Vehicle control method, vehicle-mounted controller, vehicle control system and automobile

Abstract

The invention discloses a vehicle control method, a vehicle-mounted controller, a vehicle control system and an automobile. The method comprises the following steps: acquiring first detection data corresponding to a temperature control module; clamping stagnation risk detection is carried out based on the first detection data, and a clamping stagnation risk detection result corresponding to the temperature control module is determined; if the clamping stagnation risk detection result shows that the first-level clamping stagnation risk exists, an interaction relieving request is sent to the user side based on an interaction relieving strategy, and the target component is controlled to work in response to a confirmation response of the user side so as to relieve the clamping stagnation risk of the temperature control module; and if the clamping stagnation risk detection result shows that the second-level clamping stagnation risk exists, the target component is controlled to work based on a forced removal strategy so as to remove the clamping stagnation risk of the temperature control module. According to the method, the clamping stagnation risk of the temperature control module can be reasonably relieved according to the severity degree of the clamping stagnation risk, the safety performance of the whole vehicle can be effectively guaranteed, and high application value is achieved.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile thermal management, and in particular to a vehicle control method, a vehicle-mounted controller, a vehicle control system and an automobile. Background Art

[0002] In the related art, the thermal management system includes a temperature control module and multiple cooling circuits and warm air circuits, which are used to control the temperature of the vehicle. In this context, the temperature control module is widely favored because it can electrically control multiple cooling circuits in the thermal management system, quickly respond to temperature changes, and intelligently control the flow of each circuit of the thermal management system. However, the temperature control module faces the problem of stuck risk in actual application: when the valve body of the temperature control module is stuck, the temperature control module has a stuck risk. When the temperature control module has a stuck risk, the opening and closing functions of its water inlet and outlet will be affected, which will cause a series of problems such as abnormal opening and closing of the circuits in the thermal management system and abnormal flow control, and finally lead to abnormal control and alarm of the thermal management system. Therefore, it is very important to reasonably eliminate the stuck risk of the temperature control module for the normal operation of the thermal management system. Summary of the invention

[0003] The embodiments of the present invention provide a vehicle control method, a vehicle-mounted controller, a vehicle control system and a vehicle to solve the problem of how to reasonably eliminate the risk of a temperature control module being stuck.

[0004] A vehicle control method, comprising: Acquire first detection data corresponding to the temperature control module; Performing a stuck risk detection based on the first detection data, and determining a stuck risk detection result corresponding to the temperature control module; If the jam risk detection result is that there is a first-level jam risk, based on the interaction release strategy, a request to release the interaction is sent to the user terminal, and in response to a confirmation response from the user terminal, the target component is controlled to work, so as to release the jam risk of the temperature control module; If the jam risk detection result is that there is a secondary jam risk, based on a forced release strategy, the target component is controlled to work so as to release the jam risk of the temperature control module; The severity of the first-level stuck risk is less than the severity of the second-level stuck risk.

[0005] Preferably, before acquiring the first detection data corresponding to the temperature control module, the vehicle control method further includes: Get current vehicle data; If the current vehicle data meets the preset detection condition, the step of acquiring the first detection data corresponding to the temperature control module is performed.

[0006] Preferably, the current vehicle data includes a current parking duration; and the preset detection condition is that the current parking duration is greater than a first duration threshold.

[0007] Preferably, the current vehicle data further includes local longitude and latitude, a first ambient temperature and a first ambient humidity; and the first duration threshold is determined based on the local longitude and latitude, the first ambient temperature and the first ambient humidity.

[0008] Preferably, the obtaining of first detection data corresponding to the temperature control module includes: At a first time interval, N test pulse signals are sequentially sent to the temperature control module, so that the temperature control module rotates to a target angle based on the test pulse signals, and first detection data corresponding to the temperature control module is obtained, wherein the first detection data includes rotation times corresponding to the N test pulse signals, wherein N≥2; The performing a stuck risk detection based on the first detection data to determine a stuck risk detection result corresponding to the temperature control module includes: Determine the current number of rotation times corresponding to the test pulse signal exceeding a second duration threshold range; If the current number is 0, then determining that the stuck risk detection result is that there is no stuck risk; If the current number is not 0 and not N, it is determined that the jam risk detection result is that there is a first-level jam risk; If the current number is N, it is determined that the stuck risk detection result is that there is a second-level stuck risk.

[0009] Preferably, the first detection data includes a first measured current; The performing a stuck risk detection based on the first detection data to determine a stuck risk detection result corresponding to the temperature control module includes: If the first measured current is less than a first current threshold, determining that the stuck risk detection result is that there is no stuck risk; If the first measured current is not less than the first current threshold, determining that the stuck risk detection result is that there is a first-level stuck risk, sending a request to release interaction to the user terminal based on the interaction release strategy, and in response to a negative response from the user terminal, monitoring the number of consecutive times that the first measured current is not less than the second current threshold; If the consecutive number is less than the preset number, the stuck risk detection result is determined to be a first-level stuck risk; If the consecutive number is not less than the preset number, it is determined that the stuck risk detection result is that there is a secondary stuck risk.

[0010] Preferably, the obtaining of first detection data corresponding to the temperature control module includes: Detecting a second measured current corresponding to the temperature control module at a first time interval; If the second measured current is less than the first current threshold, repeatedly detecting the second measured current corresponding to the temperature control module at the first time interval; If the second measured current is not less than the first current threshold, the first measured current corresponding to the temperature control module is detected at a second time interval, and the second time interval is less than the first time interval.

[0011] Preferably, the deactivation interaction request includes an engine start request and a heater start request; The sending a request to release the interaction to the user terminal based on the interaction release strategy includes: Get the current parking environment of the vehicle; If the current parking environment is outdoor, determining that the target component is an engine, generating an engine start request corresponding to the engine, and sending the engine start request to the user end; If the current parking environment is indoors, it is determined that the target component is a heater, a heater start request corresponding to the heater is generated, and the heater start request is sent to the user end.

[0012] A vehicle-mounted controller comprises a memory, a processor and a computer program stored in the memory and executable on the processor, wherein the processor implements the above-mentioned vehicle control method when executing the computer program.

[0013] A vehicle control system comprises a temperature control module, a target component and the above-mentioned vehicle-mounted controller, wherein the vehicle-mounted controller is respectively connected to the temperature control module and the target component and is used to control the operation of the target component to eliminate the risk of the temperature control module being stuck.

[0014] A car comprises the above-mentioned vehicle control system.

[0015] The vehicle control method, vehicle controller, vehicle control system and automobile determine the jam risk detection result corresponding to the temperature control module based on the first detection data. Since the risk severity of the first jam risk is lower than that of the second jam risk, when the jam risk detection result is determined to be the first jam risk, based on the interactive release strategy, a release interaction request is sent to the user end, and in response to the confirmation response of the user end, the target component is controlled to work, which can not only release the first jam risk of the temperature control module and improve the safety performance of the whole vehicle, but also can interact with the user end when the jam risk is low, so that the user can judge whether to release the first jam risk according to the actual situation, thereby improving the user experience. When the jam risk detection result is determined to be the second jam risk, it is determined that the jam risk severity is high, and a forced release strategy is adopted to control the target component to work, so as to timely release the second jam risk of the temperature control module and ensure the safety performance of the whole vehicle. The method can reasonably release the jam risk of the temperature control module according to the severity of the jam risk, can effectively ensure the safety performance of the temperature control module, and then ensure the safety performance of the whole vehicle, and has a high application value. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings required for use in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the accompanying drawings in the following description are only some embodiments of the present invention. For ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without paying creative labor.

