Duct components, control methods, devices and storage media for duct components

Abstract

This application provides an air duct assembly, a control method for the air duct assembly, an apparatus, and a storage medium, relating to the field of vehicle control technology. The solution includes: acquiring a target temperature value. The target temperature value represents the temperature value of the air inlet of the air duct assembly. Based on the target temperature value, determining a target air outlet mode for the air duct assembly corresponding to the target temperature value. Different air outlet modes correspond to different air ducts in the air duct assembly being in a ventilated state. Controlling the air outlet of the air duct assembly based on the target air outlet mode. This application can meet the user's changing airflow needs throughout the vehicle's operation, improving the user's driving comfort.

Description

Technical Field

[0001] This application relates to the field of vehicles, and more specifically, to air duct components, control methods, apparatus and storage media for air duct components in the field of vehicles. Background Technology

[0002] Currently, driving has become a crucial part of people's daily lives and work, and the comfort of cars is receiving increasing attention. For example, users are increasingly demanding heating in their vehicles, and drivers are paying more attention to foot comfort while driving.

[0003] Targeted heating is a common cabin heating method that provides warmth by directing hot air towards a specific area of ​​the user's body (e.g., feet) to ensure comfort while the vehicle is in motion. However, existing targeted air vents have some design flaws. For example, the direction of airflow from existing vents is usually fixed, meaning the air is directed towards a specific, fixed point on the target area. This can result in the target area being either too hot or too cold (e.g., the air being too warm) or too cold (e.g., the air being too cold), failing to meet the varying airflow needs of the user throughout the vehicle's journey. This reduces driving comfort and also leads to unnecessary energy consumption. Summary of the Invention

[0004] This application provides an air duct assembly, a control method for the air duct assembly, a device, and a storage medium. This solution can meet the user's changing airflow needs throughout the vehicle's operation, thereby improving the user's driving comfort.

[0005] In a first aspect, an air duct assembly is provided, the air inlet of which is connected to an air conditioning unit. The air duct assembly includes a first air duct structure and / or two second air duct structures. The air duct assembly is used to blow air to a target area of ​​a user. The first air duct structure includes: a first air duct housing and two first dampers, with a middle air duct and two first target air ducts formed within the first air duct housing. Each first damper corresponds to one of the first target air ducts. The two first dampers are rotatably connected to the first air duct housing to change the opening size of the air inlets of the two first target air ducts and the air inlet of the middle air duct. The air outlets of the two first target air ducts and the air outlet of the middle air duct are spaced apart. The second air duct structure includes: a second air duct housing and second dampers. A second target air duct and a side air duct are formed within the second air duct housing. The second dampers are rotatably connected to the second air duct housing to change the opening size of the air inlets of the second target air duct and the air inlets of the side air ducts. The air outlets of the second target air duct and the air outlets of the side air ducts are spaced apart.

[0006] In the embodiments of this application, since the air duct assembly includes a first air duct structure and / or a second air duct structure, when multiple ventilation structures blow air together, the airflow range of the air conditioning unit through the air duct assembly can be expanded, achieving uniform airflow to the user's target area. Two first air dampers are provided in the first air duct structure, each corresponding to a first target air duct. The two first air dampers are rotatably connected to the first air duct shell to change the opening size of the air inlets of the two first target air ducts and the air inlet of the middle air duct. Thus, the first air dampers can be used to adjust one of the two first target air ducts or the middle air duct to be in a ventilated or closed state. Similarly, the second air dampers can be used to adjust one or more air ducts in the second target air duct and the side air duct to be in a ventilated or closed state, achieving adjustment of the airflow direction and / or airflow volume. Based on the above scheme, the air duct assembly can adjust the airflow direction and airflow volume of the air outlet, enabling the air duct assembly to meet the user's airflow needs and improve the user's driving comfort.

[0007] In conjunction with the first aspect, in some implementations of the first aspect, a first main air duct is formed within the first air duct housing; one end of the first main air duct is used to connect with the air conditioning unit; the air inlets of the two first target air ducts and the air inlet of the intermediate air duct are all connected to the other end of the first main air duct. A second main air duct is formed within the second air duct housing; one end of the second main air duct is used to connect with the air conditioning unit; the air inlets of the second target air duct and the air inlets of the side air duct are all connected to the other end of the second main air duct.

[0008] In this embodiment, one end of the first main air duct and one end of the second main air duct are connected to the air conditioning unit, so that the air blown out by the air conditioning unit can be sent into the air duct assembly.

[0009] In combination with the first aspect and the above implementation methods, in some implementation methods of the first aspect, the first air duct structure further includes a first damper motor, which is used to drive the first damper to rotate; the second air duct structure further includes two second damper motors; the second damper motors correspond one-to-one with the second dampers; the second damper motors drive the second dampers to rotate.

[0010] In this embodiment, the first damper motor and the second damper motor facilitate the rotation of the first damper and the second damper.

[0011] In combination with the first aspect and the above implementation methods, in some implementation methods of the first aspect, the air duct assembly further includes a temperature sensor, which is placed at the position where the air inlet of the air duct assembly is connected to the air conditioning unit, and the temperature sensor is used to detect the temperature of the air inlet of the air duct assembly.

[0012] In this embodiment, the temperature of the air inlet in the air duct assembly can be obtained in real time through a temperature sensor, so as to understand the situation in the air duct assembly.

[0013] In conjunction with the first aspect and the above implementation methods, in some implementation methods of the first aspect, the duct assembly is also connected to a damper controller, which is used to control the rotation of the first damper and / or the rotation of the second damper.

[0014] In this embodiment, the rotation of the first and second dampers can be automatically driven by the damper controller.

[0015] Combining the first aspect and the above implementation methods, in some implementation methods of the first aspect, the air duct component is a foot-blowing air duct component, and the target part is the foot.

[0016] In this embodiment, the foot blowing air duct assembly can blow air onto both the left and right feet.

[0017] In combination with the first aspect and the above implementation methods, in some implementation methods of the first aspect, the air duct assembly is installed in the vehicle, and the air inlet of the air duct assembly is connected to the vehicle's air conditioning unit.

[0018] In this embodiment, the air duct assembly in the vehicle can be used to blow air inside the vehicle, thereby improving the driving comfort of the users inside the vehicle.

[0019] Secondly, a control method for a duct component is provided, applicable to the duct component in the first aspect and any possible implementation thereof, the method comprising:

[0020] Obtain the target temperature value. The target temperature value represents the temperature at the air inlet of the duct assembly. Based on the target temperature value, determine the target air outlet mode of the duct assembly corresponding to that temperature. Different air outlet modes correspond to different duct sections in the duct assembly being in ventilation mode. Control the air outlet of the duct assembly based on the target air outlet mode.

[0021] In this embodiment, the air duct assembly includes a first air duct structure and / or a second air duct structure. The first air duct structure includes a central air duct and two first target air ducts, and the second air duct structure includes a second target air duct and a side air duct. Since different air outlet modes correspond to different air ducts in the air duct assembly in a ventilated state, the direction of the air outlet of the air duct assembly can be adjusted by adjusting whether the air ducts in the air duct assembly are in a ventilated or closed state, thereby achieving different air outlet directions for different air outlet modes. Since different temperature values ​​in the air inlet of the air duct assembly correspond to different air outlet modes, the target air outlet mode corresponding to the target temperature value can be determined based on the obtained target temperature value. Based on this, this solution can control the air outlet of the air duct assembly based on the target air outlet mode, thereby meeting the user's changing airflow needs throughout the vehicle's driving process and improving the user's driving comfort.

[0022] In conjunction with the second aspect, in certain implementations of the second aspect, determining the target air outlet mode of the duct component corresponding to the target temperature value, based on the target temperature value, includes: if the target temperature value is within a first temperature range, then the target air outlet mode is determined to be a first air outlet mode. The first air outlet mode is that in the duct component, the middle duct of the first duct structure is in a ventilation state, and / or, the side duct of the second duct structure is in a ventilation state. If the target temperature value is within a second temperature range, then the target air outlet mode is determined to be a second air outlet mode. The second air outlet mode is that in the duct component, the first target duct and the middle duct of the first duct structure are in a ventilation state, and / or, the second target duct and the side duct of the second duct structure are in a ventilation state. If the target temperature value is within a third temperature range, then the target air outlet mode is determined to be a third air outlet mode; the third air outlet mode is that in the duct component, the first target duct of the first duct structure is in a ventilation state, and / or, the second target duct of the second duct structure is in a ventilation state.

[0023] In this embodiment, the air outlet mode corresponding to the temperature range of the target temperature value is determined, which can increase the flexibility of the air outlets of different air ducts and improve the user experience.

[0024] In conjunction with the second aspect and the above implementation methods, in some implementations of the second aspect, the air duct assembly is installed in the vehicle, and the method further includes: obtaining the vehicle's current driving mode and / or target parameters of a target door in the vehicle; wherein the target door is the door on both sides of the vehicle, and the target parameters are used to represent the door's sealing degree. Then, based on the target temperature value, the target air outlet mode of the air duct assembly corresponding to the target temperature value is determined, including: determining the target air outlet mode based on the target temperature value, the current driving mode, and / or the target parameters.

[0025] In this embodiment, the target air outlet mode is further determined by the vehicle's current driving mode and / or the target parameters of the target door in the vehicle, combined with the target temperature value, which can expand the applicability of the vehicle.

