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

Abstract

The application 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; performing a card jam risk detection based on the first detection data to determine a card jam risk detection result corresponding to the temperature control module; if the card jam risk detection result is that there is a first-level card jam risk, sending a release interaction request to a user end based on an interaction release strategy, and in response to a confirmation response of the user end, controlling a target component to work to release the card jam risk of the temperature control module; and if the card jam risk detection result is that there is a second-level card jam risk, controlling the target component to work based on a forced release strategy to release the card jam risk of the temperature control module. The method can reasonably release the card jam risk of the temperature control module according to the severity of the card jam risk, can effectively guarantee the safety performance of the whole vehicle, and has high application value.

Description

TECHNICAL FIELD

[0001] The present application 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

[0002] In related technologies, a thermal management system includes a temperature control module and multiple cooling circuits and heating circuits, which are used to regulate the temperature of a 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 in the thermal management system. However, the temperature control module faces the risk of sticking in actual application: when the valve body of the temperature control module sticks, the temperature control module has a risk of sticking. When the temperature control module has a risk of sticking, the opening and closing function of its inlet and outlet will be affected, thereby causing a series of problems such as abnormal opening and closing of the circuits in the thermal management system and abnormal flow regulation, and ultimately leading to abnormal regulation of the thermal management system and alarm. Therefore, it is very important to reasonably eliminate the sticking risk of the temperature control module for the normal operation of the thermal management system. SUMMARY

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

[0004] A vehicle control method, comprising:

[0005] obtaining first detection data corresponding to a temperature control module;

[0006] performing a sticking risk detection based on the first detection data to determine a sticking risk detection result corresponding to the temperature control module;

[0007] if the sticking risk detection result is that there is a first-level sticking risk, sending a release interaction request to a user end based on an interactive release strategy, and in response to a confirmation response of the user end, controlling a target component to work to eliminate the sticking risk of the temperature control module;

[0008] if the sticking risk detection result is that there is a second-level sticking risk, controlling a target component to work based on a forced release strategy to eliminate the sticking risk of the temperature control module;

[0009] wherein the severity of the first-level sticking risk is less than the severity of the second-level sticking risk.

[0010] Preferably, before the first detection data corresponding to the temperature control module is obtained, the vehicle control method further comprises:

[0011] obtaining current vehicle data;

[0012] If the current vehicle data meets a preset detection condition, the first detection data corresponding to the temperature control module is acquired.

[0013] Preferably, the current vehicle data comprises a current parking duration; and the preset detection condition is that the current parking duration is greater than a first duration threshold.

[0014] Preferably, the current vehicle data further comprises a local latitude and longitude, a first ambient temperature and a first ambient humidity; and the first duration threshold is determined based on the local latitude and longitude, the first ambient temperature and the first ambient humidity.

[0015] Preferably, the first detection data corresponding to the temperature control module comprises:

[0016] N test pulse signals are sequentially sent to the temperature control module at a first time interval, so that the temperature control module rotates to a target angle based on the test pulse signals, and the first detection data corresponding to the temperature control module is acquired, the first detection data comprising rotation times corresponding to the N test pulse signals, wherein N is greater than or equal to 2;

[0017] The first detection data is used to perform a jam risk detection, and a jam risk detection result corresponding to the temperature control module is determined, comprising:

[0018] A current number of rotation times corresponding to the test pulse signals that exceed a second duration threshold range is determined.

[0019] If the current number is 0, it is determined that the jam risk detection result is that there is no jam risk.

[0020] 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.

[0021] If the current number is N, it is determined that the jam risk detection result is that there is a second-level jam risk.

[0022] Preferably, the first detection data comprises a first measured current.

[0023] The first detection data is used to perform a jam risk detection, and a jam risk detection result corresponding to the temperature control module is determined, comprising:

[0024] If the first measured current is less than a first current threshold, it is determined that the jam risk detection result is that there is no jam risk.

[0025] if the first measured current is not less than the first current threshold, determining that the card jam risk detection result is that there is a first-level card jam risk, sending a de-interactive request to the user terminal based on an interactive de-termination strategy, and monitoring the number of times that the first measured current is not less than a second current threshold in response to a denial response of the user terminal;

[0026] if the number of times is less than a preset number of times, determining that the card jam risk detection result is that there is a first-level card jam risk;

[0027] if the number of times is not less than the preset number of times, determining that the card jam risk detection result is that there is a second-level card jam risk.

[0028] Preferably, the first detection data corresponding to the temperature control module comprises:

[0029] detecting a second measured current corresponding to the temperature control module at a first time interval;

[0030] if the second measured current is less than a first current threshold, repeating the detection of the second measured current corresponding to the temperature control module at the first time interval;

[0031] if the second measured current is not less than the first current threshold, detecting a first measured current corresponding to the temperature control module at a second time interval, the second time interval being less than the first time interval.

[0032] Preferably, the de-interactive request comprises an engine start request and a heater start request.

[0033] The sending of the de-interactive request to the user terminal based on the interactive de-termination strategy comprises:

[0034] obtaining a current parking environment of the vehicle;

[0035] 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 terminal;

[0036] if the current parking environment is indoor, determining that the target component is a heater, generating a heater start request corresponding to the heater, and sending the heater start request to the user terminal.

[0037] A vehicle-mounted controller comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the vehicle control method described above.

[0038] The vehicle control system comprises a temperature control module, a target component and the vehicle-mounted controller, the vehicle-mounted controller is connected with the temperature control module and the target component respectively, and is used for controlling the target component to work to remove the risk of the temperature control module.

[0039] The automobile comprises the vehicle control system.