[0017] Figure 1 is a flow chart of a vehicle control method in one embodiment of the present invention; Figure 2 is another flow chart of a vehicle control method according to an embodiment of the present invention; Figure 3 is another flow chart of a vehicle control method according to an embodiment of the present invention; Figure 4 is another flow chart of a vehicle control method according to an embodiment of the present invention; Figure 5 is another flow chart of a vehicle control method according to an embodiment of the present invention; Figure 6 is another flow chart of a vehicle control method according to an embodiment of the present invention; Figure 7 Schematic diagram of a vehicle-mounted controller according to an embodiment of the present invention. DETAILED DESCRIPTION

[0018] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0019] The vehicle control method provided by the embodiment of the present invention can be applied to an on-board controller installed in a vehicle to achieve the purpose of reasonably eliminating the risk of sticking of the temperature control module.

[0020] In one embodiment, if Figure 1 As shown, a vehicle control method is provided, which is applied in Figure 7 The vehicle controller in the example is used to illustrate the process, including the following steps: S101: Acquire first detection data corresponding to the temperature control module; S102: Performing a stuck risk detection based on the first detection data to determine a stuck risk detection result corresponding to the temperature control module; S103: If the jam risk detection result is that there is a first-level jam risk, based on the interaction release strategy, a request to release the interaction is sent to the user terminal, and in response to a confirmation response from the user terminal, the target component is controlled to work, so as to release the jam risk of the temperature control module; S104: If the result of the jam risk detection is that there is a secondary jam risk, based on a forced release strategy, the target component is controlled to work so as to release the jam risk of the temperature control module; Among them, the severity of the first-level stuck risk is less than the severity of the second-level stuck risk.

[0021] Among them, the first detection data refers to the data used to determine the stuck risk detection result corresponding to the temperature control module. The stuck risk detection result refers to whether the temperature control module has a stuck risk and the risk level of the stuck risk after the temperature control module is detected. The stuck risk detection results include but are not limited to the absence of stuck risk, the presence of a first-level stuck risk, and the presence of a second-level stuck risk. The first-level stuck risk and the second-level stuck risk are two levels of stuck risk severity, respectively, and the severity of the first-level stuck risk is less than the severity of the second-level stuck risk. Understandably, the different stuck risk detection results corresponding to the temperature control module are used to characterize the different severities of the stuck risk of the temperature control module, so as to adopt different stuck release strategies to reasonably release the stuck risks of different stuck risk detection results corresponding to the temperature control module, improve the working performance of the temperature control module, ensure the stable operation of the vehicle equipped with the temperature control module, and improve the safety performance of the whole vehicle.

[0022] As an example, in step S101, the vehicle controller obtains data used to determine the stuck risk detection result of the temperature control module as the first detection data. For example, the vehicle controller performs real-time detection on the temperature control module, obtains data generated by the real-time detection, and determines the data generated by the real-time detection as the first detection data corresponding to the temperature control module, so as to determine the stuck risk detection result corresponding to the temperature control module in real time according to the first detection data.

[0023] As an example, in step S102, the vehicle controller processes the first detection data to determine whether the temperature control module has a risk of getting stuck. When it is determined that there is a risk of getting stuck, the severity of the risk of getting stuck corresponding to the temperature control module is further determined, and the detection result of the risk of getting stuck corresponding to the temperature control module is determined according to the severity of the risk of getting stuck. For example, the vehicle controller determines whether the temperature control module has a risk of getting stuck according to whether the first detection data is within a preset normal data range. If the first detection data is within the preset normal data range, the detection result of the risk of getting stuck corresponding to the temperature control module is determined to be that there is no risk of getting stuck; if the first detection data is not within the preset normal data range, it is determined that there is a risk of getting stuck in the temperature control module, and the degree of deviation of the first detection data from the normal data range is further determined. If the degree of deviation is small, it indicates that the severity of the risk of getting stuck in the temperature control module is low. At this time, it is determined that the detection result of the risk of getting stuck corresponding to the temperature control module is that there is a first-level risk of getting stuck; if the degree of deviation is large, it indicates that the severity of the risk of getting stuck in the temperature control module is high. At this time, it is determined that the detection result of the risk of getting stuck corresponding to the temperature control module is that there is a second-level risk of getting stuck.

[0024] The interactive release strategy refers to a strategy for interacting with the user to remove the risk of the temperature control module being stuck. The user end refers to a port for interacting with the vehicle controller. The interaction release request refers to a request for the user end to determine whether to agree to remove the first-level stuck risk. The target component refers to a component used to remove the risk of the temperature control module being stuck.

[0025] As an example, in step S103, when the vehicle controller determines that the result of the jam risk detection is that there is a first-level jam risk, based on the interactive release strategy, it determines the target component for releasing the first-level jam risk, and sends a release interaction request to the user end. When receiving the confirmation response fed back by the user, the target component is controlled to work until the jam risk of the temperature control module is released and the temperature control module returns to normal. It can be understood that since the severity of the first-level jam risk is low, there is no need to force release. When the user determines that the actual situation allows, the first-level jam risk of the temperature control module can be released to enhance the user experience. In this example, after receiving the release interaction request, the user end selects a confirmation response or a denial response according to the actual situation, and feeds back the confirmation response or the denial response to the vehicle controller. Among them, the confirmation response is used to indicate that the user agrees to actively release the jam risk of the temperature control module. The denial response is used to indicate that the user does not agree to actively release the jam risk of the temperature control module. That is, when the vehicle controller receives the confirmation response, it controls the target component to work to actively release the jam risk of the temperature control module, and after receiving the denial instruction, it does not take measures to actively release the jam risk of the temperature control module. In this example, the interactive release strategy corresponding to the first-level stuck risk is adopted to remove the first-level stuck risk of the temperature control module, which can reasonably remove the stuck risk of the temperature control module according to the severity of the stuck risk of the temperature control module. In addition, based on the interactive release strategy, in response to the user's confirmation response, the target component is controlled to remove the first-level stuck risk of the temperature control module, so as to achieve the purpose of removing the stuck risk of the temperature control module through interaction with the user, which can effectively improve the user's participation and enhance the user experience.

[0026] Among them, the forced release strategy refers to a strategy that directly controls the target component to release the risk of the temperature control module from getting stuck.

[0027] As an example, in step S104, when the vehicle controller determines that the stuck risk detection result of the temperature control module is that there is a secondary stuck risk, it determines that the severity of the stuck risk of the temperature control module is high. At this time, the strategy for removing the stuck risk of the temperature control module is determined to be a forced removal strategy. Based on the forced removal strategy, the actual situation of the vehicle is evaluated, the target component for removing the stuck risk is determined, and the target component is controlled to work until the secondary stuck risk of the temperature control module is removed. It can be understood that since the secondary stuck risk is more serious than the primary stuck risk, the secondary stuck risk of the temperature control module needs to be removed in time. Therefore, the forced removal strategy is adopted to control the target component to work to remove the secondary stuck risk of the temperature control module, which can achieve the purpose of reasonably removing the stuck risk of the temperature control module according to the severity of the stuck risk.