[0026] In conjunction with the second aspect and the above implementation methods, in some implementation methods of the second aspect, the target air outlet mode is determined based on the target temperature value, the current driving mode, and / or the target parameters, including: if the target temperature value is within a third temperature range and the target parameters do not meet preset conditions, then the target air outlet mode is determined to be the second air outlet mode. If the target temperature value is within a third temperature range and the driving mode is an internal combustion engine driving mode or a hybrid driving mode, then the target air outlet mode is determined to be the first air outlet mode. If the target temperature value is within a fourth temperature range and the driving mode is an electric driving mode, and the target parameters meet preset conditions, then the target air outlet mode is determined to be the third air outlet mode, and the fourth temperature range is a sub-interval of the second temperature range. If the target temperature value is within a fifth temperature range and the driving mode is a pure electric driving mode, then the target air outlet mode is determined to be the third air outlet mode, and the fourth temperature range is a sub-interval of the first temperature range.

[0027] In this embodiment, the target air outlet mode is determined by combining the target temperature value, the current driving mode, and / or driving parameters, which further improves the flexibility of selecting different air outlet modes.

[0028] In combination with the second aspect and the above implementation methods, in some implementation methods of the second aspect, the target temperature value is obtained by: obtaining the target temperature value through a temperature sensor in the air duct assembly.

[0029] In this embodiment, the target temperature value is obtained through a temperature sensor, which can improve the accuracy of the obtained target temperature value.

[0030] Thirdly, a control device for an air duct assembly is provided. The device includes: an acquisition module for acquiring a target temperature value, which represents the temperature value of the air inlet of the air duct assembly; a determination module for determining a target air outlet mode of the air duct assembly corresponding to the target temperature value, wherein different air outlet modes correspond to different air ducts in the air duct assembly that are in a ventilated state; and a control module for controlling the air outlet of the air duct assembly based on the target air outlet mode.

[0031] Fourthly, a vehicle is provided, including a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, causing the vehicle to perform the methods in the second aspect or any possible implementation thereof.

[0032] Fifthly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to perform the methods described in the second aspect or any possible implementation thereof.

[0033] In a sixth aspect, a computer-readable storage medium is provided that stores computer program code, which, when executed on a computer, causes the computer to perform the methods described in the second aspect or any possible implementation thereof. Attached Figure Description

[0034] Figure 1 This is a schematic diagram of a duct structure in a related art provided in an embodiment of this application;

[0035] Figure 2 This is a schematic diagram of a vehicle scenario provided in an embodiment of this application;

[0036] Figure 3 This is a schematic diagram of the structure of an air duct assembly provided in an embodiment of this application;

[0037] Figure 4 This is an example diagram of a duct assembly provided in an embodiment of this application;

[0038] Figure 5 This is a flowchart illustrating a control method for an air duct assembly provided in this application;

[0039] Figure 6 This is a temperature diagram illustrating a heating operation state provided in an embodiment of this application;

[0040] Figure 7 This is a schematic diagram of the first air outlet mode provided in the embodiments of this application;

[0041] Figure 8 This is a schematic diagram of the second air outlet mode provided in the embodiments of this application;

[0042] Figure 9 This is a detailed implementation process diagram of a control method for an air duct assembly provided in an embodiment of this application;

[0043] Figure 10 This is a schematic diagram of the structure of a control device for an air duct assembly provided in an embodiment of this application;

[0044] Figure 11 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0045] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. 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 the text 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. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0046] Hereinafter, the terms "second" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of indicated technical features. Thus, a feature defined as "second" or "second" may explicitly or implicitly include one or more of that feature.

[0047] Currently, driving has become a crucial part of people's daily lives and work, and the comfort of cars is receiving increasing attention. For example, users are increasingly demanding heating in their vehicles, and drivers are paying more attention to foot comfort while driving.

[0048] Targeted airflow is a common cabin heating method that achieves heating or cooling by directing hot air towards a target area of ​​the user (e.g., feet) to ensure comfort during vehicle operation. However, existing targeted airflow vents have some design flaws. The following section uses a foot-blowing targeted airflow vent as an example to illustrate a related technology.

[0049] It should be explained that the foot duct refers to the ventilation device in the air conditioning system that is usually located inside the vehicle near the feet. Its main function is to blow cold or warm air directly to the user's foot area to provide a more comfortable riding experience.

[0050] For example, such as Figure 1 As shown, Figure 1This is a schematic diagram of a related technology air duct structure provided in an embodiment of this application. The air duct structure 100 is disposed inside a vehicle near the foot area. The air inlet of the air duct structure 100 is connected to the air conditioning unit. The air duct structure 100 includes an air duct housing 101, within which three air ducts are formed: air duct 102, air duct 103, and air duct 104. Air duct 103 is located between air ducts 102 and 104. Specifically, the air outlet of air duct 102 is close to the area where the user's left foot is located, the air outlet of air duct 104 is close to the area where the user's right foot is located, and the air outlet of air duct 103 is located in the area between the user's left and right feet. In this way, the air blown from the air outlet of air duct 102 can directly blow on the user's left foot, the air blown from the air outlet of air duct 104 can directly blow on the user's right foot, and the air blown from the air outlet of air duct 103 can avoid directly blowing on the user's feet.

[0051] However, as Figure 1 The illustrated air duct structure has some problems. For example, normally, when the air conditioner blows air towards the user's feet through the air duct structure 100, because three air ducts (air duct 102, air duct 103, and air duct 104) are formed within the air duct housing 101, the air outlets of the three air ducts blow air simultaneously. In other words, the direction of the air outlets of the air duct structure 100 is usually fixed. When the air blown out by the air conditioner is hot air, the air blown out by the air outlets of the air duct structure 100 will be directed towards a fixed location on the target area, causing the target area to be overheated or other areas (such as the left side of the left foot) to be insufficiently warm (e.g., the blown air is hot); or, causing the target area to be overcooled or other areas (such as the left side of the left foot) to be insufficiently cool (e.g., the blown air is cold). Therefore, as Figure 1 The related technologies shown cannot meet the changing airflow needs of users throughout the entire driving process, thus reducing the user's driving comfort.

[0052] In addition, compared to a single air duct, the air outlets of the three air ducts in the air duct structure 100 are all venting air simultaneously, which will result in the air conditioning unit needing to output a larger volume of air, thereby increasing the energy consumption of the air conditioning unit.

[0053] Therefore, the solution provided in this application is a control method, device and storage medium for a vehicle and an air duct assembly. This solution provides an air duct structure in a vehicle and a control method for an air duct assembly based on the air duct structure, which can meet the changing airflow needs of users throughout the entire driving process and improve the user's driving comfort.

[0054] To better describe this solution, the following will combine... Figures 2 to 10The control methods, apparatus and storage media for vehicles and air duct components provided in the embodiments of this application will be described in detail.

[0055] like Figure 2 As shown, Figure 2 This is a schematic diagram of a vehicle scenario provided in an embodiment of this application. Figure 2 (a) is an example diagram of vehicle 200; Figure 2 In (b), the vehicle 200 includes: an air duct assembly 300 and an air conditioning unit 210.

[0056] The air conditioning unit 210 is connected to the air inlet of the air duct assembly 330. The air blown out by the air conditioning unit 210 can enter the interior of the air duct assembly 300 through the air inlet of the air duct assembly 300.

[0057] The air duct assembly 300 is used to blow air onto the target area of ​​the user in the vehicle.

[0058] For example, the air duct assembly 300 may be a foot blowing air duct assembly, a head blowing air duct assembly, a face blowing air duct assembly, etc., and the embodiments of this application do not impose specific limitations on it.

[0059] It should be noted that the position of the air duct assembly 300 inside the vehicle 200 can be related to the user's target location. Figure 2 Taking the user's target area as the feet as an example, the air duct assembly 300 can be located in the area near the feet inside the vehicle 200, that is, the air duct assembly 300 is a foot blowing air duct assembly.

[0060] For example, the target body part can be the feet (left and right feet), head, face, or other parts of the user's body. This application embodiment does not limit the target body part of the user.

[0061] For example, the temperature of the air blown out by the air conditioning unit 210 can be adjusted according to the customer's needs. For instance, in cold weather, the user can choose to have the air conditioning unit 210 blow out warm air to provide sufficient warmth to the interior of the vehicle 200.

[0062] Of course, in this embodiment, the air blown out by the air conditioning unit 210 can be hot air (e.g., 40°C), which can provide a heating effect; or it can be cold air (e.g., 20°C), which can provide a cooling effect. This embodiment does not specifically limit the type of air blown out.

[0063] like Figure 3 As shown, Figure 3 This is a schematic diagram of the structure of a duct assembly provided in an embodiment of this application. The duct assembly 300 includes: a first duct structure 310, and / or, two second duct structures 320.

[0064] As an example, such as Figure 3 As shown in (a), the air duct assembly 300 includes: a first air duct structure 310 and two second air duct structures 320, namely the first type of air duct assembly.

[0065] As another example, such as Figure 3 As shown in (b), the air duct assembly 300 includes: a first air duct structure 310, which is the second type of air duct assembly.

[0066] As another example, such as Figure 3 As shown in (b), the air duct assembly 300 includes two second air duct structures 320, which are the third type of air duct assembly.

[0067] For example, such as Figure 4 As shown, Figure 4 An example diagram of a duct assembly provided in an embodiment of this application. Figure 4 The following explanation uses an air duct assembly 300, which includes a first air duct structure 310 and two second air duct structures 320, as an example. It should be noted that the position of the first air duct structure 310 in the second type of air duct assembly, or the position of the second air duct structure 320 in the third type of air duct assembly, can be referenced from the first type of air duct assembly.

