. Therefore, a speed threshold can be used to filter the relative speed between the object in front of the defogging mechanism and the target vehicle. When the relative speed between the object in front of the defogging mechanism and the target vehicle is small, it can be considered that the object will not cause damage to the defogging mechanism, and therefore, it can be considered that the object does not belong to the obstacle category in this application embodiment.

[0109] On the other hand, according to the principles of physics, under the same relative velocity, the greater the weight of an object, the greater the damage it will cause when it collides with the defogging and guiding mechanism. Generally speaking, there is a certain correlation between the weight and size of an object. Therefore, when the weight of the object cannot be directly obtained, the size of the object in front of the defogging and guiding mechanism can be screened using an area threshold. When the area of ​​the object in front of the defogging and guiding mechanism is small, it can be considered that the object will not cause damage to the defogging and guiding mechanism, and therefore it can be considered that the object does not belong to the obstacle in the embodiments of this application.

[0110] In some embodiments, according to optical principles, the farther an object is from the target vehicle, the smaller it appears in the image information. Therefore, a distance threshold can be used to limit the area of ​​an object in front. For example, when the distance between the object and the target vehicle is less than the distance threshold, the area of ​​the object is determined. For instance, this distance threshold can be 2 meters. That is, when the distance between the object and the target vehicle is less than two meters, the area of ​​the object is determined. If the area of ​​the object is still less than the area threshold, it can be considered that the object will not cause damage to the defogging and airflow guiding mechanism, and therefore, the object can be considered not to be an obstacle in this embodiment.

[0111] It should be noted that the relative speed between the object and the target vehicle and the area of ​​the object are mainly used to assess the harmfulness of the object to the defogging and guiding mechanism. Therefore, in some embodiments, the obstacle detection information is not limited to the relative speed and the area of ​​the object. For example, when the object area is the same, the greater the density of the object, the greater the weight of the object. Therefore, the obstacle detection information may also include the spectral reflectance of the object. The density of the object is determined by the spectral reflectance of the object. The greater the spectral reflectance of the object, the greater the density of the object. If the spectral reflectance of the object is less than the reflectance threshold, it is considered that the object will not cause damage to the defogging and guiding mechanism. Therefore, it can be considered that the object does not belong to the obstacle in the embodiments of this application.

[0112] In some embodiments, feature analysis can be performed on the image information of the object to determine whether the object in front of the defogging guide mechanism belongs to a specific type of object. If it is determined that the object does not belong to a specific type of object, it is considered that the object will not cause damage to the defogging guide mechanism. Therefore, it can be considered that the object does not belong to the obstacle in the embodiments of this application.

[0113] For example, multiple images of specific types of objects can be used as training data, such as multiple images of birds, bricks, metal objects, etc. By training the image recognition model, the image recognition model can be able to identify objects of specific types, such as birds, bricks, metal objects, etc. Then, the image recognition model can be used to identify the image in front of the defogging and guiding mechanism to determine whether the object in the image belongs to the specific type of object. If it is determined that the object in front of the defogging and guiding mechanism does not belong to the specific type of object, it is considered that the object will not cause damage to the defogging and guiding mechanism. Therefore, it can be considered that the object does not belong to the obstacle in the embodiments of this application.

[0114] Since objects moving in the air typically follow a parabolic trajectory, in some embodiments, when an object is present in front of the defogging and deflecting mechanism, the trajectory of the object can be determined based on image information of the area in front of the defogging and deflecting mechanism at different times. Combined with the current speed of the target vehicle, the landing position of the object can be predicted, thereby determining whether the object will collide with the defogging and deflecting mechanism. If it is determined that the object will not collide with the defogging and deflecting mechanism, the object is considered not to be an obstacle in the embodiments of this application.

[0115] In some embodiments, the aforementioned speed threshold and area threshold can be obtained through statistical analysis based on experimental data. For example, based on the collision simulation results of different objects on the defogging and guiding mechanism, the minimum speed and minimum area of ​​the object that will cause damage to the defogging and guiding mechanism can be determined, and then the minimum speed can be determined as the speed threshold and the minimum area can be determined as the area threshold.

[0116] In some embodiments, a second water mist concentration behind the defogging guide mechanism can also be obtained; if the second water mist concentration is greater than a second concentration threshold, a second fan is turned on so that the second fan guides the water mist behind the defogging guide mechanism to the top of the target vehicle.

[0117] Step 203: If the collision detection information determines that the target vehicle has collided with an object in front, or if the obstacle detection information determines that there is an obstacle in front of the target vehicle, the defogging and deflecting mechanism shall be turned off.