[0028] For example, if the vehicle equipped with the temperature control module is parked indoors, the target component is determined to be the heater, and the forced release strategy is used to control the heater to work until the secondary jam risk of the temperature control module is eliminated. If the vehicle equipped with the temperature control module is parked outdoors, the target component is determined to be the engine, and the forced release strategy is used to control the engine to work until the secondary jam risk of the temperature control module is eliminated. In this example, the forced release strategy corresponding to the secondary jam risk is used to eliminate the secondary jam risk of the temperature control module. According to the severity of the jam risk, the jam risk of the temperature control module can be reasonably eliminated, thereby improving the safety performance of the entire vehicle.

[0029] In this embodiment, based on the first detection data, the detection result of the jam risk corresponding to the temperature control module is determined. Since the risk severity of the first-level jam risk is lower than that of the second-level jam risk, when the jam risk detection result is determined to be the existence of the first-level jam risk, based on the interactive release strategy, a release interaction request is sent to the user terminal, and in response to the confirmation response of the user terminal, the target component is controlled to work, which can not only release the first-level jam risk of the temperature control module and improve the safety performance of the whole vehicle, but also can interact with the user terminal when the jam risk is low, so that the user can judge whether to release the first-level jam risk according to the actual situation, thereby improving the user experience. When the jam risk detection result is determined to be the existence of the second-level jam risk, it is determined that the severity of the jam risk is high, and the forced release strategy is adopted to control the operation of the target component, so as to timely release the second-level jam risk of the temperature control module and ensure the safety performance of the whole vehicle. This method can reasonably release the jam risk of the temperature control module according to the severity of the jam risk, can effectively ensure the safety performance of the whole vehicle, and has a high application value.

[0030] In one embodiment, if Figure 2 As shown, before step S101, that is, before obtaining the first detection data corresponding to the temperature control module, the vehicle control method further includes: S201: Acquire current vehicle data; S202: If the current vehicle data meets the preset detection conditions, the first detection data corresponding to the temperature control module is obtained.

[0031] The current vehicle data refers to data used to determine whether a temperature control module needs to be tested for a risk of sticking.

[0032] As an example, in step S201, the on-board controller obtains the current vehicle data of the vehicle in which the temperature control module is installed in real time, and the current vehicle data includes but is not limited to the humidity and temperature of the environment in which the vehicle is located. Understandably, the current vehicle data is used to determine whether it is necessary to perform a jam risk detection on the temperature control module, and the main reasons for the jam risk of the temperature control module include: during the long-term parking of the vehicle, due to changes in temperature and humidity, liquid water will be converted into gaseous water and pass through the breathing membrane that liquid water originally cannot pass through, enter the actuator of the temperature control module, and liquefy into liquid water on the gear surface of the actuator. After the gear absorbs this water, it will expand and increase in size, resulting in a decrease in the transmission performance of the gear, thereby affecting the transmission efficiency of the actuator, and ultimately causing the jam of the temperature control module. Therefore, the humidity and temperature of the environment in which the vehicle is located are obtained as the current vehicle data, so as to determine whether the humidity and temperature of the environment in which the vehicle is located meet the preset detection conditions for jam risk detection of the temperature control module.

[0033] The preset detection condition refers to a preset condition for determining whether to perform a sticking risk detection on the temperature control module.

[0034] As an example, in step S202, after acquiring the current vehicle data, the onboard controller may compare the current vehicle data with the preset detection conditions. When it is determined that the current vehicle data meets the preset detection conditions, step S101 is executed, that is, the first detection data corresponding to the temperature control module is acquired, so as to detect the jam risk corresponding to the temperature control module according to the first detection data and determine the jam risk detection result. In this example, if the current vehicle data includes the humidity and temperature of the parking environment of the vehicle equipped with the temperature control module, the preset detection conditions include a preset humidity range corresponding to the humidity of the parking environment of the vehicle and a preset temperature range corresponding to the temperature. When the humidity of the parking environment of the vehicle is within the preset humidity range and the temperature of the parking environment of the vehicle is within the preset temperature range, it is determined that the current vehicle data meets the preset detection conditions.

[0035] In this embodiment, current vehicle data that may affect the risk of the temperature control module getting stuck is obtained, and whether to perform a sticking risk test on the temperature control module is determined based on whether the current vehicle data meets preset detection conditions, so as to promptly eliminate the risk of the temperature control module getting stuck.

[0036] In one embodiment, the current vehicle data includes the current parking time; and the preset detection condition is that the current parking time is greater than the first time threshold.

[0037] Among them, the current parking time refers to the parking time of the vehicle equipped with the temperature control module obtained in real time. The first time threshold refers to the time threshold used to judge the current parking time. It is understandable that if the vehicle is parked for a long time, the humidity and / or temperature of the temperature control module will reach the range that produces the risk of jamming. Therefore, if the current parking time is long, the temperature control module may produce the risk of jamming. The current parking time is determined as the current vehicle data, and the first time threshold is determined as the preset detection condition. When the current parking time is greater than the first time threshold, it is determined that the current vehicle data meets the preset detection condition, so as to facilitate the timely detection and elimination of the jam risk of the temperature control module, improve the safety performance of the temperature control module, and ensure the safety performance of the whole vehicle.

[0038] In one embodiment, the current vehicle data further includes local longitude and latitude, a first ambient temperature and a first ambient humidity; and the first duration threshold is determined based on the local longitude and latitude, the first ambient temperature and the first ambient humidity.

[0039] Among them, the local longitude and latitude refer to the longitude and latitude corresponding to the location of the temperature control module. The first ambient temperature refers to the temperature of the environment in which the temperature control module is located. The first ambient humidity refers to the humidity of the environment in which the temperature control module is located. It can be understood that under different longitudes and latitudes, different temperatures and different humidities, the duration of the risk of jamming after the temperature control module stops working is different. Therefore, the on-board controller can obtain the local longitude and latitude, the first ambient temperature and the first ambient humidity in real time, and dynamically determine the first duration threshold corresponding to the current environment according to the local longitude and latitude, the first ambient temperature and the first ambient humidity, so as to compare the dynamically determined first duration threshold with the current parking duration, evaluate whether the current parking duration reaches the first duration threshold corresponding to the current environment, and then determine whether it is necessary to detect and eliminate the risk of jamming of the temperature control module when the vehicle is not powered on.

[0040] As an example, the vehicle controller obtains the local latitude and longitude of the vehicle under the current parking time in real time, and determines the three-dimensional mapping table t corresponding to the first time threshold according to the local latitude and longitude. a _Map(H amb1 , T amb1 ), where H amb1 is the ambient humidity in the three-dimensional mapping table, T amb1 is the three-dimensional mapping table t a _Map(H amb1 , T amb1 ) in the ambient temperature, t a Because H amb1 and T amb1 The vehicle controller obtains the first ambient temperature and the first ambient humidity corresponding to the local longitude and latitude in real time, queries the three-dimensional mapping table according to the first ambient temperature and the first ambient humidity, and determines the corresponding Hamb1 and T amb1 , and then according to H amb1 and T amb1 Determine t a , obtain the first duration threshold corresponding to the first ambient temperature and the first ambient humidity at the local longitude and latitude.

[0041] In this embodiment, the first duration threshold can be dynamically determined based on the local longitude and latitude, the first ambient temperature and the first ambient humidity, so that according to the first duration threshold, it is possible to dynamically determine whether the current parking duration meets the preset detection conditions for performing stuck risk detection on the temperature control module.