[0068] certainly, Figure 4 As only Figure 3 The provided diagram of the air duct component is an example and is not intended to limit the scope of the air duct assembly. Figure 3 The structure of the air duct components.

[0069] The first air duct structure 310 includes a first air duct shell 3101 and two first air dampers 3102 (first air dampers 3102-a and 3102-b). An intermediate air duct 3103 and two first target air ducts 3104 (first target air ducts 3104-a and 3104-b) are formed inside the first air duct shell 3101.

[0070] Among them, the first air damper 3102 corresponds one-to-one with the first target air duct 3104 (for example, the first air damper 3102-a corresponds to the first target air duct 3104-a, and the first air damper 3102-b corresponds to the first target air duct 3104-b).

[0071] The air outlets of the two first target air ducts 3104 and the air outlet of the middle air duct 3103 are set at intervals, so that the air blown out from the air outlets of different air ducts is independent of each other.

[0072] Among them, the two first air dampers 3102 are rotatably connected to the first air duct shell 3101 to change the opening size of the air inlets of the two first target air ducts 3104 and the air inlet of the intermediate air duct 3103.

[0073] The following explanation will be based on the following scenarios: the first air door 3102-a exists only (Example 1), the first air door 3102-b exists only (Example 2), or both the first air door 3102-a and the first air door 3102-b exist (Example 3).

[0074] Example 1: The first damper 3102-a rotates at its connection point with the first air duct shell 3101 (e.g., the junction of the first target air duct 3104-a and the intermediate air duct 3103). When the first damper 3102-a rotates to position 1 (i.e., closing the opening of the air inlet of the first target air duct 3104-a), the first target air duct 3104-a is in a closed state, and the intermediate air duct 3103 and the first target air duct 3104-b are open. Airflow status: When the first air damper 3102-a is rotated to position 2, the first target air duct 3104-a, the intermediate air duct 3103, and the first target air duct 3104-b are in a ventilated state; when the first air damper 3102-a is rotated to position 3 (i.e., closing the opening of the air inlet of the intermediate air duct 3103), the intermediate air duct 3103 is in a closed state, and the first target air duct 3104-a and the first target air duct 3104-b are in a ventilated state.

[0075] Example 2: The first damper 3102-b rotates at its connection point with the first air duct shell 3101 (e.g., the junction of the first target air duct 3104-b and the intermediate air duct 3103). When the first damper 3102-b rotates to position 5 (i.e., closing the opening of the air inlet of the first target air duct 3104-b), the first target air duct 3104-b is in a closed state, and the intermediate air duct 3103 and the first target air duct 3104-b are open. Airflow status: When the first air damper 3102-b is rotated to position 4, the first target air duct 3104-a, the intermediate air duct 3103, and the first target air duct 3104-b are in a ventilated state; when the first air damper 3102-b is rotated to position 3 (i.e., closing the opening of the air inlet of the intermediate air duct 3103), the intermediate air duct 3103 is in a closed state, and the first target air duct 3104-a and the first target air duct 3104-b are in a ventilated state.

[0076] Example 3: The first damper 3102-a rotates from its connection point with the first air duct shell 3101, and the first damper 3102-b rotates from its connection point with the first air duct shell 3101. When the first damper 3102-a rotates to position 1 and the first damper 3102-b rotates to position 5, the first target air ducts 3104-a and 3104-b are in a closed state, and the intermediate air duct 3103 is in a ventilated state. When the first air damper 3102-a and the first air damper 3102-b are rotated to position 3, the intermediate air duct 3103 is in a closed state, and the first target air duct 3104-a and the first target air duct 3104-b are in a ventilated state; when the first air damper 3102-a is rotated to position 2 and the first air damper 3102-b is rotated to position 4, the first target air duct 3104-a, the intermediate air duct 3103 and the first target air duct 3104-b are in a ventilated state.

[0077] Of course, the above is merely an example illustrating the rotation positions of the first damper 3102-a and the first damper 3102-b, and is not a limitation on their rotation positions. For example, when the first damper 3102-a rotates to position 1, the first damper 3102-b can also rotate to position 3, thus achieving a closed state for the first target air duct 3104-a and the intermediate air duct 3103, and a ventilated state for the first target air duct 3104-b. Furthermore, the first damper 3102-a can also rotate to other positions besides positions 1 to 3 (for example, a position above position 1 and at a 15° angle to position 1).

[0078] The second air duct structure 320 includes a second air duct shell 3201 and a second air damper 3202. A second target air duct 3203 and a side air duct 3204 are formed within the second air duct shell 3201.

[0079] The air outlet of the second target air duct 3203 and the air outlet of the side air duct 3204 are set at intervals, so that the air blown out from the air outlets of different air ducts are independent of each other.

[0080] The second damper 3202 is rotatably connected to the second air duct shell 3201 to change the opening size of the air inlet of the second target air duct 3203 and the air inlet of the side air duct 3204.

[0081] For example, such as Figure 4The second ventilation structure shown includes a second air duct structure 320-a and a second air duct structure 320-b. Accordingly, the second air duct structure 320-a includes a second air duct shell 3201-a and a second damper 3202-a. A second target air duct 3203-a and a side air duct 3204-a are formed within the second air duct shell 3201-a. The air outlet of the second target air duct 3203-a and the air outlet of the side air duct 3204-a are spaced apart. The second damper 3202-a is rotatably connected to the second air duct shell 3201-a. The second air duct structure 320-b includes a second air duct shell 3201-b and a second damper 3202-b. A second target air duct 3203-b and a side air duct 3204-b are formed within the second air duct shell 3201-b. The air outlet of the second target air duct 3203-b and the air outlet of the side air duct 3204-b are spaced apart. The second damper 3202-b is rotatably connected to the second air duct shell 3201-b.

[0082] The following examples illustrate the scenarios where only the second air door 3202-a exists (Example 4), or only the second air door 3202-b exists (Example 5), or both the second air door 3202-a and the second air door 3202-b exist (Example 6).

[0083] Example 4: The second damper 3202-a rotates at the connection point with the second air duct shell 3201 (e.g., the junction of the second target air duct 3203-a and the side air duct 3204-a): When the second damper 3202-a rotates to position 6 (i.e., closing the opening of the air inlet of the side air duct 3204-a), the second target air duct 3203-a is in a ventilated state and the side air duct 3204-a is in a closed state; when the second damper 3202-a rotates to position 7, both the second target air duct 3203-a and the side air duct 3204-a are in a ventilated state; when the second damper 3202-a rotates to position 8, the side air duct 3204-a is in a ventilated state and the second target air duct 3203-a is in a closed state.

[0084] Example 5: The second damper 3202-b rotates at the connection point with the second air duct shell 3201 (e.g., the junction of the second target air duct 3203-b and the side air duct 3204-b): When the second damper 3202-b rotates to position 9 (i.e., closing the opening of the air inlet of the second target air duct 3203-b), the side air duct 3204-b is in a ventilated state, and the second target air duct 3203-b is in a closed state; when the second damper 3202-b rotates to position 10, both the second target air duct 3203-b and the side air duct 3204-b are in a ventilated state; when the second damper 3202-b rotates to position 11 (i.e., closing the opening of the air inlet of the side air duct 3204-b), the second target air duct 3203-b is in a ventilated state, and the side air duct 3204-b is in a closed state.

[0085] Example 6: The second damper 3202-a rotates from its connection point with the second duct housing 3201, and the second damper 3202-b rotates from its connection point with the second duct housing 3201. When the second damper 3202-a rotates to position 6 and the second damper 3202-b rotates to position 11, the second target duct 3203-a and the second target duct 3203-b are in a ventilated state, while the side ducts 3204-a and 3204-b are in a closed state. When the second damper 3202-a rotates... When the second air damper 3202-b is rotated to position 10 at position 7, the second target air duct 3203-a, the second target air duct 3203-b, the second air damper 3202-a, and the second air damper 3202-b are in a ventilated state. When the second air damper 3202-a is rotated to position 8 and the second air damper 3202-b is rotated to position 9, the second target air duct 3203-a and the second target air duct 3203-b are in a closed state, and the side air ducts 3204-a and 3204-b are in a ventilated state.

[0086] Of course, the above is merely an example illustrating the rotation positions of the second damper 3202-a and the second damper 3202-b, and is not a limitation on their rotation positions. For example, when the second damper 3202-a rotates to position 6, the first damper 3102-b can also rotate to position 9, thus achieving a ventilated state for the second target air duct 3203-a and the side air duct 3204-b, and a closed state for the side air duct 3204-a and the second target air duct 3203-b. Furthermore, the second damper 3202-a can also rotate to other positions besides positions 6 to 8 (for example, a position above position 6 and at a 15° angle to position 6).

[0087] Of course, such as Figure 4 The first air damper 3102 (first air damper 3102-a and first air damper 3102-b) and the second air damper 3202 (second air damper 3202-a and second air damper 3202-b) shown can coexist and can rotate.

[0088] As an example, when the first damper 3102-a rotates to position 1, the first damper 3102-b rotates to position 5, the second damper 3202-a rotates to position 8, and the second damper 3202-b rotates to position 9, then the first target air duct 3104 (first target air duct 3104-a and first target air duct 3104-b) and the second target air duct 3203 (second target air duct 3203-a and second target air duct 3203-b) are in a closed state, and the middle air duct 3103 and the side air duct 3204 (side air duct 3204-a and side air duct 3204-b) are in a ventilated state.