[0118] It is understandable that if the first water mist concentration in front of the target vehicle is less than or equal to the first concentration threshold, it indicates that the water mist in front of the vehicle is not enough to affect the driver's visibility, and the defogging mechanism can be turned off at this time.

[0119] In some embodiments, the activation and deactivation signals of the defogging and deflection function of the target vehicle are monitored; in response to the detected activation signal, the defogging and deflection mechanism is activated or kept activated; or, in response to the detected deactivation signal, the defogging and deflection mechanism is deactivated or kept deactivated.

[0120] When the water mist concentration is low but the water mist significantly affects the vehicle's forward visibility (e.g., the water mist is turbid), or when the driver deems it necessary to activate the defogging system, a signal to activate the defogging system can be actively sent to allow for manual intervention. Conversely, when the water mist concentration is high but the current driving speed is slow, or when the driver deems it unnecessary to activate the defogging system, a signal to deactivate the defogging system can be actively sent to allow for manual intervention to deactivate the defogging system, thereby improving the flexibility of the defogging system control.

[0121] In this embodiment, the presence of water mist that may affect the driver's visibility is determined by a first water mist concentration in front of the target vehicle. When the first water mist concentration is greater than a first concentration threshold, the water mist in front is defogging and guided by a defogging and guiding mechanism. The presence of water mist that may affect the driver's visibility is determined by a second water mist concentration behind the defogging and guiding mechanism, i.e., between the windshield and the defogging and guiding mechanism. When the second water mist concentration is greater than a second concentration threshold, the water mist is defogging and guided by a second fan, thereby preventing water mist from interfering with the driver's visibility of the target vehicle and improving the driving safety of the target vehicle. Furthermore, considering that damage to the defogging mechanism during operation could threaten the driving safety of the target vehicle, the system uses the vehicle's instantaneous speed, acceleration, and tire pressure to determine if the target vehicle has collided with an object in front. It also uses image information from in front of the defogging mechanism and the relative speed between the target vehicle and the object to determine if there are any obstacles in front of the target vehicle that could damage the defogging mechanism. In the event of a collision or an obstacle in front of the target vehicle, the system will either close or remain closed to prevent damage to the activated defogging mechanism due to a collision or obstacle, thus avoiding a threat to the target vehicle's driving safety.

[0122] Figure 6 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. The vehicle 600 includes a memory 601 and a controller 602. The memory 601 is used to store computer programs, and the controller 602 is used to execute the computer programs stored in the memory 601 to implement the steps of the above-mentioned vehicle defogging method.

[0123] The memory 601 may include one or more computer-readable storage media, which may be non-transitory. The memory 601 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In some embodiments, the non-transitory computer-readable storage media in the memory 601 are used to store at least one instruction, which is executed by the controller 602 to implement the vehicle defogging method provided in the method embodiments of this application.

[0124] Controller 602 may include one or more processing cores, such as a quad-core processor, an octa-core processor, etc. Controller 602 may be implemented using at least one hardware form selected from DSP (Digital Signal Processing), FPGA (Field Programmable Gate Array), and PLA (Programmable Logic Array). Controller 602 may also include a main processor and a coprocessor. The main processor, also known as a CPU (Central Processing Unit), is used to process data in the wake-up state; the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, controller 602 may integrate a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content to be displayed on the screen. In some embodiments, controller 602 may also include an AI (Artificial Intelligence) processor, which is used to handle computational operations related to machine learning.

[0125] In some embodiments, the vehicle 600 may further include a peripheral device interface 603 and at least one peripheral device. The memory 601, controller 602, and peripheral device interface 603 can be connected via a bus or signal line. Each peripheral device can be connected to the peripheral device interface 603 via a bus, signal line, or circuit board. Specifically, the peripheral device includes at least one of a radio frequency circuit 604, a camera assembly 605, and a power supply 606.

[0126] Peripheral device interface 603 can be used to connect at least one I / O (Input / Output) related peripheral device to controller 602 and memory 601. In some embodiments, memory 601, controller 602 and peripheral device interface 603 are integrated on the same chip or circuit board; in some other embodiments, any one or two of memory 601, controller 602 and peripheral device interface 603 can be implemented on separate chips or circuit boards, which is not limited in this embodiment.

[0127] The radio frequency (RF) circuit 604 is used to receive and transmit RF (Radio Frequency) signals, also known as electromagnetic signals. The RF circuit 604 communicates with communication networks and other communication devices via electromagnetic signals. The RF circuit 604 converts electrical signals into electromagnetic signals for transmission, or converts received electromagnetic signals back into electrical signals. Optionally, the RF circuit 604 includes: an antenna system, an RF transceiver, one or more amplifiers, a tuner, an oscillator, a digital signal processor, a codec chipset, a user identity module card, etc. The RF circuit 604 can communicate with other terminals through at least one wireless communication protocol. This wireless communication protocol includes, but is not limited to: the World Wide Web, metropolitan area networks, intranets, various generations of mobile communication networks (2G, 3G, 4G, and 5G), wireless local area networks, and / or WiFi (Wireless Fidelity) networks. In some embodiments, the RF circuit 604 may also include circuitry related to NFC (Near Field Communication), which is not limited in this application embodiment.