[0042] In one embodiment, step S101, i.e., obtaining first detection data corresponding to the temperature control module, includes: At a first time interval, N test pulse signals are sequentially sent to the temperature control module, so that the temperature control module rotates to a target angle based on the test pulse signals, and first detection data corresponding to the temperature control module is obtained, wherein the first detection data includes the rotation time corresponding to the N test pulse signals, wherein N≥2; The first time interval refers to a preset time interval for detecting the temperature control module. In this example, the first time interval can query a preset three-dimensional mapping table t according to the second ambient temperature and the second ambient humidity of the temperature control module obtained in real time. test1 _Map(H amb2 , T amb2 ) is determined, where H amb2 is the three-dimensional mapping table t test1 _Map(H amb2 , T amb2 ) in the ambient humidity, T amb2 is the three-dimensional mapping table t test1 _Map(H amb2 , T amb2 ) in the ambient temperature, t test1 Because H amb2 and T amb2 The first time interval is determined. The three-dimensional mapping table is searched according to the second ambient temperature and the second ambient humidity. test1 _Map(H amb2 , T amb2 ), determine a first time interval corresponding to a second ambient temperature and a second ambient humidity. The second ambient temperature refers to an ambient temperature collected in real time for determining the first time interval. The second ambient humidity refers to an ambient humidity collected in real time for determining the first time interval. The target angle refers to the angle at which the temperature control module needs to rotate when testing the temperature control module.

[0043] As an example, when the vehicle is not powered on, the onboard controller sends an on command of ECU_TMMon=1 to the temperature control module. After receiving the on command, the temperature control module rotates. The onboard controller sends test pulse signals to the temperature control module in sequence at a first time interval, so that the temperature control module rotates to the target angle based on N test pulse signals, obtains the rotation time corresponding to each test pulse signal generated by the temperature control module after receiving the N test pulse signals, obtains N rotation times, determines that the test of the temperature control module is completed, and sends a shutdown command of ECU_TMMdown=1 to the temperature control module to control the temperature control module to shut down. For example, after determining that the temperature control module starts to rotate, the onboard controller sends three test pulse signals with duty cycles of 30%, 50%, and 70% to the temperature control module in sequence at a first time interval, and obtains three rotation times when the temperature control module rotates to the target angle when receiving the three test pulse signals respectively. It can be understood that if there is no risk of stagnation in the temperature control module, the N rotation times corresponding to the N test pulse signals are all within a certain normal data range. In this example, N rotation times of the temperature control module rotating to the target angle under N test pulse signals are obtained, so as to accurately determine whether there is a risk of jamming of the temperature control module and the severity of the jamming risk based on the N rotation times.

[0044] In one embodiment, if Figure 3 As shown, step S102, i.e., performing a stuck risk detection based on the first detection data to determine a stuck risk detection result corresponding to the temperature control module, includes: S301: Determine the current number of rotation times corresponding to the test pulse signal that exceed the second time length threshold range; S302: If the current number is 0, determine that the jam risk detection result is that there is no jam risk; S303: If the current number is not 0 and is not N, it is determined that the jam risk detection result is that there is a first-level jam risk; S304: If the current number is N, it is determined that the jam risk detection result is that there is a second-level jam risk.

[0045] Among them, the second duration threshold range refers to the duration range of the temperature control module rotating to the target angle when the temperature control module is tested by a test pulse signal with a certain duty cycle, when there is no risk of the temperature control module getting stuck. Understandably, if there is no risk of the temperature control module getting stuck, then when the temperature control module receives a test pulse signal with a certain duty cycle, it will rotate to the target angle within a certain normal duration range, and the normal duration range is the second duration threshold range corresponding to the test pulse signal with the duty cycle, and each test pulse signal with a duty cycle corresponds to a second duration threshold range. The current number refers to the number of rotation times that exceed the corresponding second duration threshold range.

[0046] As an example, in step S301, the vehicle controller sends N test pulse signals to the temperature control module at a first time interval, and after obtaining the rotation time of the temperature control module corresponding to the N test pulse signals, each rotation time is compared with the second time threshold range corresponding to each test pulse signal to determine the current number of rotation times that exceed the corresponding second time threshold range. For example, for three test pulse signals with duty cycles of 30%, 50% and 70% respectively, each test pulse signal with a duty cycle corresponds to a rotation time, and a total of 3 rotation times are generated. The rotation time corresponding to the test pulse signal with a duty cycle of 30% is compared with the second time length threshold range corresponding to the test pulse signal with a duty cycle of 30%, and it is determined whether the rotation time corresponding to the test pulse signal with a duty cycle of 30% exceeds its corresponding second time length threshold range. Similarly, it is determined whether the rotation time corresponding to the test pulse signal with a duty cycle of 50% exceeds its corresponding second time length threshold range, and whether the rotation time corresponding to the test pulse signal with a duty cycle of 70% exceeds its corresponding second time length threshold range, and the current number of rotation times exceeding the corresponding second time length threshold range is counted. For example, if the rotation time corresponding to the test pulse signal with a duty cycle of 30% does not exceed the corresponding second time length threshold range, the rotation time corresponding to the test pulse signal with a duty cycle of 50% does not exceed the corresponding second time length threshold range, and the rotation time corresponding to the test pulse signal with a duty cycle of 70% exceeds the corresponding second time length threshold range, the current number is 1.

[0047] It can be understood that N test pulse signals with different duty cycles are used to test the temperature control module. If the rotation time of the temperature control module is within the corresponding second time threshold range, it indicates that the temperature control module is normal and there is no risk of sticking. If the N rotation times exceed the second time threshold range, it indicates that the temperature control module is at risk of sticking and the severity of the risk of sticking is relatively high. Therefore, according to the current number of rotation times exceeding the second time threshold range, it is possible to determine not only whether the temperature control module is at risk of sticking, but also to give an early warning of the size of the risk of sticking of the temperature control module.

[0048] Among them, no risk of sticking means that there is no risk of sticking in the temperature control module.

[0049] As an example, in step S302, when the on-board controller determines that the number of rotation times exceeding the corresponding second duration threshold range is 0, it determines that the current number is 0. At this time, it determines that the stuck risk detection result of the temperature control module is that there is no stuck risk, and sends a normal code of ECU_TMMerrorcode=0 to the temperature control module so that the temperature control module does not issue an early warning. Understandably, if the current number is 0, it means that when the temperature control module is tested using N test pulse signals with different duty cycles, the rotation time of the temperature control module is within the corresponding second duration threshold range, and the temperature control module is normal. At this time, the stuck risk detection result of the temperature control module is that there is no stuck risk.

[0050] As an example, in step S303, when the onboard controller determines that the current number is not 0 and not N, it determines that the stuck risk detection result of the temperature control module is that there is a first-level stuck risk, and sends a risk code of ECU_TMMerrorcode=1 to the temperature control module, so that the temperature control module enters the warning state of the first-level stuck risk. For example, if N=3, the current number is neither 0 nor 3, then the current number is greater than 0 and less than 3, that is, the current number is 1 or 2, and when the onboard controller determines that the current number is 1 or 2, it determines that the stuck risk detection result is that there is a first-level stuck risk. It can be understood that when the temperature control module is tested using N test pulse signals with different duty cycles, if the current number is not 0 and not N, it indicates that the current number is greater than 0 and less than N, and it is determined that the temperature control module has a stuck risk, but the severity of the stuck risk is low. At this time, the stuck risk detection result of the temperature control module is determined to be that there is a first-level stuck risk, so as to determine the risk removal strategy corresponding to the first-level stuck risk in a targeted manner and reasonably remove the first-level stuck risk of the temperature control module.