[0040] The vehicle control method, the vehicle-mounted controller, the vehicle control system and the automobile can determine the risk detection result of the temperature control module based on the first detection data, remove the first risk of the temperature control module and improve the safety performance of the vehicle, and can interact with the user terminal in the case of low risk to facilitate the user to judge whether to remove the first risk according to the actual situation, thereby improving the experience of the user. When the risk detection result is determined to exist the second risk, the risk is determined to be high, and the target component is controlled to work by using the forced removal strategy, so as to timely remove the second risk of the temperature control module and protect the safety performance of the vehicle. The method can reasonably remove the risk of the temperature control module according to the severity of the risk, effectively protect the safety performance of the temperature control module, and further protect the safety performance of the vehicle, and has high application value. BRIEF DESCRIPTION OF DRAWINGS

[0041] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following will briefly introduce the drawings needed to be used in the description of the embodiments of the present application. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0042] Figure 1 is a flowchart of the vehicle control method in an embodiment of the present application;

[0043] Figure 2 is another flowchart of the vehicle control method in an embodiment of the present application;

[0044] Figure 3 is another flowchart of the vehicle control method in an embodiment of the present application;

[0045] Figure 4 is another flowchart of the vehicle control method in an embodiment of the present application;

[0046] Figure 5is another flow chart of the vehicle control method in an embodiment of the present application;

[0047] Figure 6 is another flow chart of the vehicle control method in an embodiment of the present application;

[0048] Figure 7 is a schematic diagram of the vehicle controller in an embodiment of the present application. DETAILED DESCRIPTION

[0049] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are some but not all of the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative work fall within the scope of the present application.

[0050] The vehicle control method provided by the embodiments of the present application can be applied to the vehicle controller assembled in a vehicle, and is used to achieve the purpose of reasonably resolving the risk of card jam of the temperature control module.

[0051] In an embodiment, as shown in Figure 1 , a vehicle control method is provided, which is described by taking the vehicle controller in Figure 7 as an example, and includes the following steps.

[0052] S101: Obtain first detection data corresponding to the temperature control module;

[0053] S102: Perform card jam risk detection based on the first detection data, and determine a card jam risk detection result corresponding to the temperature control module;

[0054] S103: If the card jam risk detection result is that there is a first-level card jam risk, send a release interaction request to a user end based on an interactive release strategy, and in response to a confirmation response of the user end, control a target component to work to resolve the card jam risk of the temperature control module;

[0055] S104: If the card jam risk detection result is that there is a second-level card jam risk, control the target component to work based on a forced release strategy to resolve the card jam risk of the temperature control module;

[0056] The severity of the first-level card jam risk is less than the severity of the second-level card jam risk.

[0057] The first detection data refers to data used to determine the card jam risk detection result corresponding to the temperature control module. The card jam risk detection result refers to whether the temperature control module produces a card jam risk and the risk level of the card jam risk after detecting the temperature control module. The card jam risk detection result includes but is not limited to no card jam risk, first-level card jam risk, and second-level card jam risk. The first-level card jam risk and the second-level card jam risk are two kinds of card jam risks with different severity levels, and the severity level of the first-level card jam risk is lower than that of the second-level card jam risk. Understandably, different card jam risk detection results corresponding to the temperature control module are used to represent different severity levels of the card jam risk of the temperature control module, so as to reasonably remove the card jam risk of the temperature control module corresponding to different card jam risk detection results by using different card jam removal strategies, 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 vehicle.

[0058] As an example, in step S101, the vehicle-mounted controller obtains data used to determine the card jam risk detection result of the temperature control module as the first detection data. For example, the vehicle-mounted controller detects the temperature control module in real time, obtains the data generated by real-time detection, and determines the data generated by real-time detection as the first detection data corresponding to the temperature control module, so as to determine the card jam risk detection result corresponding to the temperature control module in real time according to the first detection data.

[0059] As an example, in step S102, the vehicle-mounted controller processes the first detection data to determine whether the temperature control module has a card jam risk, and further determines the severity level of the card jam risk corresponding to the temperature control module when it is determined that there is a card jam risk, and determines the card jam risk detection result corresponding to the temperature control module according to the severity level of the card jam risk. For example, the vehicle-mounted controller determines whether the temperature control module has a card jam risk according to whether the first detection data is within the preset normal data range. If the first detection data is within the preset normal data range, it is determined that the card jam risk detection result corresponding to the temperature control module is no card jam risk. If the first detection data is not within the preset normal data range, it is determined that the temperature control module has a card jam risk, and further determines the deviation degree of the first detection data deviating from the normal data range. If the deviation degree is small, it indicates that the severity level of the card jam risk of the temperature control module is low, and at this time, it is determined that the card jam risk detection result corresponding to the temperature control module is first-level card jam risk. If the deviation degree is large, it indicates that the severity level of the card jam risk of the temperature control module is high, and at this time, it is determined that the card jam risk detection result corresponding to the temperature control module is second-level card jam risk.

[0060] The interaction release strategy refers to a strategy of interacting with the user to release the risk of the temperature control module being stuck. The user end refers to a port interacting with the vehicle-mounted controller. The release interaction request refers to a request for the user end to determine whether to agree to release the first-level risk of being stuck. The target component refers to a component for releasing the risk of the temperature control module being stuck.