[0128] The camera assembly 605 is used to acquire images or videos. Optionally, the camera assembly 605 includes a front-facing camera and a rear-facing camera. Typically, the front-facing camera is located on the front panel of the terminal, and the rear-facing camera is located on the back of the terminal. In some embodiments, there are at least two rear-facing cameras, which are any one of a main camera, a depth-sensing camera, a wide-angle camera, and a telephoto camera, to achieve background blurring by fusion of the main camera and the depth-sensing camera, panoramic shooting by fusion of the main camera and the wide-angle camera, VR (Virtual Reality) shooting, or other fusion shooting functions. In some embodiments, the camera assembly 605 may also include a flash. The flash can be a single-color temperature flash or a dual-color temperature flash. A dual-color temperature flash refers to a combination of a warm-light flash and a cool-light flash, which can be used for light compensation at different color temperatures.

[0129] Power supply 606 is used to power the various components in terminal 600. Power supply 606 can be AC ​​power, DC power, a disposable battery, or a rechargeable battery. When power supply 606 includes a rechargeable battery, the rechargeable battery can be a wired rechargeable battery or a wireless rechargeable battery. A wired rechargeable battery is a battery that is charged via a wired line, and a wireless rechargeable battery is a battery that is charged via a wireless coil. The rechargeable battery can also be used to support fast charging technology.

[0130] Those skilled in the art will understand that Figure 6 The structure shown does not constitute a limitation on terminal 600, and may include more or fewer components than shown, or combine certain components, or use different component arrangements.

[0131] In some embodiments, a computer-readable storage medium is also provided, which stores a computer program that, when executed by a processor, implements the steps of the vehicle defogging method described in the above embodiments. For example, the computer-readable storage medium may be a ROM, RAM, CD-ROM, magnetic tape, floppy disk, or optical data storage device.

[0132] It is worth noting that the computer-readable storage medium mentioned in the embodiments of this application can be a non-volatile storage medium, in other words, it can be a non-transient storage medium.

[0133] It should be understood that all or part of the steps of the above embodiments can be implemented by software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented wholly or partially in the form of a computer program product. The computer program product includes one or more computer instructions. The computer instructions can be stored in the above-described computer-readable storage medium.

[0134] That is, in some embodiments, a computer program product containing instructions is also provided, which, when run on a computer, causes the computer to perform the steps of the vehicle defogging method described above.

[0135] It should be understood that "at least one" as mentioned herein refers to one or more, and "multiple" refers to two or more. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B; "and / or" in this document is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. In addition, in order to clearly describe the technical solutions of the embodiments of this application, the terms "first," "second," etc., are used in the embodiments of this application to distinguish identical or similar items with substantially the same function and effect. Those skilled in the art will understand that the terms "first," "second," etc., do not limit the quantity or execution order, and the terms "first," "second," etc., are not necessarily different.

[0136] It should be noted that the information (including but not limited to user device information, user personal information, etc.), data (including but not limited to data used for analysis, data stored, data displayed, etc.) and signals involved in the embodiments of this application are all authorized by the user or fully authorized by all parties, and the collection, use and processing of related data must comply with the relevant laws, regulations and standards of the relevant countries and regions.

[0137] The above descriptions are embodiments provided in this application and are not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A vehicle deflector demisting system, characterised in that, Applied to a target vehicle, the system includes: A water mist recognition module is used to identify the initial water mist concentration in front of the target vehicle; The road condition detection module is used to detect collision detection information, such as whether the target vehicle has collided with an object in front, and obstacle detection information, such as whether there is an obstacle in front of the target vehicle. The obstacle refers to an object that could damage the defogging and deflecting mechanism. The controller is configured to activate the defogging mechanism when the first water mist concentration is greater than a first concentration threshold, the target vehicle does not collide with an object in front, and there is no obstacle in front of the target vehicle; and to deactivate the defogging mechanism when the target vehicle collides with an object in front or there is an obstacle in front of the target vehicle. The defogging guide mechanism includes a defogging guide plate, an air inlet, a first fan, and a guide pipe. The defogging guide plate is used to guide the water mist in front of the target vehicle into the air inlet. The first fan is used to increase the air pressure difference before and after the air inlet so that the water mist is discharged to the guide pipe. The guide pipe is used to discharge the water mist to the bottom of the vehicle.