[0051] As an example, in step S304, when the onboard controller determines that the current number is N, it determines that the stuck risk detection result is that there is a secondary stuck risk, and sends the risk code ECU_TMMerrorcode=2 to the temperature control module, so that the temperature control module enters the warning state of the secondary stuck risk. For example, N=3, then the current number is 3, and when the onboard controller determines that the current number is 3, it determines that the stuck risk detection result is that there is a secondary stuck risk. Understandably, if the current number is consistent with the number of test pulse signals, it indicates that the rotation time of the temperature control module relative to each test pulse signal exceeds the corresponding second time threshold range, and the stuck risk of the temperature control module is more serious. At this time, the stuck risk detection result of the temperature control module is that there is a secondary stuck risk, so as to determine the risk removal strategy corresponding to the secondary stuck risk in a targeted manner and reasonably remove the secondary stuck risk of the temperature control module.

[0052] In this embodiment, the stuck risk detection result of the temperature control module is determined according to the current quantity, so as to determine the risk elimination strategy corresponding to the secondary stuck risk in a targeted manner and reasonably eliminate the stuck risk of the temperature control module.

[0053] In another embodiment, the first detection data includes a first measured current.

[0054] The first measured current refers to a current detected in real time and used to determine a stuck risk detection result of the temperature control module.

[0055] In another embodiment, if Figure 4 As shown, step S102, i.e., performing a stuck risk detection based on the first detection data to determine a stuck risk detection result corresponding to the temperature control module, also includes: S401: If the first measured current is less than the first current threshold, determining that the stuck risk detection result is that there is no stuck risk; S402: If the first measured current is not less than the first current threshold, determining that the stuck risk detection result is that there is a first-level stuck risk, sending a request to release the interaction to the user terminal based on the interaction release strategy, and in response to a denial response from the user terminal, monitoring the number of consecutive times that the first measured current is not less than the second current threshold; S403: If the consecutive number is less than the preset number, determining that the stuck risk detection result is that there is a first-level stuck risk; S404: If the consecutive number is not less than the preset number, it is determined that the stuck risk detection result is that there is a second-level stuck risk.

[0056] The first current threshold refers to a current threshold used to determine whether there is an abnormal increase in current in the temperature control module.

[0057] As an example, in step S401, when the vehicle controller determines that the first measured current is less than the first current threshold, it determines that the stuck risk detection result corresponding to the temperature control module is that there is no stuck risk. At this time, the vehicle controller sends a normal code of ECU_TMMerrorcode=0 to the temperature control module so that the temperature control module does not issue an early warning. Understandably, if the first measured current is less than the first current threshold, it indicates that there is no abnormal increase in current in the temperature control module, and therefore, it is determined that the stuck risk detection result is that there is no stuck risk.

[0058] The second current threshold refers to a current threshold used to monitor whether the risk of the temperature control module getting stuck increases after determining that the temperature control module has a first-level risk of getting stuck. The second current threshold may be the same as the first current threshold or may be different.

[0059] As an example, in step S402, when the on-board controller determines that the first measured current is not less than the first current threshold, it determines that the stuck risk detection result corresponding to the temperature control module is that there is a first-level stuck risk, and sends a risk code of ECU_TMMerrorcode=1 to the temperature control module to make the temperature control module enter the first-level stuck risk warning state, and determines the target component according to the interaction release strategy, and sends a request to release the interaction to the user end. When a denial response from the user end is received, the target component is not started in response to the denial response from the user end, and the first measured current corresponding to the temperature control module continues to be detected at the second time interval, and the continuous number of times the first measured current is not less than the second current threshold is monitored in real time, so as to further determine the stuck risk detection result of the temperature control module according to the continuous number of times the first measured current is not less than the second current threshold. Understandably, when it is determined that the detected first measured current is not less than the first current threshold, it is determined that the temperature control module has a risk of getting stuck, the temperature control module is warned, and the sticking risk detection result of the temperature control module is determined as having a first-level sticking risk. Interaction is performed with the user end so as to promptly remove the sticking risk of the temperature control module, so as to determine whether to remove the first-level sticking risk of the temperature control module based on the response of the user end. When the user disagrees to remove the first-level sticking risk of the temperature control module at present, the sticking risk of the temperature control module continues to be monitored so as to promptly determine whether the severity of the sticking risk of the temperature control module has increased, so as to ensure the safety performance of the temperature control module.

[0060] The preset number of times refers to the number of consecutive times that the first measured current is not less than the second current threshold when the risk level of the sticking risk corresponding to the temperature control module increases.

[0061] As an example, in step S403, when the onboard controller continues to monitor the first measured current, it compares the first measured current with the second current threshold value. Under the premise that the stuck risk detection result corresponding to the temperature control module is determined to have a first-level stuck risk, if it is determined that the number of consecutive times that the first measured current that continues to be monitored is not less than the second current threshold value is less than the preset number of times, the stuck risk detection result of the temperature control module is still determined to have a first-level stuck risk. For example, if the preset number of times is 2, when the onboard controller determines that the number of consecutive times that the first measured current is not less than the second current threshold value is less than 2 times, the stuck risk detection result of the temperature control module is still determined to have a first-level stuck risk. Understandably, if the number of consecutive times that the first measured current is not less than the second current threshold value is less than the preset number of times, it indicates that the stuck risk of the temperature control module has not increased. Therefore, the stuck risk detection result of the temperature control module is still determined to have a first-level stuck risk, so as to interact with the user, eliminate the stuck risk of the temperature control module, and improve the user experience.

[0062] As an example, in step S404, when the onboard controller continues to monitor the first measured current, it compares the first measured current with the second current threshold value. Under the premise that the stuck risk detection result corresponding to the temperature control module is determined to have a first-level stuck risk, when it is determined that the first measured current that continues to be monitored is not less than the second current threshold value for a continuous number of times not less than the preset number of times, the stuck risk detection result of the temperature control module is determined to have a second-level stuck risk. For example, if the preset number of times is 2, when the onboard controller determines that the first measured current is not less than the second current threshold value for a continuous number of times not less than 2, the stuck risk detection result of the temperature control module is determined to have a second-level stuck risk. Understandably, if the first measured current is not less than the second current threshold value for a continuous number of times not less than the preset number of times, it indicates that the stuck risk of the temperature control module is aggravated, and the stuck risk detection result of the temperature control module is determined to have a second-level stuck risk, so as to execute the forced release strategy, release the second-level stuck risk of the temperature control module, ensure the safety performance of the temperature control module, and thus improve the safety performance of the vehicle.