[0061] As an example, in step S103, when the vehicle-mounted controller determines that the risk detection result is the first-level risk of being stuck, the vehicle-mounted controller determines the target component for releasing the first-level risk of being stuck based on the interaction release strategy, and sends a release interaction request to the user end. When the vehicle-mounted controller receives the confirmation response fed back by the user, the vehicle-mounted controller controls the target component to work until the risk of the temperature control module being stuck is released and the temperature control module returns to normal. Understandably, since the severity of the first-level risk of being stuck is low, it is not necessary to forcibly release it, and the first-level risk of the temperature control module being stuck can be released when the user determines that the actual situation allows, so as 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-mounted controller. The confirmation response is used to represent that the user agrees to actively release the risk of the temperature control module being stuck. The denial response is used to represent that the user does not agree to actively release the risk of the temperature control module being stuck. That is, when the vehicle-mounted controller receives the confirmation response, the vehicle-mounted controller controls the target component to work to actively release the risk of the temperature control module being stuck. When the vehicle-mounted controller receives the denial instruction, the vehicle-mounted controller does not take measures to actively release the risk of the temperature control module being stuck. In this example, the first-level risk of being stuck corresponds to the interaction release strategy, and the first-level risk of the temperature control module being stuck is released. The risk of the temperature control module being stuck can be reasonably released according to the severity of the risk of the temperature control module being stuck. Moreover, based on the interaction release strategy, the target component releases the first-level risk of the temperature control module being stuck in response to the confirmation response of the user, so as to achieve the purpose of releasing the risk of the temperature control module being stuck through interaction with the user, which can effectively improve the participation of the user and enhance the user experience.

[0062] The forced release strategy refers to a strategy of directly controlling the target component to release the risk of the temperature control module being stuck.

[0063] As an example, in step S104, when the vehicle-mounted controller determines that the risk detection result of the temperature control module is the existence of the secondary sticking risk, it is determined that the severity of the sticking risk of the temperature control module is high. At this time, it is determined that the forced removal strategy is the forced removal strategy for removing the sticking risk of the temperature control module. The actual situation of the vehicle is evaluated based on the forced removal strategy, the target component for removing the sticking risk is determined, and the target component is controlled to work until the secondary sticking risk of the temperature control module is removed. Understandably, since the secondary sticking risk has a higher severity than the primary sticking risk, the secondary sticking risk of the temperature control module needs to be removed in time. Therefore, the target component is controlled to work by using the forced removal strategy to remove the secondary sticking risk of the temperature control module, which can achieve the purpose of reasonably removing the sticking risk of the temperature control module according to the severity of the sticking risk.

[0064] For example, if the vehicle equipped with the temperature control module is parked indoors, the target component is determined to be a heater, and the heater is controlled to work by using the forced removal strategy until the secondary sticking risk of the temperature control module is removed. If the vehicle equipped with the temperature control module is parked outdoors, the target component is determined to be an engine, and the engine is controlled to work by using the forced removal strategy until the secondary sticking risk of the temperature control module is removed. In this example, the secondary sticking risk is removed by using the forced removal strategy corresponding to the secondary sticking risk, which can reasonably remove the sticking risk of the temperature control module according to the severity of the sticking risk and improve the safety performance of the vehicle.

[0065] In this embodiment, based on the first detection data, the sticking risk detection result corresponding to the temperature control module is determined. Since the risk severity of the primary sticking risk is lower than that of the secondary sticking risk, when it is determined that the sticking risk detection result is the existence of the primary sticking risk, the interactive removal request is sent to the user end based on the interactive removal strategy, and the target component is controlled to work in response to the confirmation response of the user end. Not only can the primary sticking risk of the temperature control module be removed to improve the safety performance of the vehicle, but also the user end can be interacted with in the case of low sticking risk to allow the user to judge whether to remove the primary sticking risk according to the actual situation and improve the user experience. When it is determined that the sticking risk detection result is the existence of the secondary sticking risk, it is determined that the severity of the sticking risk is high, and the target component is controlled to work by using the forced removal strategy to remove the secondary sticking risk of the temperature control module in time and protect the safety performance of the vehicle. This method can reasonably remove the sticking risk of the temperature control module according to the severity of the sticking risk and effectively protect the safety performance of the vehicle, which has high application value.

[0066] In an embodiment, as shown in FIG. 1, Figure 2 Before step S101, that is, before the first detection data corresponding to the temperature control module is obtained, the vehicle control method further includes:

[0067] S201: acquire current vehicle data;

[0068] S202: if the current vehicle data meets the preset detection condition, execute acquiring the first detection data corresponding to the temperature control module.

[0069] The current vehicle data refers to data used to determine whether the temperature control module needs to be detected for the risk of sticking.

[0070] As an example, in step S201, the vehicle controller acquires the current vehicle data of the vehicle equipped with the temperature control module in real time. 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 the temperature control module needs to be detected for the risk of sticking. The main reasons for the risk of sticking 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 cannot pass through, into the actuator of the temperature control module, and liquefy into liquid water on the surface of the gear of the actuator. After the gear absorbs these water, it will swell, the size will increase, the transmission performance of the gear will be reduced, which will affect the transmission efficiency of the actuator, and ultimately cause the temperature control module to stick. Therefore, the humidity and temperature of the environment in which the vehicle is located are acquired 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 condition for detecting the risk of sticking of the temperature control module.

[0071] The preset detection condition refers to a preset condition used to determine whether the temperature control module needs to be detected for the risk of sticking.

[0072] As an example, in step S202, after acquiring the current vehicle data, the vehicle controller can compare the current vehicle data with the preset detection condition. When it is determined that the current vehicle data meets the preset detection condition, step S101 is executed, that is, acquiring the first detection data corresponding to the temperature control module, so as to detect the risk of sticking of the temperature control module corresponding to the first detection data, and determine the risk detection result. In this example, if the current vehicle data includes the humidity and temperature of the environment in which the vehicle equipped with the temperature control module is parked, the preset detection condition includes a preset humidity range corresponding to the humidity of the environment in which the vehicle is parked and a preset temperature range corresponding to the temperature of the environment in which the vehicle is parked. When the humidity of the environment in which the vehicle is parked is within the preset humidity range and the temperature of the environment in which the vehicle is parked is within the preset temperature range, it is determined that the current vehicle data meets the preset detection condition.