[0089] As another example, when the first damper 3102-a rotates to position 2, the first damper 3102-b rotates to position 4, the second damper 3202-a rotates to position 7, and the second damper 3202-b rotates to position 10, then the first target air duct 3104 (first target air duct 3104-a and first target air duct 3104-b), the second target air duct 3203 (second target air duct 3203-a and second target air duct 3203-b), the middle air duct 3103, and the side air duct 3204 (side air duct 3204-a and side air duct 3204-b) are in a ventilated state.

[0090] As another example, when the first damper 3102-a rotates to position 3, the first damper 3102-b rotates to position 3, the second damper 3202-a rotates to position 6, and the second damper 3202-b rotates to position 11, the middle air duct 3103 and the side air duct 3204 (side air duct 3204-a and side air duct 3204-b) are in a closed state, and the first target air duct 3104 (first target air duct 3104-a and first target air duct 3104-b) and the second target air duct 3203 (second target air duct 3203-a and second target air duct 3203-b) are in a ventilated state.

[0091] like Figure 4 As shown, taking the foot as the target area as an example, the air conditioning unit 210 blows air to the user's feet in the vehicle through the air duct assembly 300. This can be done through the air outlet of the first target air duct 3104, the air outlet of the middle air duct 3103, the air outlet of the second target air duct 3203, and the air outlet of the side air duct 3204.

[0092] Specifically, taking the user as the driver and the left-hand drive seat of the vehicle as an example: the user's left foot is usually located at the left foot pedal, and the right foot is usually located at the brake and accelerator pedals. The air outlets of the first target air duct 3104-a and the second target air duct 3203-a can blow air directly onto the user's left foot; the air outlets of the first target air duct 3104-b and the second target air duct 3203-b can blow air directly onto the user's right foot; the air outlet of the side air duct 3204-a can blow air onto the area to the left of the user's left foot (such as the side wall of the left door); the air outlet of the side air duct 3204-b can blow air onto the area to the right of the user's right foot (such as the side wall of the passenger dashboard); and the air outlet of the middle air duct 3103 can blow air into the area between the user's two feet.

[0093] Understandably, the air outlets of the first target air duct 3104 and the second target air duct 3203 can directly blow air onto the user's feet, thus making full use of the airflow to quickly warm the feet. The air outlets of the side air duct 3204 and the middle air duct 3103 can avoid blowing air directly onto the user's feet, preventing the feet from overheating.

[0094] Understandably, compared to Figure 1 The ventilation structure 100 shown in the related art, and the ventilation component 300 in this embodiment, can provide all-around airflow to the user's feet and the surrounding area. For example, Figure 1 The air duct 102 in the central ventilation structure 100 can only blow directly to the right side of the user's left foot, while Figure 4 In the ventilation assembly 300, the air outlet of the first target air duct 3104-a can blow directly to the right side of the user's left foot, and the air outlet of the second target air duct 3203-a can blow directly to the left side of the user's left foot. Alternatively, air duct 104 can only blow directly to the left side of the user's right foot, while in this embodiment, the air outlet of the first target air duct 3104-b can blow directly to the left side of the user's right foot, and the air outlet of the second target air duct 3203-b can blow directly to the right side of the user's right foot. Furthermore, air duct 103 can only blow air into the middle area between the user's two feet, while in this embodiment, the air outlet of the middle air duct 3103 can blow air into the middle area between the user's two feet, and the air outlets of the side air ducts 3204-a and 3204-b can blow air towards the left side of the user's left foot and the right side of the user's right foot, thereby expanding the airflow range inside the vehicle.

[0095] In the embodiments of this application, since the air duct assembly includes a first air duct structure and / or a second air duct structure, when multiple ventilation structures blow air together, the air blowing range of the air conditioning unit through the air duct assembly can be expanded, achieving uniform air blowing to the vehicle interior and the user's target areas. Two first air dampers are provided in the first air duct structure, each corresponding to a first target air duct. The two first air dampers are rotatably connected to the first air duct shell to change the opening size of the air inlets of the two first target air ducts and the air inlet of the middle air duct. Thus, the first air dampers can be used to adjust one of the two first target air ducts and the middle air duct to be in a ventilated or closed state. Similarly, the second air dampers can be used to adjust one or more air ducts in the second target air duct and the side air duct to be in a ventilated or closed state, achieving adjustment of the air outlet direction and / or air volume. Based on the above scheme, the air duct assembly can adjust the air outlet direction and air volume, enabling the air duct assembly in the vehicle to meet the user's air blowing needs and improve vehicle comfort.

[0096] Optional, such as Figures 2-4As shown, the air duct assembly 300 in the vehicle provided in this application embodiment further includes: a first main air duct 3105 formed in a first air duct shell 3101, and a second main air duct 3205 formed in a second air duct shell 3201.

[0097] One end of the first main air duct 3105 is connected to the air conditioning unit 210 in the vehicle 200. The air inlets of the two first target air ducts 3104 and the air inlet of the intermediate air duct 3103 are all connected to the other end of the first main air duct 3105. In this way, the air conditioning unit 210 can blow out air through the first main air duct 3105 into the first target air ducts 3104 and the intermediate air duct 3103, and then blow it into the interior of the vehicle 200 from the air outlets of the first target air ducts 3104 and the intermediate air duct 3103.

[0098] One end of the second main air duct 3205 is connected to the air conditioning unit 210 in the vehicle 200. The air inlets of the second target air duct 3203 and the side air duct 3204 are both connected to the other end of the second main air duct 3205. In this way, the air conditioning unit 210 can blow out air through the second main air duct 3205 into the second target air duct 3203 and the middle air duct 3204, and then blow it into the interior of the vehicle 200 from the air outlets of the second target air duct 3203 and the middle air duct 3204.

[0099] For example, such as Figure 4 As shown, the second main air duct 3205 includes a second main air duct 3205-a and a second main air duct 3205-b. The air inlets of the second target air duct 3203-a and the side air duct 3204-a are both connected to the other end of the second main air duct 3205-a. The air inlets of the second target air duct 3203-b and the side air duct 3204-b are both connected to the other end of the second main air duct 3205-b.

[0100] Optional, such as Figures 2-4 As shown, the air duct assembly 300 in the vehicle provided in this application embodiment further includes: a first air duct structure 310 further includes a first air damper motor 3106. The second air duct structure 320 further includes two second air damper motors 3206, with each second air damper motor 3206 corresponding to a second air damper 3202.

[0101] The first damper motor 3106 drives the first damper 3102 to rotate. The second damper motor 3206 drives the second damper 3202 to rotate.

[0102] For example, such as Figure 4As shown, the first damper motor 3106 includes a first damper motor 3106-a and a first damper motor 3106-b. The first damper motor 3106-a is used to drive the first damper 3102-a to rotate, and the first damper motor 3106-b is used to drive the first damper 3106-b to rotate.

[0103] For example, such as Figure 4 As shown, the second damper motor 3206 includes a second damper motor 3206-a and a second damper motor 3206-b. The second damper motor 3206-a is used to drive the second damper 3202-a to rotate, and the second damper motor 3206-b is used to drive the second damper 3206-b to rotate.

[0104] Optional, such as Figure 2 As shown, vehicle 200 also includes damper controller 220.

[0105] The damper controller 220 is used to control the rotation of the first damper 3102 (first damper 3102-a and first damper 3102-b) and / or the rotation of the second damper 3202 (second damper 3202-a and second damper 3202-b).

[0106] For example, the damper controller 220 can send a first drive signal to the first damper motor 3106, which drives the first damper 3102 to rotate. Correspondingly, the damper controller 220 can also send a second drive signal to the second damper motor 3206, which drives the second damper 3202 to rotate.

[0107] The first driving signal and the second driving signal can carry position information.

[0108] For example, the damper controller 220 can send a first drive signal 1 to the first damper motor 3106-a, which drives the first damper 3102-a to rotate to position 2. The first drive signal 1 carries information about position 2.

[0109] For example, the damper controller 220 can send a second drive signal 1 to the second damper motor 3206-b, which in turn drives the second damper 3202-a to rotate to position 10. The second drive signal 1 carries information about position 10.

[0110] Optionally, the first drive signal and the second drive signal can carry the rotation angle and rotation direction (e.g., clockwise or counterclockwise). For example, the first damper motor 3106-b sends the first drive signal 2, driving the first damper 3102-b to rotate 15° clockwise. Here, the first drive signal 2 carries 15° and / or clockwise rotation. As another example, the second damper motor 3206-b sends the second drive signal 2, driving the second damper 3202-b to rotate 60° counterclockwise. Here, the second drive signal 2 carries 60° and / or counterclockwise rotation.

[0111] As an example, there can be multiple damper controllers 220, each of which can control one damper (such as a first damper 3102 or a second damper 3202). In other words, each damper controller corresponds one-to-one with a damper motor, and thus one-to-one with a damper. In this way, precise control of the damper by the damper controller can be achieved, thereby reducing erroneous control, and the failure of any damper controller will not affect the normal operation of other dampers.

[0112] Optionally, the damper controller 220 may include: damper controller 220-a, damper controller 220-b, damper controller 220-c, and damper controller 220-d. Damper controller 220-a corresponds to the first damper motor 3106-a, and further corresponds to the first damper 3102-a; damper controller 220-b corresponds to the first damper motor 3106-b, and further corresponds to the first damper 3102-b; damper controller 220-c corresponds to the second damper motor 3206-a, and further corresponds to the second damper 3202-a; damper controller 220-d corresponds to the second damper motor 3206-b, and further corresponds to the second damper 3202-b.