2. The system of claim 1, wherein, The system also includes: a second fan; The water mist recognition module is also used to identify the second water mist concentration behind the demisting and guiding mechanism; The controller is also configured to turn on the second fan when the second water mist concentration is greater than the second concentration threshold. The second fan is used to guide the water mist behind the defogging mechanism to the top of the target vehicle.

3. The system of claim 1 or 2, wherein, The defogging and flow guiding mechanism also includes: A screen is installed on the air inlet to prevent objects other than water mist from entering the air inlet.

4. The system of claim 1 or 2, wherein, The system also includes: The defogger button is used to trigger the defogging and airflow diversion function of the target vehicle to either open or close. The controller is also configured to, in response to the activation signal, activate or keep the defogging guide mechanism activated, or, in response to the deactivation signal, deactivate or keep the defogging guide mechanism deactivated.

5. A vehicle defrosting and demisting method, characterized by, The method includes: The system acquires the first water mist concentration in front of the target vehicle, collision detection information indicating whether the target vehicle has collided with an object in front of it, and obstacle detection information indicating whether there is an obstacle in front of the target vehicle. The obstacle refers to an object that could damage the defogging and guiding mechanism. When the first water mist concentration is greater than the first concentration threshold, the collision detection information determines that the target vehicle has not collided with the object in front, and the obstacle detection information determines that there is no obstacle in front of the target vehicle, the defogging and guiding mechanism is activated so that the defogging and guiding mechanism can drain the water mist in front of the target vehicle to the bottom of the vehicle. If, based on the collision detection information, it is determined that the target vehicle has collided with an object in front, or based on the obstacle detection information, it is determined that there is an obstacle in front of the target vehicle, the defogging guide mechanism is turned off. The defogging guide mechanism includes a defogging guide plate, an air inlet, a first fan, and a guide pipe. The defogging guide plate is used to guide the water mist in front of the target vehicle into the air inlet. The first fan is used to increase the air pressure difference before and after the air inlet so that the water mist is discharged to the guide pipe. The guide pipe is used to discharge the water mist to the bottom of the vehicle.

6. The method of claim 5, wherein, The method further includes: Obtain the second water mist concentration behind the demisting and guiding mechanism; When the second water mist concentration is greater than the second concentration threshold, the second fan is turned on so that the second fan guides the water mist behind the demisting and guiding mechanism to the top of the target vehicle.

7. The method of claim 5 or 6, wherein, The method further includes: Monitor the activation and deactivation signals of the defogging and airflow guiding function of the target vehicle; In response to the detected activation signal, the defogging guide mechanism is activated or kept activated; or, in response to the detected deactivation signal, the defogging guide mechanism is deactivated or kept closed.

8. The method of claim 5 or 6, wherein, The collision detection information includes: vehicle instantaneous speed, vehicle acceleration, and tire pressure; the method further includes: Based on the instantaneous speed of the target vehicle, determine the instantaneous speed change rate of the target vehicle; based on the vehicle acceleration of the target vehicle, determine the acceleration change rate of the target vehicle; based on the tire pressure of the target vehicle, determine the tire pressure change rate of the target vehicle. If the instantaneous rate of change of the target vehicle is less than a first rate of change threshold, the rate of change of acceleration is less than a second rate of change threshold, or the rate of change of tire pressure is less than a third rate of change threshold, it is determined that the target vehicle has not collided with the object in front. If the instantaneous rate of change of the target vehicle is greater than or equal to the first rate of change threshold, the rate of change of acceleration is greater than or equal to the second rate of change threshold, and the rate of change of tire pressure is greater than or equal to the third rate of change threshold, it is determined that the target vehicle has collided with an object in front.

9. The method of claim 5 or 6, wherein, The obstacle detection information includes image information in front of the defogging and airflow guiding mechanism and the relative speed between the target vehicle and the object in front; the method further includes: Based on the image information, determine whether there is an object in front of the defogging and guiding mechanism; If an object is present in front of the defogging and guiding mechanism, the area of ​​the object is determined based on the image information; If the relative speed between the object and the target vehicle is less than a speed threshold or the area of ​​the object is less than an area threshold, it is determined that there is no obstacle in front of the target vehicle. If the relative speed between the object and the target vehicle is greater than the speed threshold and the area of ​​the object is greater than the area threshold, it is determined that there is an obstacle in front of the target vehicle.

10. A vehicle characterized by comprising: The vehicle comprises a memory for storing a computer program and a controller for executing the computer program stored on the memory to implement the steps of the method according to any one of claims 5-9.

Images