[0073] In this embodiment, the current vehicle data affecting the risk of sticking of the temperature control module is acquired. Whether the current vehicle data meets the preset detection condition is determined to determine whether the temperature control module needs to be detected for the risk of sticking, so as to timely eliminate the risk of sticking of the temperature control module.

[0074] In one embodiment, 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.

[0075] Among them, the current parking duration refers to the parking duration of the vehicle equipped with the temperature control module obtained in real time. The first duration threshold refers to the duration threshold used to determine the current parking duration. 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 a range that creates a risk of jamming. Therefore, if the current parking duration is long, the temperature control module may create a risk of jamming. The current parking duration is determined as the current vehicle data, and the first duration threshold is determined as the preset detection condition. When the current parking duration is greater than the first duration threshold, it is determined that the current vehicle data meets the preset detection condition, so as to facilitate timely detection and elimination of the jam risk of the temperature control module, thereby improving the safety performance of the temperature control module and ensuring the safety performance of the entire vehicle.

[0076] 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.

[0077] 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 conditions corresponding to 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 based on 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 jam risk of the temperature control module when the vehicle is not powered on.

[0078] 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 amb1The vehicle-mounted controller acquires a first environmental temperature and a first environmental humidity corresponding to the local latitude and longitude in real time, queries a three-dimensional mapping table according to the first environmental temperature and the first environmental humidity, determines a corresponding H amb1 and T amb1 , and then determines t amb1 according to H amb1 and T a , so as to obtain the first time length threshold corresponding to the first environmental temperature and the first environmental humidity under the local latitude and longitude.

[0079] In this embodiment, the first time length threshold can be dynamically determined according to the local latitude and longitude, the first environmental temperature and the first environmental humidity, so as to dynamically determine whether the current parking time length meets the preset detection condition of the risk detection of the temperature control module according to the first time length threshold.

[0080] In an embodiment, the step S101 of acquiring the first detection data corresponding to the temperature control module comprises:

[0081] N test pulse signals are sequentially sent to the temperature control module at a first time interval, so that the temperature control module rotates to a target angle based on the test pulse signals, and the first detection data corresponding to the temperature control module is acquired, the first detection data comprising a rotation time corresponding to the N test pulse signals, wherein N≥2.

[0082] The first time interval refers to a preset time interval for detecting the temperature control module. In this example, the first time interval can be determined according to a second environmental temperature and a second environmental humidity of the temperature control module acquired in real time, by querying a preset three-dimensional mapping table t test1 _Map(H amb2 , T amb2 ), wherein H amb2 is the environmental humidity in the three-dimensional mapping table t test1 _Map(H amb2 , T amb2 ), T amb2 is the environmental temperature in the three-dimensional mapping table t test1 _Map(H amb2 , T amb2 ), and t test1 is the first time interval determined by H amb2 and T amb2 . The three-dimensional mapping table t test1 _Map(H amb2 , T amb2determining a first time interval corresponding to a second environment temperature and a second environment humidity. The second environment temperature refers to an environment temperature collected in real time for determining the first time interval. The second environment humidity refers to an environment humidity collected in real time for determining the first time interval. The target angle refers to an angle required for the temperature control module to rotate when the temperature control module is tested.

[0083] As an example, the vehicle-mounted controller sends an opening instruction of ECU TM Mon=1 to the temperature control module in a vehicle unpowered state, the temperature control module rotates after receiving the opening instruction, the vehicle-mounted controller sends test pulse signals to the temperature control module in turn according to the first time interval, so that the temperature control module rotates to the target angle based on N test pulse signals respectively, obtains a rotation time corresponding to each test pulse signal generated by the temperature control module after being tested by N test pulse signals, obtains N rotation times, determines that the test of the temperature control module is completed, and sends a closing instruction of ECU TM down=1 to the temperature control module to control the temperature control module to close. For example, the vehicle-mounted controller sends three test pulse signals with duty cycles of 30%, 50% and 70% to the temperature control module in turn according to the first time interval after determining that the temperature control module starts to rotate, and obtains three rotation times of the temperature control module rotating to the target angle when the temperature control module is tested by the three test pulse signals respectively. Understandably, if the temperature control module does not have a risk of sticking, N rotation times corresponding to N test pulse signals are 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 judge whether the temperature control module has a risk of sticking and the severity of the risk of sticking according to the N rotation times.

[0084] In an embodiment, as shown in FIG. 1, the step S102 of detecting the risk of sticking based on the first detection data includes: Figure 3

[0085] S301: determining a current number of rotation times corresponding to the test pulse signals exceeding the second time length threshold range;

[0086] S302: if the current number is 0, determining that the risk of sticking detection result is that there is no risk of sticking;

[0087] S303: if the current number is not 0 and is not N, determining that the risk of sticking detection result is that there is a first-level risk of sticking;

[0088] S304: if the current number is N, determining that the risk of sticking detection result is that there is a second-level risk of sticking.

[0089] ​The second time threshold range refers to a time range of the temperature control module rotating to the target angle when the temperature control module does not have the risk of sticking during the test of the temperature control module by the test pulse signal with a certain duty cycle. Understandably, if the temperature control module does not have the risk of sticking, the temperature control module rotates to the target angle within a certain normal time range when receiving the test pulse signal with a certain duty cycle. The normal time range is the second time threshold range corresponding to the test pulse signal with the duty cycle. Each test pulse signal with a duty cycle corresponds to a second time threshold range. The current number refers to the number of rotation times exceeding the corresponding second time threshold range.