[0113] As another example, the number of damper controllers 220 can be one, which can be used to uniformly control the first damper 3102 and the second damper 3202. In this way, hardware consumption and circuit complexity can be reduced.

[0114] Optional, Figure 3 As shown, the air duct assembly 300 in the vehicle provided in this application embodiment also includes a temperature sensor 330.

[0115] The temperature sensor 330 is positioned at the point where the air inlet of the duct assembly 300 connects to the air conditioning unit 210. The temperature sensor 330 is used to detect the temperature of the air inlet of the duct assembly 300. For example, the temperature sensor 330 can collect the temperature of the air inlet of the duct assembly and convert it into a readable temperature value.

[0116] For example, the number of temperature sensors 330 can be one or more. When there are multiple temperature sensors 330, the temperature value at the air inlet of the duct assembly (i.e., the target temperature value below) can be the average of the temperature values ​​detected by the multiple temperature sensors 330.

[0117] Optionally, the temperature sensor 330 can also be placed in the first main air duct 3105 at one end connected to the air conditioning unit 220, or in the second main air duct 3205 at one end connected to the air conditioning unit 220.

[0118] Optionally, when there are multiple temperature sensors 330, the temperature sensors 330 can be placed at two or more of the following locations: the air inlet of the air duct assembly 300 connected to the air conditioning unit 210; the end of the first main air duct 3105 connected to the air conditioning unit 220; and the end of the second main air duct 3205 connected to the air conditioning unit 220.

[0119] For example, the temperature sensor 330 can be connected to the damper controller 220 so that the temperature sensor 330 sends a temperature signal carrying a temperature value to the damper controller 220. In this way, the damper controller 220 can determine the air outlet mode of the duct component corresponding to the temperature value in the temperature signal, and control the air outlet of the duct component based on the air outlet mode.

[0120] The specific steps for the damper controller 220 to determine the air outlet mode of the duct assembly and control the air outlet of the duct assembly based on the air outlet mode can be referred to in the following embodiments, which will not be repeated here.

[0121] For example, the connection between the temperature sensor 330 and the damper controller 220 can be a wired connection or a wireless connection. A wired connection can be an electrical connection or a connection via a preset standard communication protocol (such as CAN (Controller Area Network)). A wireless connection can be, for example, a Wi-Fi (Wireless Fidelity) connection, a Bluetooth (BT) connection, a ZigBee connection, or a Near Field Communication (NFC) connection; this application embodiment does not impose specific limitations on these methods.

[0122] The following describes a control method for an air duct assembly provided in an embodiment of this application.

[0123] In this application embodiment, the specific structure of the executing entity of the air duct component control method is not particularly limited, as long as it can communicate according to the air duct component control method of this application embodiment by running a program that records the code of the air duct component control method of this application embodiment. For example, the executing entity of the air duct component control method provided in this application embodiment can be the vehicle described in the above embodiments, or it can be a damper controller applied in a vehicle, or a control device for an air duct component applied in a damper controller, such as a chip.

[0124] In this embodiment of the application, the damper controller can be used as the executing entity of the control method for the air duct component for exemplary description.

[0125] like Figure 5 As shown, Figure 5 A flowchart illustrating a control method for a duct assembly provided for the implementation of this application is shown, the method comprising steps 501 to 503.

[0126] Step 501: The damper controller acquires the target temperature value.

[0127] The target temperature value is used to represent the temperature value at the air inlet of the air duct assembly.

[0128] As an example, the target temperature value can be data collected by a temperature sensor in the duct assembly, and the temperature sensor sends the collected target temperature value to the damper controller.

[0129] As another example, the target temperature value can also be determined by the damper controller based on the air outlet temperature set by the user for the air conditioning unit and the duration of air blowing by the air conditioning unit.

[0130] It is understandable that, since the target temperature value can represent the temperature of the air inlet of the air duct component, the temperature value of the air outlet of the air duct component can also be represented by the target temperature value when the air inlet and outlet of the air duct component are connected.

[0131] It's important to explain that the outlet air temperature set by the air conditioning unit may not be the same as the temperature value (target temperature value) at the air inlet of the duct assembly. Specifically, as air is blown from the air conditioning unit into the duct assembly, the temperature of the duct assembly (such as the air inlet) changes over time, approaching the outlet air temperature set by the air conditioning unit. In other words, the target temperature value is influenced by the outlet air temperature set by the air conditioning unit and the duration of airflow (or there may be a functional relationship between them). Thus, the damper controller can obtain the target temperature value based on the outlet air temperature set by the air conditioning unit and the duration of airflow.

[0132] For example, such as Figure 6 As shown, Figure 6This application provides a temperature diagram illustrating a heating operation. Taking a set air outlet temperature of 70°C for the air conditioning unit (which can be a user-defined value or a preset default value) as an example: For instance, when the air conditioning unit is not emitting air (i.e., time is 0), the initial temperature of the air inlet of the duct assembly is 0°C. As the blowing time gradually increases, the temperature of the air inlet of the duct assembly also increases. Specifically, after 5 minutes, the temperature of the air inlet of the duct assembly is 25°C; after 25 minutes, the temperature of the air inlet of the duct assembly is 45°C; and after 70 minutes, the temperature of the air inlet of the duct assembly approaches the set air outlet temperature (70°C) of the air conditioning unit.

[0133] It is understandable that, such as Figure 6 As shown, the air temperature in the foot pedal area increases over time, and the air temperature in the foot pedal area is usually lower than the target temperature. Therefore, this embodiment of the application can indirectly determine the air temperature in the foot pedal area by obtaining the target temperature value.

[0134] Step 502: The damper controller determines the target air outlet mode of the duct component corresponding to the target temperature value based on the target temperature value.

[0135] Among them, the air ducts in the ventilation state are different in the air duct components corresponding to different air outlet modes.

[0136] As an example, when the air duct assembly may include one first air duct structure (i.e., two first main air ducts and one intermediate air duct), different air outlet modes can be referenced as follows: Figure 7 The three modes are shown.

[0137] As another example, when the duct assembly may include two secondary duct structures (i.e., two secondary main ducts and two side ducts), different airflow patterns can be referenced as follows: Figure 8 The three modes are shown. It is understandable that... Figure 8 Take a second air duct structure as an example.

[0138] As another example, when the air duct assembly may include one first air duct structure (i.e., two first main air ducts and one intermediate air duct) and two second air duct structures (i.e., two second main air ducts and two side air ducts), different air outlet patterns can be combined with reference to... Figure 7-Figure 8 The three modes are shown.

[0139] For example, such as Figure 7-Figure 8As shown, the air duct components corresponding to different air outlet modes can refer to some air ducts in the air duct component being in a ventilated state and others being in a closed state. This allows the air outlets of the air ducts in the ventilated state (such as the first target air duct and the second target air duct) to blow air, while the air outlets of the air ducts in the closed state (such as the middle air duct and the side air duct) cannot blow air.

[0140] For example, such as Figure 7-Figure 8 As shown, the airflow modes can include a mode that blows directly to the feet, a mode that avoids blowing directly to the feet, and a mode that blows directly to the feet while avoiding blowing directly to the feet. The air duct components that are in ventilation mode differ for each mode.

[0141] Understandably, different airflow modes can adjust the airflow from the vents while also regulating the airflow through different ducts. For example, in the mode where the airflow is directed towards the feet while avoiding direct airflow towards the feet, the airflow from the vents is greater compared to other modes.

[0142] For a detailed description of step 502, please refer to the following embodiments, which will not be repeated here.

[0143] Step 503: The damper controller controls the airflow of the duct assembly based on the target airflow mode.

[0144] For example, the damper controller can send drive signals to the first damper motor and / or the second damper motor to drive the corresponding first damper and / or second damper to rotate, thereby controlling the air outlet in the first duct structure and / or the second duct structure.

[0145] Optionally, the damper controller can also control the airflow of the duct assembly in other ways, such as by using pressure relief bypass duct technology, heat diversion mechanism technology, etc. The above technologies can refer to existing technologies and will not be elaborated here.

[0146] Normally, the air temperature in the footwell area is lower than the temperature at the air inlet of the duct assembly. For example... Figure 6 As shown, the air temperature in the foot pedal area increases over time, and this temperature is typically lower than the target temperature. Therefore, this embodiment of the application can indirectly determine the air temperature in the foot pedal area by obtaining the target temperature value. Furthermore, by determining the target temperature value and then determining the airflow mode based on it, this embodiment of the application can pre-adjust the airflow of the duct assembly before the air temperature in the foot pedal area becomes too high, thus improving the user experience.

[0147] In this embodiment, the air duct assembly in the vehicle includes a first air duct structure and / or a second air duct structure. The first air duct structure includes a central air duct and two first target air ducts, and the second air duct structure includes a second target air duct and a side air duct. Since different air outlet modes correspond to different air ducts in the air duct assembly in a ventilated state, the direction of the air outlet of the air duct assembly can be adjusted by adjusting whether the air ducts in the air duct assembly are in a ventilated or closed state, thereby achieving different air outlet directions for different air outlet modes. Since different temperature values ​​in the air inlet of the air duct assembly correspond to different air outlet modes, the target air outlet mode corresponding to the target temperature value can be determined based on the obtained target temperature value. Based on this, this solution can control the air outlet of the air duct assembly based on the target air outlet mode, thereby meeting the user's changing airflow needs throughout the vehicle's operation and improving the user's driving comfort.