[0063] In this embodiment, the first measured current detected is determined as the first detection data, and based on the magnitude relationship between the first measured current and the first current threshold, it is determined whether the temperature control module has a risk of getting stuck, and the stuck risk detection result is determined, so as to promptly remove the stuck risk of the temperature control module. When it is determined that the stuck risk detection result is that there is a first-level stuck risk, and the user end does not agree to actively remove the first-level stuck risk of the temperature control module, the temperature control module continues to be monitored, and the stuck risk detection result is accurately determined based on the number of consecutive times that the first measured current monitored again is not less than the second current threshold. This method determines the stuck risk detection result by monitoring the number of consecutive times that the first measured current is not less than the second current threshold, which can effectively reduce the accidental error of the stuck risk detection result, and can accurately determine whether the temperature control module has a stuck risk and the stuck risk detection result corresponding to the severity of the stuck risk.

[0064] In another embodiment, if Figure 5 As shown, step S101, i.e. obtaining first detection data corresponding to the temperature control module, also includes: S501: Detecting a second measured current corresponding to the temperature control module at a first time interval; S502: If the second measured current is less than the first current threshold, repeatedly detecting the second measured current corresponding to the temperature control module at the first time interval; S503: If the second measured current is not less than the first current threshold, detecting the first measured current corresponding to the temperature control module at a second time interval, and the second time interval is less than the first time interval.

[0065] The second measured current refers to the current detected on the temperature control module according to the first time interval.

[0066] As an example, in step S501, when the current parking time is greater than the first time threshold, the on-board controller determines that the temperature control module needs to be detected for the risk of jamming, and then starts the temperature control module, and detects the temperature control module in sequence according to the first time interval, and obtains the second measured current corresponding to the temperature control module in each first time interval. In this example, the on-board controller sends a start instruction ECU_TMMon=1 to the temperature control module, and the temperature control module starts after receiving the start instruction ECU_TMMon=1, and detects the temperature control module in sequence according to the first time interval, and obtains the second measured current corresponding to the temperature control module in each first time interval, and sends a shutdown instruction ECU_TMMdown=1 to the temperature control module, so that the temperature control module is shut down after receiving the shutdown instruction ECU_TMMdown=1. For example, the first time interval is 15S, and the on-board controller detects the temperature control module 15S after the temperature control module is started, obtains the second measured current, and controls the temperature control module to shut down. It can be understood that the current value corresponding to the temperature control module with the risk of sticking is larger than the current value corresponding to the temperature control module without the risk of sticking. Therefore, the second measured current is obtained to determine the sticking risk detection result of the temperature control module based on whether the second measured current increases abnormally.

[0067] As an example, in step S502, the on-board controller compares the second measured current obtained in each detection with the first current threshold value. When it is determined that the second measured current is less than the first current threshold value, step S501 is repeated, that is, the temperature control module is repeatedly started, and the second measured current corresponding to the temperature control module is detected at the first time interval. Understandably, if the second measured current is less than the first current threshold value, it indicates that the current of the temperature control module is within the normal data range, and the temperature control module needs to be continuously monitored in order to judge whether the second measured current increases abnormally, and to promptly judge whether the temperature control module is at risk of being stuck.

[0068] The second time interval refers to a time interval obtained by shortening the first time interval.

[0069] As an example, in step S503, the on-board controller compares the second measured current obtained each time with the first current threshold, and when it is determined that the second measured current is not less than the first current threshold, further sends an opening instruction ECU_TMMon=1 to the temperature control module, so that the temperature control module starts after receiving the opening instruction ECU_TMMon=1. When the interval length with the second measured current that is not less than the first current threshold is the second time interval, the on-board controller detects the first measured current corresponding to the temperature control module, sends a closing instruction ECU_TMMdown=1 to the temperature control module, so that the temperature control module shuts down after receiving the closing instruction ECU_TMMdown=1, and determines the first measured current that is closest to the second measured current that is not less than the first current threshold as the first detection data. In this example, when the on-board controller determines that the second measured current is not less than the first current threshold, the preset three-dimensional mapping table t is queried according to the second measured current that is not less than the first current threshold and the first time interval. test2 _Map(t test1 , I TMM ), determine a second measured current I which is not less than the first current threshold TMM and the first time interval t test1 The only corresponding second time interval t test2 , according to the second time interval t test2 A first measured current corresponding to the temperature control module is detected.

[0070] In this example, in order to avoid the contingency that the second measured current is not less than the first current threshold, when determining that the second measured current is not less than the first current threshold, it is necessary to detect the current of the temperature control module again to more accurately determine whether there is an abnormal increase in the current of the temperature control module, and then determine whether there is a risk of jamming of the temperature control module. The first time interval is shortened to obtain the second time interval, so that the temperature control module can be checked according to the second time interval with a shorter interval time, and it is more efficient to determine whether there is a risk of jamming of the temperature control module.

[0071] As another example, in step S401 after step S503, when the onboard controller determines that the first measured current that is closest to the second measured current that is not less than the first current threshold is less than the first current threshold, it determines that the stuck risk detection result corresponding to the temperature control module is that there is no stuck risk. At this time, the onboard controller sends a normal code of ECU_TMMerrorcode=0 to the temperature control module so that the temperature control module does not issue an early warning. It can be understood that when it is determined that the second measured current is not less than the first current threshold, and the first measured current that is closest to the second measured current that is not less than the first current threshold is less than the first current threshold, it indicates that the second measured current is not less than the first current threshold is an accidental event, and the stuck risk detection result is determined to be that there is no stuck risk. In this example, when it is determined that the first measured current is less than the first current threshold, the temperature control module continues to be detected based on the first time interval, so as to monitor in real time whether the temperature control module has a stuck risk.

[0072] As another example, in step S402 after step S503, when the on-board controller determines that the first measured current that is most adjacent to the second measured current that is not less than the first current threshold is not less than the first current threshold, it determines that the stuck risk detection result corresponding to the temperature control module is that there is a first-level stuck risk, and sends a risk code ECU_TMMerrorcode=1 to the temperature control module to make the temperature control module enter a first-level stuck risk warning state, and determines the target component according to the interaction release strategy, and sends an interaction release request to the user end. When a denial response from the user end is received, the target component is not started in response to the denial response from the user end, and step S403 is repeated, that is, the first measured current corresponding to the temperature control module continues to be detected at the second time interval, and the continuous number of times the first measured current is not less than the second current threshold is monitored in real time, so as to further determine the stuck risk detection result of the temperature control module according to the continuous number of times the first measured current is not less than the second current threshold. It can be understood that after determining that the second measured current is not less than the first current threshold, the temperature control module is detected again at the second time interval. When it is determined that the first measured current detected again is not less than the first current threshold, it is determined that the current of the temperature control module is detected to be too large for two consecutive times, and it is determined that the temperature control module is at risk of getting stuck. The temperature control module is warned, and the stuck risk detection result of the temperature control module is determined to be a first-level stuck risk. The system interacts with the user end to determine whether to actively remove the first-level stuck risk of the temperature control module based on the response of the user end. When the user disagrees to remove the first-level stuck risk of the temperature control module at present, the stuck risk of the temperature control module continues to be monitored to timely determine whether the severity of the stuck risk of the temperature control module has increased, so as to ensure the safety performance of the temperature control module.

[0073] In the example corresponding to step S401 after step S503 above, and in the example corresponding to step S402 after step S503, after determining that the second measured current is greater than the first current threshold, the first measured current detected again is determined as the first detection data, and according to the magnitude relationship between the first measured current and the first current threshold, it is determined whether the temperature control module has two consecutive abnormal current increases, and then it is determined whether the temperature control module has a risk of getting stuck, and the stuck risk detection result is determined. This method can effectively eliminate the contingency of determining that the temperature control module has a risk of getting stuck only once when the abnormal current of the temperature control module is detected, and can accurately determine whether the temperature control module has a risk of getting stuck and the stuck risk detection result corresponding to the severity of the stuck risk.