[0090] As an example, in step S301, the vehicle-mounted controller sends N test pulse signals to the temperature control module at a first time interval, obtains the rotation time of the temperature control module corresponding to the N test pulse signals, and then compares each rotation time with the second time threshold range corresponding to each test pulse signal to determine the current number of rotation times exceeding the corresponding second time threshold range. For example, for three test pulse signals with duty cycles of 30%, 50%, and 70%, each test pulse signal with a duty cycle corresponds to a rotation time, and a total of three 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 threshold range corresponding to the test pulse signal with a duty cycle of 30% to determine whether the rotation time corresponding to the test pulse signal with a duty cycle of 30% exceeds the corresponding second time threshold range. Similarly, it is determined whether the rotation time corresponding to the test pulse signal with a duty cycle of 50% exceeds the corresponding second time threshold range, and whether the rotation time corresponding to the test pulse signal with a duty cycle of 70% exceeds the corresponding second time threshold range. The current number of rotation times exceeding the corresponding second time 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 threshold range, the rotation time corresponding to the test pulse signal with a duty cycle of 50% does not exceed the corresponding second time threshold range, and the rotation time corresponding to the test pulse signal with a duty cycle of 70% exceeds the corresponding second time threshold range, then the current number is 1.

[0091] Understandably, the temperature control module is tested by N test pulse signals with different duty cycles. 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 does not have the risk of sticking. If the N rotation times all exceed the second time threshold range, it indicates that the temperature control module has a risk of sticking, and the severity of the risk of sticking is high. Therefore, according to the current number of rotation times exceeding the second time threshold range, it can not only determine whether the temperature control module has the risk of sticking, but also warn the size of the risk of sticking of the temperature control module.

[0092] The no-stuck risk means that the temperature control module has no risk of being stuck.

[0093] As an example, in step S302, the vehicle-mounted controller determines that the current number is 0 when determining that the number of rotation time exceeding the corresponding second time length threshold range is 0, that is, the current number is 0. At this time, it is determined that the stuck risk detection result of the temperature control module is no stuck risk, and a normal code ECU_TMMerrorcode=0 is sent to the temperature control module, so that the temperature control module does not perform early warning. Understandably, if the current number is 0, it indicates that the test pulse signals of N different duty cycles are used to test the temperature control module, and the rotation time of the temperature control module is within the corresponding second time length threshold range, and the temperature control module is normal. At this time, the stuck risk detection result of the temperature control module is no stuck risk.

[0094] As an example, in step S303, the vehicle-mounted controller determines that the stuck risk detection result of the temperature control module is a first-level stuck risk when determining that the current number is not 0 and is not N, and sends a risk code ECU_TMMerrorcode=1 to the temperature control module, so that the temperature control module enters a first-level stuck risk early warning state. For example, if N=3, the current number is not 0 and is not 3, then the current number is greater than 0 and less than 3, that is, the current number is 1 or 2. When the vehicle-mounted controller determines that the current number is 1 or 2, it is determined that the stuck risk detection result is a first-level stuck risk. Understandably, if the current number is not 0 and is not N when the test pulse signals of N different duty cycles are used to test the temperature control module, 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 a first-level stuck risk, so as to determine the risk removal strategy corresponding to the first-level stuck risk, and reasonably remove the first-level stuck risk of the temperature control module.

[0095] As an example, in step S304, the vehicle-mounted controller determines that the stuck risk detection result is a second-level stuck risk when determining that the current number is N, and sends a risk code ECU_TMMerrorcode=2 to the temperature control module, so that the temperature control module enters a second-level stuck risk early warning state. For example, N=3, and the current number is 3. When the vehicle-mounted controller determines that the current number is 3, it is determined that the stuck risk detection result is a second-level 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 its corresponding second time length threshold range, and the stuck risk of the temperature control module is relatively serious. At this time, the stuck risk detection result of the temperature control module is a second-level stuck risk, so as to determine the risk removal strategy corresponding to the second-level stuck risk, and reasonably remove the second-level stuck risk of the temperature control module.

[0096] In this embodiment, the stuck risk detection result of the temperature control module is determined according to the current number, so as to determine the risk elimination strategy corresponding to the second-level stuck risk in a targeted manner and reasonably eliminate the stuck risk of the temperature control module.

[0097] In another embodiment, the first detection data includes a first measured current.

[0098] 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.

[0099] In another embodiment, 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, further includes:

[0100] S401: If the first measured current is less than the first current threshold, determining that the stuck risk detection result is no stuck risk;

[0101] S402: If the first measured current is not less than the first current threshold, determining that the stuck risk detection result is a level 1 stuck risk, sending a request to terminate the interaction to the user terminal based on the interaction termination 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;

[0102] S403: If the consecutive number of times is less than the preset number of times, the stuck risk detection result is determined to be a first-level stuck risk;

[0103] S404: If the consecutive number is not less than the preset number, the stuck risk detection result is determined to be the existence of a second-level stuck risk.

[0104] 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.

[0105] As an example, in step S401, if the onboard controller determines that the first measured current is less than the first current threshold, the onboard controller determines that the temperature control module's stuck risk detection result is no stuck risk. At this point, the onboard controller sends a normal code, ECU_TMMerrorcode=0, to the temperature control module, preventing the temperature control module from issuing a warning. Understandably, if the first measured current is less than the first current threshold, this indicates that the temperature control module has not experienced an abnormal increase in current, and therefore, the stuck risk detection result is determined to be no stuck risk.