[0148] To more clearly illustrate the content of this solution, the following embodiments use the heating function of an air conditioning unit as an example to explain the control method of an air duct assembly provided in this application. Of course, the control method of an air duct assembly provided in this application can also be applied to the cooling function of an air conditioning unit.

[0149] In one possible embodiment of this application, step 502 includes the following three cases (case 1 to case 3):

[0150] Case 1: If the target temperature value is within the first temperature range, the damper controller determines the target air outlet mode as the first air outlet mode. The first air outlet mode is defined as the ventilation state of the middle duct of the first duct structure and / or the ventilation state of the side duct of the second duct structure within the duct assembly.

[0151] Scenario 2: If the target temperature value is within the second temperature range, the damper controller determines the target air outlet mode as the second air outlet mode. The second air outlet mode is defined as follows: in the duct assembly, the first target duct and the intermediate duct of the first duct structure are in a ventilation state, and / or the second target duct and the side duct of the second duct structure are in a ventilation state.

[0152] Case 3: If the target temperature value is within the third temperature range, the damper controller determines the target air outlet mode as the third air outlet mode. The third air outlet mode is defined as follows: in the duct assembly, the first target duct of the first duct structure is in a ventilation state, and / or the second target duct of the second duct structure is in a ventilation state.

[0153] For example, any one of the first temperature range, the second temperature range, and the third temperature range may include one or more adjacent or non-adjacent temperature intervals, and two temperature intervals may be divided by temperature boundary values.

[0154] like Figure 6 As shown, the temperature boundary values ​​may include temperature boundary value T1, temperature boundary value T2, temperature boundary value T3, and temperature boundary value T4. Wherein, T1 can be 5℃, T2 can be 25℃, T3 can be 45℃, and T4 can be 64℃. Each temperature boundary value can be pre-configured by the damper controller or manually set; this embodiment does not impose specific limitations on this.

[0155] It should be noted that, Figure 6 This is an example diagram illustrating the vehicle's current drive mode as either internal combustion engine drive mode or hybrid drive mode. In other words, Figure 6 The temperature change curves of the air outlet of the central air duct and the air temperature change curve of the foot pedal area are examples of the change curves in the internal combustion engine drive mode or the hybrid drive mode.

[0156] certainly, Figure 6 Although the variation curves in the figure take the current driving mode as internal combustion engine driving mode or hybrid driving mode as an example, they only represent the temperature values ​​of the air outlet of the air blowing duct at different time periods starting from the start of the vehicle (when the time is 0 minutes).

[0157] The vehicle drive mode type applicable to the air outlet modes corresponding to different temperature ranges proposed in this application embodiment is not limited.

[0158] For example, based on temperature boundary values ​​T1 to T4, five temperature ranges can be determined: (-∞, T1] is temperature range 1, (T1, T2] is temperature range 2, (T2, T3] is temperature range 3, (T3, T4] is temperature range 4, and (T4, +∞) is temperature range 5. The first temperature range may include temperature range 1 and temperature range 5, the second temperature range may include temperature range 2 and temperature range 4, and the third temperature range may include temperature range 3.

[0159] As an example, if the target temperature value (e.g., 0°C) falls within temperature range 1, the damper controller determines that the target temperature value is within a first temperature range and determines the first air outlet mode (air outlet mode 1) corresponding to the first temperature range. For example, the first air outlet mode can be defined as follows: Figure 7-Figure 8 The air outlet mode 1 shown depicts the following: the middle air duct (air duct B) in the first air duct structure and the side air duct (air duct B) in the second air duct structure are in a ventilated state; correspondingly, the first target air duct (air duct A) in the first air duct structure and the second target air duct (air duct A) in the second air duct structure are in a closed state. It is understandable that when the target temperature is below T1, the vehicle is typically in a cold start condition, and the temperature within the air duct assembly is relatively low. Air outlet mode 1 prevents cold air from blowing directly onto the feet.

[0160] As another example, if the target temperature value (e.g., 10℃) falls within temperature range 2, the damper controller determines that the target temperature value is within the second temperature range and determines the second air outlet mode (air outlet mode 2) corresponding to the second temperature range. For example, the second air outlet mode can be described as follows: Figure 7-Figure 8 The airflow mode 2 shown is as follows: the first target air duct (air duct A) of the first air duct structure and the second target air duct (air duct A) of the second air duct structure are in ventilation mode, as are the middle air duct (air duct B) in the first air duct structure and the side air duct (air duct B) in the second air duct structure. It can be understood that after the air conditioning unit has been blowing air for a period of time, the temperature value in the air duct assembly rises, but the temperature value reached (the temperature value within temperature range 2) has not yet reached a comfortable temperature for the feet. Therefore, each air duct in the air duct assembly can be in ventilation mode. For example, some air duct outlets blow directly onto the feet, while others avoid blowing onto the feet, allowing the feet to gradually adapt to the temperature of the blowing air and avoiding discomfort caused by a sudden increase in temperature. Furthermore, this also helps to accelerate the uniformization of the air temperature inside the vehicle. Simultaneously, in cases of poor sealing on the door sides, the side air ducts in the second air duct structure, for example, can reduce interference from external air on the vehicle's internal heating.

[0161] As another example, if the target temperature value (e.g., 30℃) falls within temperature range 3, the damper controller determines that the target temperature value is within the third temperature range and determines the third air outlet mode (air outlet mode 3) corresponding to the third temperature range. For example, the third air outlet mode can be referenced as follows: Figure 7-Figure 8 The air outlet mode 3 shown is as follows: the first target air duct (air duct A) of the first air duct structure and the second target air duct (air duct A) of the second air duct structure are in a ventilated state; correspondingly, the middle air duct (air duct B) in the first air duct structure and the side air duct (air duct B) of the second air duct structure are in a closed state. It can be understood that when the target temperature value is within temperature range 3, the temperature in the air duct assembly has usually risen to a suitable temperature range, so the air blown out by the air conditioning unit can be directed directly to the feet, thus making full use of the warm air to achieve a heating effect and improving user comfort.

[0162] As another example, when the target temperature value (e.g., 50°C) falls within temperature range 4, the damper controller determines that the target temperature value is within a second temperature range and determines the second airflow mode (airflow mode 2) corresponding to the second temperature range. It is understandable that when the target temperature value is within temperature range 4, the temperature in the air duct assembly is typically higher. To prevent overheating of the feet, part of the air blown from the air conditioning unit can be blown out through vents such as side or center ducts, while the other part can be directed towards the feet. This ensures a certain heating effect while preventing overheating of the feet; and in cases of poor sealing on the door sides, it can reduce interference from outside air on the vehicle's interior heating system.

[0163] As another example, when the target temperature value (e.g., 70°C) falls within temperature range 5, the damper controller determines that the target temperature value is within a first temperature range and determines the first airflow mode (airflow mode 1) corresponding to the first temperature range. It is understandable that when the target temperature value is within temperature range 5, the temperature in the air duct assembly is typically too high. To avoid burning the feet, the air blown out of the air conditioning unit can be directed from the air outlet of, for example, a side duct or a central duct, avoiding direct airflow onto the feet.

[0164] In this embodiment, the air outlet mode corresponding to the temperature range of the target temperature value is determined, which can increase the flexibility of the air outlets of different air ducts and improve the user experience.

[0165] In one possible embodiment of this application, the method provided in this application further includes: the damper controller acquiring the current driving mode of the vehicle and / or the target parameters of the target door in the vehicle. Then, step 503 above includes: the damper controller determining the target air outlet mode based on the target temperature value, the current driving mode, and / or the target parameters.

[0166] Among them, the target doors of the vehicle are the doors on both sides of the vehicle, and the target parameters are used to indicate the degree of sealing of the doors.

[0167] For example, different drive modes can refer to the vehicle's power source and driving method. Drive modes could include internal combustion engine drive mode, electric drive mode, hybrid drive mode, etc.

[0168] For example, the target parameters of a vehicle door can represent the degree of sealing of the doors on both sides of the vehicle. For instance, the target parameters can be sealing performance indicators (air tightness, water tightness, etc.), door sealing materials, design structure, noise control performance, etc.

[0169] Regarding how the damper controller determines the target air outlet mode based on the target temperature value, the current drive mode, and / or target parameters, please refer to the following embodiments, which will not be elaborated here.

[0170] In one possible embodiment of this application, step 502 above further includes the following three cases (cases 4 to 7):

[0171] Case 4: If the target temperature value is within the third temperature range and the target parameters do not meet the preset conditions, the damper controller will determine the target air outlet mode as the second air outlet mode.

[0172] Case 5: If the target temperature value is within the third temperature range and the drive mode is an internal combustion engine drive mode or a hybrid drive mode, the damper controller determines the target air outlet mode as the first air outlet mode.

[0173] Case 6: If the target temperature value is within the fourth temperature range and the drive mode is electric drive mode, and the target parameters meet the preset conditions, the damper controller determines the target air outlet mode to be the third air outlet mode. Here, the fourth temperature range is a sub-interval of the second temperature range.

[0174] Case 7: If the target temperature value is within the fifth temperature range and the drive mode is pure electric drive mode, the damper controller determines the target air outlet mode as the third air outlet mode. Here, the fifth temperature range is a sub-interval of the first temperature range.

[0175] For example, the fourth temperature range may refer to the above embodiments and Figure 6 Temperature range 3. The fourth temperature range may refer to the above embodiments and Figure 6 Temperature range 4. The fifth temperature range may refer to the above embodiments and Figure 6 The temperature range is 5.