[0074] In one embodiment, the de-interaction request includes an engine start request and a heater start request.

[0075] The engine start request refers to a request instruction for requesting the user to indicate whether to start the engine when the target component is the engine. The heater start request refers to a request instruction for requesting the user to indicate whether to start the heater when the target component is the heater.

[0076] In one embodiment, if Figure 6 As shown, step S103, that is, based on the interaction release strategy, sending a release interaction request to the user terminal, responding to the confirmation response of the user terminal, controlling the target component to work, so as to release the risk of the temperature control module being stuck, includes: S601: Acquire the current parking environment of the vehicle; S602: If the current parking environment is outdoor, determine that the target component is an engine, generate an engine start request corresponding to the engine, and send the engine start request to the user terminal; S603: If the current parking environment is indoors, determine that the target component is a heater, generate a heater start request corresponding to the heater, and send the heater start request to the user end.

[0077] The current parking environment refers to the parking environment of the vehicle on which the temperature control module is installed.

[0078] As an example, in step S601, the vehicle controller obtains the current parking environment of the vehicle in which the temperature control module is installed. In this example, the vehicle controller obtains the surrounding image through the camera device, recognizes the surrounding image, and determines the current parking environment.

[0079] As an example, in step S602, when the vehicle controller determines that the current parking environment is outdoor, it determines that the target component is the engine, generates an engine start request corresponding to the engine, determines the engine start request as a request to release the interaction, and sends it to the user end for interaction with the user, asking the user to indicate whether to start the vehicle's engine according to their actual situation, so as to timely release the first-level stuck risk of the temperature control module. In this example, the user end can be the user interaction interface on the vehicle, the user PC end, or the user APP end.

[0080] As an example, in step S603, when the onboard controller determines that the current parking environment is indoors, it determines that the target component is a heater, generates a heater start request corresponding to the heater, determines the heater start request as a request to release the interaction, and sends it to the user end for interaction with the user, asking the user to indicate whether to start the vehicle's heater according to their actual situation, so as to promptly release the first-level stuck risk of the temperature control module. In this example, the heater includes but is not limited to a PTC water heater. The user end can be a user interaction interface on the vehicle, a user PC end, or a user APP end.

[0081] In this embodiment, if the current parking environment is indoors, air pollution needs to be considered. A heater with a higher degree of cleanliness is used to eliminate the first-level stuck risk of the temperature control module, which can effectively reduce air pollution and improve user experience. If the current parking environment is outdoor, the space in which the vehicle is located is large, and the target component is determined to be the engine, the first-level stuck risk of the temperature control module can be eliminated more efficiently than a heater.

[0082] In one embodiment, step S103, i.e., in response to the confirmation response fed back by the user end, controlling the target component to work so as to eliminate the risk of the temperature control module being stuck, includes: S1031: If the confirmation response is to agree to the engine start instruction, the engine is controlled to start until the risk of the temperature control module being stuck is eliminated; S1032: If the confirmation response is to agree to the instruction to start the heater, the heater is controlled to start until the risk of the temperature control module getting stuck is eliminated.

[0083] Among them, agreeing to start the engine command means that the user agrees to actively release the first-level jamming risk of the temperature control module through the engine when the current parking environment is outdoors.

[0084] As an example, in step S1031, when the vehicle controller determines that the confirmation response is the instruction to agree to start the engine, it sends an on instruction of ECU_ENGon=1 to the engine to control the engine to start. At the same time, it continues to repeat steps S101 to S102, that is, it continues to perform a jam risk detection on the temperature control module and determine the jam risk detection result until it is determined that the temperature control module has no jam risk, and sends a shut down instruction of ECU_ENGdown=1 to the engine to control the engine to shut down. By controlling the engine, the purpose of actively eliminating the first-level jam risk of the temperature control module is achieved. In this example, after controlling the engine to shut down, the vehicle controller sends a prompt to the user end that "TMM jam risk is eliminated, and the vehicle can be used normally" to prompt the user that the jam risk has been eliminated, thereby improving the user's experience.

[0085] Among them, agreeing to start the heater instruction means that the user agrees to actively remove the first-level jamming risk of the temperature control module through the heater when the current parking environment is indoors.

[0086] As an example, in step S1032, when the vehicle controller determines that the confirmation response is to agree to start the heater instruction, it sends the heater an on instruction of ECU_PTCon=1 to control the heater to start. At the same time, it continues to repeat steps S101 to S102, that is, it continues to perform the temperature control module jam risk detection and the jam risk detection result determination, until it is determined that the temperature control module has no jam risk, and sends the heater an off instruction of ECU_PTCdown=1 to control the heater to shut down, and the purpose of actively eliminating the first-level jam risk of the temperature control module is achieved by controlling the heater. In this example, after controlling the heater to shut down, the vehicle controller sends a prompt to the user end that "TMM jam risk is eliminated, and the vehicle can be used normally" to prompt the user that the jam risk is eliminated and improve the user's experience.

[0087] Understandably, during the operation of the engine or heater, a certain amount of heat will be generated, and the heat will evaporate the water vapor absorbed by the gears in the temperature control module, helping the gears to restore their original size, thereby achieving the purpose of eliminating the risk of the temperature control module getting stuck.

[0088] In this embodiment, if in step S102, that is, when the stuck risk detection is performed based on the first detection data, if the current number of the rotation time for the temperature control module to rotate to the target angle within the second time threshold range is tested by N test pulse signals, and the stuck risk detection result is determined according to the current number, then in steps S1031 and S1032, when the control target component is started and the stuck risk of the temperature control module is released, it is necessary to continue to use N test pulse signals to test the current number of the rotation time for the temperature control module to rotate to the target angle that exceeds the second time threshold range, and the stuck risk detection result is monitored in real time according to the current number. When it is determined that the current number is 0, it is determined that the stuck risk detection result is that there is no stuck risk, that is, it is determined that the first-level stuck risk of the temperature control module is released.

[0089] In this embodiment, if in step S102, i.e., when performing a stuck risk detection based on the first detection data, if the stuck risk detection result is determined by the first measured current and the first current threshold, then in steps S1031 and S1032, when the control target component is started and the stuck risk of the temperature control module is released, it is necessary to continue to detect the first measured current of the temperature control module at the second time interval, and when it is determined that the first measured current is less than the first current threshold for a continuous number of times not less than the preset number of times, it is determined that the stuck risk detection result is that there is no stuck risk, that is, it is determined that the first-level stuck risk of the temperature control module is released. In this example, the preset number is 2.

[0090] In this embodiment, after receiving the instruction to agree to start the engine or the instruction to agree to start the heater, the target component can be directly controlled to operate, thereby eliminating the first-level sticking risk of the temperature control module. There is no need to wait for the power-on state of the entire vehicle, so the purpose of eliminating the sticking risk of the temperature control module can be achieved, and the self-rescue of the sticking risk of the temperature control module can be achieved without affecting the normal use of the vehicle after power-on. While enhancing the user's interactive experience, it further enhances the user's driving experience.