[0106] The second current threshold refers to a current threshold used to monitor whether the risk of the temperature control module becoming stuck increases after determining that the temperature control module has a first-level stuck risk. The second current threshold may be the same as or different from the first current threshold.

[0107] As an example, in step S402, the vehicle-mounted controller determines that the corresponding risk detection result of the temperature control module is a first level of risk when determining that the first measured current is not less than the first current threshold, sends the risk code ECU_TMMerrorcode=1 to the temperature control module to make the temperature control module enter the pre-warning state of the first level of risk, determines the target component according to the interaction release strategy, and sends the release interaction request to the user end. When receiving the denial response of the user end, the target component is not started in response to the denial response of the user end, and the first measured current of the temperature control module is detected at the second time interval to monitor the continuous number of times that the first measured current is not less than the second current threshold in real time, so as to further determine the risk detection result of the temperature control module according to the continuous number of times that 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 sticking, the temperature control module is pre-warned, the risk detection result of the temperature control module is determined to be a first level of risk, and the temperature control module is interacted with the user end to timely release the risk of sticking of the temperature control module, so as to judge whether to release the first level of risk of the temperature control module according to the response of the user end, and continue to monitor the risk of sticking of the temperature control module when the user disagrees to release the first level of risk of the temperature control module at present, so as to timely judge whether the severity of the risk of sticking of the temperature control module is increased, so as to protect the safety performance of the temperature control module.

[0108] Among them, the preset number of times refers to the continuous number of times that the first measured current is not less than the second current threshold when the risk degree of the corresponding risk of the temperature control module is increased.

[0109] As an example, in step S403, the vehicle-mounted controller compares the first measured current with the second current threshold when continuing to monitor the first measured current, and determines that the continuous number of times that the first measured current is not less than the second current threshold is less than the preset number of times when it is determined that the corresponding risk detection result of the temperature control module is a first level of risk, and still determines that the risk detection result of the temperature control module is a first level of risk. For example, if the preset number of times is 2, the vehicle-mounted controller still determines that the risk detection result of the temperature control module is a first level of risk when it is determined that the continuous number of times that the first measured current is not less than the second current threshold is less than 2. Understandably, if the continuous number of times that the first measured current is not less than the second current threshold is less than the preset number of times, it indicates that the risk of sticking of the temperature control module is not increased, and therefore the risk detection result of the temperature control module is still determined to be a first level of risk to interact with the user to release the risk of sticking of the temperature control module and improve the experience of the user.

[0110] As an example, in step S404, while continuing to monitor the first measured current, the onboard controller compares the first measured current with the second current threshold. If the stuck risk detection result for the temperature control module is determined to indicate a level 1 stuck risk, and if the first measured current continues to be monitored to be no less than the second current threshold for no less than a preset number of consecutive times, the onboard controller determines that a level 2 stuck risk exists for the temperature control module. For example, if the preset number of times is 2, the onboard controller determines that the first measured current is no less than the second current threshold for no less than two consecutive times, then the onboard controller determines that a level 2 stuck risk exists for the temperature control module. It is understood that if the first measured current is no less than the second current threshold for no less than the preset number of consecutive times, indicating an increased risk of stuckness for the temperature control module, the stuck risk detection result for the temperature control module is determined to be a level 2 stuck risk, thereby facilitating the implementation of a forced release strategy to eliminate the level 2 stuck risk for the temperature control module, thereby ensuring the safety of the temperature control module and, consequently, improving the safety of the entire vehicle.

[0111] In this embodiment, the first measured current is determined as the first detection data. 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 stuck risk, and the stuck risk detection result is determined, so as to promptly remove the stuck risk of the temperature control module. When the stuck risk detection result is determined to be a level one stuck risk, and the user terminal does not agree to actively remove the level one 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 is not less than the second current threshold during re-monitoring. 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, effectively reducing accidental errors in the stuck risk detection result, and accurately determining whether the temperature control module has a stuck risk and the stuck risk detection result corresponding to the severity of the stuck risk.

[0112] In another embodiment, if Figure 5 As shown, step S101, i.e., obtaining first detection data corresponding to the temperature control module, further includes:

[0113] S501: Detecting a second measured current corresponding to the temperature control module at a first time interval;

[0114] 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;

[0115] 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 according to a second time interval, where the second time interval is less than the first time interval.

[0116] The second measured current refers to the current detected by the temperature control module according to the first time interval.

[0117] As an example, in step S501, the vehicle-mounted controller determines that the temperature control module needs to be detected for the risk of sticking after determining that the current parking duration is greater than the first duration threshold, starts the temperature control module, and detects the temperature control module according to the first time interval to obtain the second measured current of the temperature control module corresponding to each first time interval. In this example, the vehicle-mounted controller sends the start instruction ECU_TMMon=1 to the temperature control module, the temperature control module starts after receiving the start instruction ECU_TMMon=1, detects the temperature control module according to the first time interval, obtains the second measured current of the temperature control module corresponding to each first time interval, and sends the shutdown instruction ECU_TMMdown=1 to the temperature control module to make the temperature control module shut down after receiving the shutdown instruction ECU_TMMdown=1. For example, the first time interval is 15S, the vehicle-mounted controller detects the temperature control module after the temperature control module starts for 15S, obtains the second measured current, and controls the temperature control module to shut down. Understandably, 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 risk detection result of the temperature control module according to whether the second measured current abnormally increases.

[0118] As an example, in step S502, the vehicle-mounted 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 less than the first current threshold, step S501 is repeatedly executed, that is, the temperature control module is repeatedly started, and the second measured current of the temperature control module is detected according to the first time interval. Understandably, if the second measured current is less than the first current threshold, 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 to determine whether the second measured current abnormally increases, and to determine whether the temperature control module has the risk of sticking in time.