[0176] For example, preset conditions can be used to measure the sealing degree of the vehicle's side doors. For instance, if the target parameters meet the preset conditions, it means that the sealing degree of the vehicle's side doors is high; if the target parameters do not meet the preset conditions, it means that the sealing degree of the vehicle's side doors is low.

[0177] As an example, if the target temperature value (e.g., 40℃) falls within temperature range 3 (i.e., the third temperature range), and the target parameters do not meet the preset conditions, the damper controller determines the target airflow mode as the second airflow mode (airflow mode 2). It is understandable that when the sealing of the side doors is poor, the middle and side airflow ducts can be controlled to be in a ventilated state while the first and second target airflow ducts are in a ventilated state. This can prevent cold air from outside the vehicle from entering the vehicle due to air leakage caused by poor door sealing.

[0178] As another example, when the target temperature (e.g., 38℃) falls within temperature range 3 (i.e., the third temperature range), and the driving mode is either internal combustion engine drive mode or hybrid drive mode, the damper controller determines the target airflow mode as the first airflow mode (airflow mode 1). It's understandable that because the vehicle's driving mode is internal combustion engine drive mode or hybrid drive mode, which typically uses the engine to warm up the vehicle, the interior temperature rises relatively quickly. Therefore, avoiding direct airflow to the feet can prevent overheating and a poor user experience during subsequent warm-up.

[0179] It should be noted that when the driving mode is internal combustion engine drive mode or hybrid drive mode, the vehicle is driven by the engine. The heat from the air conditioning vents comes from the engine and the air conditioning system. Since the vehicle is engine-driven, the engine heat directly affects the air conditioning vent temperature, inevitably causing the temperature in the air duct components to change more rapidly over a certain period of time. This can make the current airflow mode unsuitable. Therefore, it is necessary to adjust the airflow direction of the air vents according to the vent temperature. Thus, before a sudden increase in temperature (e.g., when the target temperature is in temperature range 3), the target airflow mode can be adjusted in advance to prevent discomfort to the user's feet caused by a sudden temperature increase.

[0180] As another example, if the target temperature (e.g., 55°C) falls within temperature range 4 (i.e., the fourth temperature range), and the driving mode is electric drive mode, and the target parameters meet preset conditions, the damper controller determines the target air outlet mode as the third air outlet mode (air outlet mode 3). It is understood that the vehicle's driving mode is electric drive mode, which typically utilizes a battery-powered electric auxiliary heater (such as a PTC heater). Since vehicles in electric drive mode usually control air temperature via PTC power, and the doors on both sides have a high degree of sealing, using the third air outlet mode can save energy consumption.

[0181] As another example, if the target temperature (e.g., 70°C) falls within temperature range 5 (i.e., the fifth temperature range) and the drive mode is electric drive mode, the damper controller determines the target airflow mode as the third airflow mode. Since vehicles in electric drive mode typically control airflow temperature via PTC power, the airflow temperature can be controlled if the target temperature is too high, thus preventing overheating of the feet.

[0182] In this embodiment, the target air outlet mode is determined by combining the target temperature value, the current driving mode, and / or driving parameters, which further improves the flexibility of selecting different air outlet modes.

[0183] Based on the air outlet modes corresponding to each temperature range described in the above embodiments, the contents of the air outlet modes are summarized as shown in Table 1.

[0184] Table 1 Air Supply Mode Table

[0185]

[0186] In one possible embodiment of this application, step 501 includes: the damper controller obtains the target temperature value through a temperature sensor in the duct assembly.

[0187] For example, the damper controller can obtain the target temperature value from the temperature sensor by connecting to it. This can improve the accuracy of the obtained target temperature value.

[0188] As an example, when there is only one temperature sensor, the damper controller can use the temperature value 1 obtained from the temperature sensor as the target temperature value.

[0189] As another example, when there are multiple temperature sensors (e.g., three temperature sensors), the damper controller can use the average of the sums of temperature values ​​2, 3, and 4 obtained from these three temperature sensors as the target temperature value. This average value can be an arithmetic mean or other average values ​​(e.g., a geometric mean), and this embodiment does not impose any specific limitations on it.

[0190] like Figure 9 As shown, Figure 9 Taking the vehicle control process using a damper controller as an example, the specific implementation steps of a duct component control method provided in this application embodiment are described below:

[0191] S901. The damper controller acquires the target temperature value.

[0192] For example, S901 is the same as step 501 above and the optional embodiments, and will not be repeated here.

[0193] S902. The damper controller acquires the vehicle's current drive mode and / or the target parameters of the doors on both sides of the vehicle.

[0194] For example, the drive mode may include internal combustion engine drive mode, electric drive mode, hybrid drive mode, etc.

[0195] For example, target parameters can represent the sealing degree of the vehicle's side doors. These target parameters could include sealing performance indicators (air tightness, water tightness, etc.), door sealing materials, design structure, noise control performance, etc.

[0196] S903. The process by which the damper controller determines the target airflow pattern may include:

[0197] S9031. If the target temperature value is within the first temperature range, the damper controller determines the target air outlet mode as the first air outlet mode.

[0198] S9032. If the target temperature value is within the second temperature range, the damper controller determines the target air outlet mode as the second air outlet mode.

[0199] S9033. If the target temperature value is within the third temperature range, the damper controller determines the target air outlet mode as the third air outlet mode.

[0200] S9034. If the target temperature value is within the third temperature range and the drive mode is an internal combustion engine drive mode or a hybrid drive mode, the damper controller determines the target air outlet mode as the first air outlet mode.

[0201] S9035. If the target temperature value is within the third temperature range and the target parameters do not meet the preset conditions, the damper controller determines the target air outlet mode as the second air outlet mode.

[0202] S9036. If the target temperature value is within the fourth temperature range and the drive mode is electric drive mode, and the target parameters meet the preset conditions, the damper controller determines the target air outlet mode to be the third air outlet mode. The fourth temperature range is a sub-interval of the second temperature range.

[0203] S9037. If the target temperature value is within the fifth temperature range and the drive mode is pure electric drive mode, the damper controller determines the target air outlet mode as the third air outlet mode. The fifth temperature range is a sub-interval of the first temperature range.

[0204] For example, S9031 to S9037 in S903 are the same as step 502, optional embodiments and Table 1 above, and will not be repeated here.

[0205] S904. The damper controller controls the damper motor corresponding to the target air outlet mode to drive the corresponding damper to rotate based on the target air outlet mode.

[0206] The S904 can be referenced in the above text. Figure 4 And examples are provided for description.

[0207] As an example, such as Figure 4 As shown, when the target air outlet mode is the first air outlet mode, the damper controller 220 can control: the first damper motor 3106-a to drive the first damper 3102-a to rotate to position 1, the first damper motor 3106-b to drive the first damper 3102-b to rotate to position 5; and the second damper motor 3206-a to drive the second damper 3202-a to rotate to position 8, and the second damper motor 3206-b to drive the second damper 3202-b to rotate to position 9.

[0208] As another example, such as Figure 4 As shown, when the target air outlet mode is the second air outlet mode, the damper controller 220 can control: the first damper motor 3106 to drive the first damper 3102-a to rotate to position 2, the first damper motor 3106-b to drive the first damper 3102-b to rotate to position 4; and the second damper motor 3206-a to drive the second damper 3202-a to rotate to position 7, and the second damper motor 3206-b to drive the second damper 3202-b to rotate to position 10.

[0209] As another example, such as Figure 4 As shown, when the target air outlet mode is the third air outlet mode, the damper controller 220 can control: the first damper motor 3106 to drive the first damper 3102-a to rotate to position 1, the first damper motor 3106-b to drive the first damper 3102-b to rotate to position 5; and the second damper motor 3206-a to drive the second damper 3202-a to rotate to position 8, and the second damper motor 3206-b to drive the second damper 3202-b to rotate to position 9.

[0210] The following is combined with Figure 10 The control device for the air duct assembly provided in the embodiments of this application will be described in detail.

[0211] Figure 10 This is a schematic diagram of the structure of a control device for an air duct assembly provided in an embodiment of this application.

[0212] For example, such as Figure 10 As shown, the device includes:

[0213] The acquisition module 1010 is used to acquire the target temperature value; the target temperature value is used to represent the temperature value of the air inlet of the air duct component.

[0214] The determination module 1020 is used to determine the target air outlet mode of the air duct component corresponding to the target temperature value based on the target temperature value; wherein, different air outlet modes correspond to different air ducts in the air duct component that are in the ventilation state.

[0215] The control module 1030 is used to control the airflow of the duct component based on the target airflow mode.

[0216] In one possible implementation, the determining module 1020 is used to determine the target air outlet mode as a first air outlet mode if the target temperature value is within a first temperature range; determine the target air outlet mode as a second air outlet mode if the target temperature value is within a second temperature range; and determine the target air outlet mode as a third air outlet mode if the target temperature value is within a third temperature range.

[0217] In one possible implementation, the acquisition module 1010 is used to acquire the current driving mode of the vehicle and / or the target parameters of the target door in the vehicle.

[0218] In one possible implementation, the determining module 1020 is used to determine the target air outlet mode based on the target temperature value, the current driving mode, and / or the target parameters.

[0219] In one possible implementation, the determining module 1020 is configured to determine the target air outlet mode as the second air outlet mode if the target temperature value is within the third temperature range and the target parameters do not meet the preset conditions; determine the target air outlet mode as the first air outlet mode if the target temperature value is within the third temperature range and the driving mode is an internal combustion engine driving mode or a hybrid driving mode; determine the target air outlet mode as the third air outlet mode if the target temperature value is within the fourth temperature range and the driving mode is an electric driving mode and the target parameters meet the preset conditions, wherein the fourth temperature range is a sub-interval of the second temperature range; and determine the target air outlet mode as the third air outlet mode if the target temperature value is within the fifth temperature range and the driving mode is a pure electric driving mode, wherein the fourth temperature range is a sub-interval of the first temperature range.