[0091] In another embodiment, after sending a request to release the interaction to the user terminal based on the interaction release strategy in step S103 and before responding to a confirmation response from the user terminal in step S103, the vehicle control method further includes: In response to the denial response from the user, the vehicle status is monitored in real time. When it is determined that the vehicle status is powered on, the engine is controlled to idle to eliminate the risk of the temperature control module being stuck.

[0092] The vehicle status refers to whether the vehicle is powered on. The idle state refers to the state where the engine is running at the lowest stable speed, which is used to eliminate the risk of the temperature control module being stuck when powered on.

[0093] As an example, after determining in step S103 that the jam risk detection result corresponding to the temperature control module is that there is a first-level jam risk, and sending a request to release the interaction to the user end, the on-board controller receives a denial response from the user end. At this time, the vehicle state is not powered on. When the on-board controller determines that the denial response is not agreeing to the engine start instruction, it does not start the engine, or when the denial response is not agreeing to the heater start instruction, it does not start the heater. At the same time, the on-board controller monitors the vehicle state in real time. When the vehicle state is monitored to be powered on, the engine is controlled to be in an idle state, and a prompt "TMM jam risk warning is being released, please wait" is sent to the user end, and / or a prompt "TMM jam risk warning is being released, please wait" is displayed on the vehicle dashboard, until it is determined that the temperature control module has no jam risk, and then the engine is controlled to exit the idle state and work in a normal state, and a prompt "TMM jam risk is released, the vehicle can be used normally" is sent to the user end, and / or a prompt "TMM jam risk is released, the vehicle can be used normally" is displayed on the vehicle dashboard to remind the user to use the vehicle normally. It is understandable that since the stuck risk detection result corresponding to the temperature control module is determined to be the existence of a first-level stuck risk and a denial response is received from the user, the vehicle is in an unpowered state and the stuck risk cannot be eliminated actively. It is necessary to monitor the vehicle status in real time so that after determining that the vehicle status is powered on, the engine can be controlled in an idle state to generate heat and eliminate the stuck risk of the temperature control module.

[0094] In this embodiment, when a denial response is received from the user, the vehicle status continues to be monitored. When the vehicle status is powered on, the engine idle speed is controlled to promptly eliminate the risk of the temperature control module getting stuck, which can effectively ensure the safety performance of the vehicle.

[0095] It should be understood that the order of execution of the steps in the above embodiment does not necessarily mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiment of the present invention.

[0096] In one embodiment, if Figure 7 As shown, a vehicle-mounted controller is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the vehicle control method in the above embodiment is implemented, for example Figure 1 S101-S104 as shown, or Figures 2 to 6 To avoid repetition, it will not be described here.

[0097] In one embodiment, a vehicle control system is provided, including a temperature control module, a target component and a vehicle-mounted controller, wherein the vehicle-mounted controller is connected to the temperature control module and the target component, respectively, and is used to control the operation of the target component to eliminate the risk of the temperature control module being stuck.

[0098] In one embodiment, a car is provided, comprising the vehicle control system in the above embodiment.

[0099] The embodiments described above are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included in the protection scope of the present invention.

Claims

1. A vehicle control method, characterized in that: include: Acquire first detection data corresponding to the temperature control module; Performing a stuck risk detection based on the first detection data, and determining a stuck risk detection result corresponding to the temperature control module; If the jam risk detection result is that there is a first-level jam risk, based on the interaction release strategy, a request to release the interaction is sent to the user terminal, and in response to a confirmation response from the user terminal, the target component is controlled to work, so as to release the jam risk of the temperature control module; If the jam risk detection result is that there is a secondary jam risk, based on a forced release strategy, the target component is controlled to work so as to release the jam risk of the temperature control module; The severity of the first-level stuck risk is less than the severity of the second-level stuck risk.

2. The vehicle control method according to claim 1, characterized in that: Before acquiring the first detection data corresponding to the temperature control module, the vehicle control method further includes: Get current vehicle data; If the current vehicle data meets the preset detection condition, the step of acquiring the first detection data corresponding to the temperature control module is performed.

3. The vehicle control method according to claim 2, characterized in that: The current vehicle data includes a current parking duration; and the preset detection condition is that the current parking duration is greater than a first duration threshold.

4. The vehicle control method according to claim 3, characterized in that: The current vehicle data also includes local longitude and latitude, a first ambient temperature and a first ambient humidity; the first duration threshold is determined based on the local longitude and latitude, the first ambient temperature and the first ambient humidity.

5. The vehicle control method according to claim 1, characterized in that: The obtaining of first detection data corresponding to the temperature control module includes: At a first time interval, N test pulse signals are sequentially sent to the temperature control module, so that the temperature control module rotates to a target angle based on the test pulse signals, and first detection data corresponding to the temperature control module is obtained, wherein the first detection data includes rotation times corresponding to the N test pulse signals, wherein N≥2; The performing a stuck risk detection based on the first detection data to determine a stuck risk detection result corresponding to the temperature control module includes: Determine the current number of rotation times corresponding to the test pulse signal exceeding a second duration threshold range; If the current number is 0, then determining that the stuck risk detection result is that there is no stuck risk; If the current number is not 0 and not N, it is determined that the jam risk detection result is that there is a first-level jam risk; If the current number is N, it is determined that the stuck risk detection result is that there is a second-level stuck risk.

6. The vehicle control method according to claim 1, characterized in that: The first detection data includes a first measured current; The performing a stuck risk detection based on the first detection data to determine a stuck risk detection result corresponding to the temperature control module includes: If the first measured current is less than a first current threshold, determining that the stuck risk detection result is that there is no stuck risk; If the first measured current is not less than the first current threshold, determining that the stuck risk detection result is that there is a first-level stuck risk, sending a request to release interaction to the user terminal based on the interaction release strategy, and in response to a denial response from the user terminal, monitoring the number of consecutive times that the first measured current is not less than the second current threshold; If the consecutive number is less than the preset number, the stuck risk detection result is determined to be a first-level stuck risk; If the consecutive number is not less than the preset number, it is determined that the stuck risk detection result is that there is a secondary stuck risk.

7. The vehicle control method according to claim 6, characterized in that: The obtaining of first detection data corresponding to the temperature control module includes: Detecting a second measured current corresponding to the temperature control module at a first time interval; If the second measured current is less than the first current threshold, repeatedly detecting the second measured current corresponding to the temperature control module at the first time interval; If the second measured current is not less than the first current threshold, the first measured current corresponding to the temperature control module is detected at a second time interval, and the second time interval is less than the first time interval.

8. The vehicle control method according to claim 1, characterized in that: The deactivation interaction request includes an engine start request and a heater start request; The sending a request to release the interaction to the user terminal based on the interaction release strategy includes: Get the current parking environment of the vehicle; If the current parking environment is outdoor, determining that the target component is an engine, generating an engine start request corresponding to the engine, and sending the engine start request to the user end; If the current parking environment is indoors, it is determined that the target component is a heater, a heater start request corresponding to the heater is generated, and the heater start request is sent to the user end.

9. A vehicle-mounted controller, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the vehicle control method according to any one of claims 1 to 8 is implemented.

10. A vehicle control system, characterized in that: It comprises a temperature control module, a target component and the vehicle-mounted controller as claimed in claim 9, wherein the vehicle-mounted controller is respectively connected to the temperature control module and the target component and is used to control the operation of the target component to eliminate the risk of the temperature control module being stuck.

11. A car, characterized in that: Includes the vehicle control system as claimed in claim 10.

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