[0119] The second time interval refers to the time interval after the first time interval is shortened.

[0120] As an example, in step S503, the vehicle-mounted 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, the vehicle-mounted controller 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, and when the interval time of the second measured current not less than the first current threshold is the second time interval, the vehicle-mounted controller detects the first measured current corresponding to the temperature control module, sends a closing instruction ECU TMdown = 1 to the temperature control module, so that the temperature control module closes after receiving the closing instruction ECU TMdown = 1, and determines the first measured current adjacent to the second measured current not less than the first current threshold as the first detection data. In this example, when it is determined that the second measured current is not less than the first current threshold, the vehicle-mounted controller queries the preset three-dimensional mapping table t test2 _Map(t test1 , I TMM ) according to the second measured current not less than the first current threshold and the first time interval, determines the second time interval t TMM corresponding to the second measured current I test1 not less than the first current threshold and the first time interval t test2 , and detects the first measured current corresponding to the temperature control module according to the second time interval t test2 .

[0121] In this example, in order to avoid the contingency of the second measured current not less than the first current threshold, when it is determined that the second measured current is not less than the first current threshold, the current of the temperature control module needs to be detected again to more accurately judge whether the temperature control module has an abnormal increase in current and whether the temperature control module has a risk of sticking. Shorten the first time interval to obtain the second time interval, so as to check the temperature control module according to the second time interval with shorter interval time, and more efficiently judge whether the temperature control module has a risk of sticking.

[0122] As another example, in step S401 after step S503, the vehicle-mounted controller determines that the corresponding stiction risk detection result of the temperature control module is no stiction risk when determining that the first measured current adjacent to the second measured current not less than the first current threshold is less than the first current threshold, at this time, the vehicle-mounted controller sends the normal code ECU_TMMerrorcode=0 to the temperature control module to make the temperature control module not to perform early warning. Understandably, when determining that the second measured current is not less than the first current threshold and the first measured current adjacent to the second measured current not less than the first current threshold is less than the first current threshold, it indicates that the second measured current not less than the first current threshold is an accidental event, and the stiction risk detection result is determined to be no stiction risk. In this example, when determining that the first measured current is less than the first current threshold, the temperature control module is continuously detected based on the first time interval to facilitate real-time monitoring of whether the temperature control module has stiction risk.

[0123] As another example, in step S402 after step S503, the vehicle-mounted controller determines that the corresponding stiction risk detection result of the temperature control module is a first level stiction risk when determining that the first measured current adjacent to the second measured current not less than the first current threshold is not less than the first current threshold, sends the risk code ECU_TMMerrorcode=1 to the temperature control module to make the temperature control module enter the early warning state of the first level stiction risk, determines the target component according to the interaction release strategy, and sends the release interaction request to the user end, when receiving the denial response of the user end, in response to the denial response of the user end, the target component is not started, and step S403 is repeatedly executed, i.e. the first measured current corresponding to the temperature control module is continuously detected according to the second time interval, and the number of consecutive times that the first measured current is not less than the second current threshold is monitored in real time, so as to further determine the stiction risk detection result of the temperature control module according to the number of consecutive times that the first measured current is not less than the second current threshold. Understandably, after determining that the second measured current is not less than the first current threshold, the temperature control module is detected again according to the second time interval, when determining 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 twice in succession, it is determined that the temperature control module has stiction risk, the temperature control module is warned, the stiction risk detection result of the temperature control module is determined to be a first level stiction risk, and interaction is performed with the user end, so as to judge whether to actively release the first level stiction risk of the temperature control module according to the response of the user end, when the user disagrees to release the first level stiction risk of the temperature control module at present, the stiction risk of the temperature control module is continuously monitored to facilitate timely judging whether the severity of the stiction risk of the temperature control module is increased to protect the safety performance of the temperature control module.

[0124] In the example corresponding to step S401 after step S503, 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. Based on the relationship between the first measured current and the first current threshold, it is determined whether the temperature control module has experienced two consecutive abnormal current increases, thereby determining whether the temperature control module is at risk of sticking, and determining a sticking risk detection result. This method can effectively eliminate the accidental determination that the temperature control module is at risk of sticking based on only a single detection of abnormal current in the temperature control module, and can accurately determine whether the temperature control module is at risk of sticking and the sticking risk detection result corresponding to the severity of the sticking risk.

[0125] In one embodiment, the de-interaction request includes an engine start request and a heater start request.

[0126] The engine start request is a request command requesting the user to indicate whether to start the engine when the target component is an engine. The heater start request is a request command requesting the user to indicate whether to start the heater when the target component is a heater.

[0127] 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, and in response to the confirmation response of the user terminal, controlling the target component to operate to eliminate the risk of the temperature control module being stuck, includes:

[0128] S601: Acquire the current parking environment of the vehicle;

[0129] S602: 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 terminal;

[0130] 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.

[0131] The current parking environment refers to the parking environment of the vehicle in which the temperature control module is installed.

[0132] 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 surrounding images through a camera device, recognizes the surrounding images, and determines the current parking environment.

[0133] As an example, in step S602, the vehicle-mounted controller determines that the target component is the engine when it determines that the current parking environment is outdoor, and generates an engine start request corresponding to the engine, determines the engine start request as the interaction request for releasing, and sends it to the user terminal to interact with the user, and asks the user to indicate whether to start the engine of the vehicle according to the actual situation of the user, so as to release the risk of the first level of the temperature control module. In this example, the user terminal can be a user interaction interface on the vehicle, a user PC terminal, or a user APP terminal.