[0220] In one possible implementation, the acquisition module 1010 is used to acquire the target temperature value through a temperature sensor in the air duct assembly.

[0221] It should be noted that the control device for the air duct assembly provided in the above embodiments is only illustrated by the division of the above functional modules when executing the control method for the air duct assembly. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the equipment can be divided into different functional modules to complete all or part of the functions described above.

[0222] Furthermore, the control device and control method of the air duct assembly provided in the above embodiments belong to the same concept. Therefore, for details not disclosed in the device embodiments of this specification, please refer to the above embodiments of the control method of the air duct assembly in this specification, which will not be repeated here.

[0223] Figure 11 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0224] For example, vehicle 1100 includes: processor 1110, memory 1120 and executable program code 1130;

[0225] For example, vehicle 1100 and Figure 2 In this context, vehicle 100 represents the same vehicle.

[0226] For example, memory 1120 is used to store executable program code; processor 1110 is used to call and execute the executable program code; executable program code 1130 is used to implement a control method for an air duct component.

[0227] This application can divide the vehicle into functional modules based on the above method example. For example, each module can correspond to a separate functional module, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0228] When each functional module is divided according to its corresponding function, the vehicle may include: an acquisition module, a determination module, a control module, etc. It should be noted that all relevant content of each step involved in the above method embodiments can be referenced from the functional description of the corresponding functional module, and will not be repeated here.

[0229] The vehicle provided in this application is used to execute the control method of the above-mentioned air duct component, and thus can achieve the same effect as the above-mentioned implementation method.

[0230] When using integrated units, the vehicle may include a processing module and a storage module. The processing module is used to control and manage the vehicle's actions. The storage module supports the vehicle in executing program code and data.

[0231] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits as disclosed in this application. The processor may also be a combination of functions that implement computing capabilities, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc., and the storage module may be a memory.

[0232] This application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of any of the methods described in the foregoing embodiments. The computer-readable storage medium may include, but is not limited to, any type of disk, including floppy disks, optical disks, Digital Video Discs (DVDs), Compact Disc Read-Only Memory (CD-ROMs), microdrives, as well as magneto-optical disks, read-only memory (ROMs), random access memory (RAMs), erasable programmable read-only memory (EPROMs), electrically erasable programmable read-only memory (EEPROMs), dynamic random access memory (DRAMs), video random access memory (VRAMs), flash memory devices, magnetic cards or optical cards, nanosystems (including molecular memory ICs), or any type of medium or device suitable for storing instructions and / or data.

[0233] This application also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned related steps to implement a control method for a duct component in the above embodiments.

[0234] In addition, the vehicle provided in the embodiments of this application may specifically be a chip, component or module. The vehicle may include a connected processor and a memory. The memory is used to store instructions. When the vehicle is running, the processor may call and execute the instructions to make the chip execute a control method for a duct component in the above embodiments.

[0235] The vehicle, computer-readable storage medium, computer program product or chip provided in this application are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can be referred to the beneficial effects of the corresponding methods provided above, and will not be repeated here.

[0236] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0237] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0238] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A duct assembly, characterized in that, The air inlet of the air duct assembly is connected to the air conditioning unit; the air duct assembly includes a first air duct structure and two second air duct structures; the air duct assembly is used to blow air to the user's target area; The first air duct structure includes: a first air duct shell and two first air dampers; an intermediate air duct and two first target air ducts are formed inside the first air duct shell; the first air dampers correspond one-to-one with the first target air ducts; the two first air dampers are rotatably connected to the first air duct shell to change the opening size of the air inlets of the two first target air ducts and the air inlet of the intermediate air duct; the air outlets of the two first target air ducts and the air outlet of the intermediate air duct are spaced apart. The second air duct structure includes: a second air duct shell and a second air damper; a second target air duct and a side air duct are formed inside the second air duct shell; the second air damper is rotatably connected to the second air duct shell to change the opening size of the air inlet of the second target air duct and the air inlet of the side air duct; the air outlet of the second target air duct and the air outlet of the side air duct are spaced apart.

2. The air duct assembly as described in claim 1, characterized in that, A first main air duct is formed inside the first air duct shell; one end of the first main air duct is used to connect with the air conditioning unit; the air inlets of the two first target air ducts and the air inlet of the intermediate air duct are all connected to the other end of the first main air duct; A second main air duct is formed inside the second air duct shell; one end of the second main air duct is used to communicate with the air conditioning unit; the air inlet of the second target air duct and the air inlet of the side air duct are both connected to the other end of the second main air duct.

3. The air duct assembly as described in claim 1, characterized in that, The first air duct structure also includes a first damper motor, which is used to drive the first damper to rotate; The second air duct structure also includes two second damper motors; each second damper motor corresponds to a second damper; the second damper motor drives the second damper to rotate.

4. The air duct assembly as described in claim 1, characterized in that, The air duct assembly also includes a temperature sensor, which is located at the position where the air inlet of the air duct assembly communicates with the air conditioning unit. The temperature sensor is used to detect the temperature of the air inlet of the air duct assembly.

5. The air duct assembly as described in claim 1, characterized in that, The duct assembly is also connected to a damper controller, which controls the rotation of the first damper and / or the second damper.

6. The air duct assembly as described in claim 1, characterized in that, The air duct assembly is a foot-blowing air duct assembly, and the target area is the foot.

7. The air duct assembly as claimed in claim 1, wherein the air duct assembly is installed in a vehicle, and the air inlet of the air duct assembly is connected to the air conditioning unit of the vehicle.

8. A control method for an air duct assembly, characterized in that, The method is applied to the air duct assembly as described in any one of claims 1 to 7, comprising: Obtain the target temperature value; the target temperature value is used to represent the temperature value of the air inlet of the air duct assembly; Based on the target temperature value, a target air outlet mode for the air duct assembly corresponding to the target temperature value is determined; wherein, different air outlet modes correspond to different air ducts in the air duct assembly that are in a ventilated state; The airflow of the duct assembly is controlled based on the target airflow mode.

9. The method according to claim 8, characterized in that, The step of determining the target air outlet mode of the duct component corresponding to the target temperature value based on the target temperature value includes: If the target temperature value is within the first temperature range, then the target air outlet mode is determined to be the first air outlet mode; The first air outlet mode is that, in the air duct assembly, the middle air duct of the first air duct structure is in a ventilation state, and / or, the side air duct of the second air duct structure is in a ventilation state; If the target temperature value is within the second temperature range, then the target air outlet mode is determined to be the second air outlet mode; The second air outlet mode is that, in the air duct assembly, the first target air duct and the intermediate air duct of the first air duct structure are in a ventilation state, and / or, the second target air duct and the side air duct of the second air duct structure are in a ventilation state; If the target temperature value is within the third temperature range, then the target air outlet mode is determined to be the third air outlet mode; The third air outlet mode is that, in the air duct assembly, the first target air duct of the first air duct structure is in a ventilation state, and / or, the second target air duct of the second air duct structure is in a ventilation state.

10. The method according to claim 9, characterized in that, The air duct assembly is installed in the vehicle, and the method further includes: Obtain the current driving mode of the vehicle and / or the target parameters of the target door in the vehicle; wherein the target door is the door on both sides of the vehicle, and the target parameters are used to indicate the sealing degree of the door; The step of determining the target air outlet mode of the duct component corresponding to the target temperature value based on the target temperature value includes: The target air outlet mode is determined based on the target temperature value, the current driving mode, and / or the target parameters.

11. The method according to claim 10, characterized in that, Determining the target air outlet mode based on the target temperature value, the current driving mode, and / or the target parameters includes: If the target temperature value is within the third temperature range and the target parameter does not meet the preset conditions, then the target air outlet mode is determined to be the second air outlet mode; If the target temperature value is within the third temperature range, and the driving mode is an internal combustion engine driving mode or a hybrid mode, then the target air outlet mode is determined to be the first air outlet mode. If the target temperature value is within the fourth temperature range and the driving mode is electric driving mode, and the target parameter meets the preset condition, then the target air outlet mode is determined to be the third air outlet mode, and the fourth temperature range is a sub-interval of the second temperature range. If the target temperature value is within the fifth temperature range and the driving mode is a pure electric driving mode, then the target air outlet mode is determined to be the third air outlet mode, and the fifth temperature range is a sub-interval of the first temperature range.

12. The method according to any one of claims 8 to 11, characterized in that, The acquisition of the target temperature value includes: The target temperature value is obtained through a temperature sensor in the air duct assembly.

13. A control device for an air duct assembly, characterized in that, The apparatus is configured to perform the method as described in any one of claims 8 to 12, the apparatus comprising: An acquisition module is used to acquire a target temperature value; the target temperature value is used to represent the temperature value of the air inlet of the air duct assembly. The determining module is used to determine the target air outlet mode of the air duct assembly corresponding to the target temperature value based on the target temperature value; wherein, different air outlet modes correspond to different air ducts in the air duct assembly that are in the ventilation state; The control module is used to control the airflow of the duct assembly based on the target airflow mode.

14. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the vehicle to perform the method as described in any one of claims 8 to 12.

15. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed, implements the method as described in any one of claims 8 to 12.

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