[0134] As an example, in step S603, the vehicle-mounted controller determines that the target component is the heater when it determines that the current parking environment is indoor, and generates a heater start request corresponding to the heater, determines the heater start request as the interaction request for releasing, and sends it to the user terminal to interact with the user, and asks the user to indicate whether to start the heater of the vehicle according to the actual situation of the user, so as to release the risk of the first level of the temperature control module. In this example, the heater includes but is not limited to a PTC water heater. The user terminal can be a user interaction interface on the vehicle, a user PC terminal, or a user APP terminal.

[0135] In this embodiment, if the current parking environment is indoor, the air pollution problem needs to be considered, and a cleaner heater is used to release the risk of the first level of the temperature control module, which can effectively reduce air pollution and improve user experience. If the current parking environment is outdoor, the space range of the vehicle is large, and the target component is determined to be the engine, which can more efficiently release the risk of the first level of the temperature control module compared to the heater.

[0136] In an embodiment, step S103, that is, in response to the confirmation response fed back by the user terminal, the target component is controlled to work to release the risk of the temperature control module, including:

[0137] S1031: If the confirmation response is an instruction to agree to start the engine, the engine is controlled to start until the risk of the temperature control module is released.

[0138] S1032: If the confirmation response is an instruction to agree to start the heater, the heater is controlled to start until the risk of the temperature control module is released.

[0139] The instruction to agree to start the engine means that the user agrees to actively release the risk of the first level of the temperature control module by the engine when the current parking environment is outdoor.

[0140] As an example, in step S1031, when the vehicle-mounted controller determines that the confirmation response is the instruction to start the engine, the vehicle-mounted controller sends the start instruction of ECU ENGon = 1 to the engine to control the engine to start, and at the same time, continues to repeatedly execute steps S101 to S102, that is, continues to detect the risk of the temperature control module and determine the risk of the temperature control module, until it is determined that the temperature control module has no risk of jamming, and sends the close instruction of ECU ENGdown = 1 to the engine to control the engine to close, thereby controlling the engine to complete the purpose of actively removing the first level of jamming risk of the temperature control module. In this example, after the engine is controlled to close, the vehicle-mounted controller sends a prompt of “TMM jamming risk removed, vehicle can be used normally” to the user end to prompt the user that the jamming risk is removed and improve the user experience.

[0141] In this example, the instruction to start the heater is an instruction to actively remove the first level of jamming risk of the temperature control module by the heater when the user agrees to park in an indoor environment.

[0142] As an example, in step S1032, when the vehicle-mounted controller determines that the confirmation response is the instruction to start the heater, the vehicle-mounted controller sends the start instruction of ECU PTC on = 1 to the heater to control the heater to start, and at the same time, continues to repeatedly execute steps S101 to S102, that is, continues to detect the risk of the temperature control module and determine the risk of the temperature control module, until it is determined that the temperature control module has no risk of jamming, and sends the close instruction of ECU PTC down = 1 to the heater to control the heater to close, thereby controlling the heater to complete the purpose of actively removing the first level of jamming risk of the temperature control module. In this example, after the heater is controlled to close, the vehicle-mounted controller sends a prompt of “TMM jamming risk removed, vehicle can be used normally” to the user end to prompt the user that the jamming risk is removed and improve the user experience.

[0143] Understandably, during the operation of the engine or the heater, a certain amount of heat will be generated, which will evaporate the water vapor absorbed by the gear in the temperature control module through heat, help the gear to restore the original size, and thus achieve the purpose of removing the jamming risk of the temperature control module.

[0144] In this embodiment, if the current number of rotation times of the temperature control module to the target angle within the second time length threshold range is determined based on the first detection data in step S102, i.e., the first detection data is used to detect the risk of carding, in steps S1031 and S1032, when the target component is controlled to start and the risk of carding of the temperature control module is removed, the current number of rotation times of the temperature control module to the target angle within the second time length threshold range needs to be tested by N test pulse signals, and the current number of rotation times of the temperature control module to the target angle within the second time length threshold range is used to monitor the risk of carding in real time. When the current number is determined to be 0, it is determined that the risk of carding is not detected, i.e., it is determined that the first level of carding risk of the temperature control module is removed.

[0145] In this embodiment, if the current number of rotation times of the temperature control module to the target angle within the second time length threshold range is determined based on the first detection data in step S102, i.e., the first detection data is used to detect the risk of carding, in steps S1031 and S1032, when the target component is controlled to start and the risk of carding of the temperature control module is removed, the current number of rotation times of the temperature control module to the target angle within the second time length threshold range needs to be tested by N test pulse signals, and the current number of rotation times of the temperature control module to the target angle within the second time length threshold range is used to monitor the risk of carding in real time. When the current number is determined to be 0, it is determined that the risk of carding is not detected, i.e., it is determined that the first level of carding risk of the temperature control module is removed.

[0146] In this embodiment, after receiving the instruction to start the engine or the instruction to start the heater, the target component can be directly controlled to work to remove the first level of carding risk of the temperature control module, without waiting for the vehicle to be powered on. The purpose of removing the carding risk of the temperature control module can be achieved, the carding risk of the temperature control module can be self-rescued, and the normal use of the vehicle after being powered on is not affected. The user's interactive experience is improved, and the user's driving experience is further improved.

[0147] In another embodiment, after the interactive removal strategy in step S103 sends a removal request to the user terminal, and before the user terminal responds to the confirmation response in step S103, the vehicle control method further comprises:

[0148] In response to the denial response of the user terminal, the state of the vehicle is monitored in real time, and when the state of the vehicle is determined to be powered on, the engine is controlled to be in an idle state to remove the carding risk of the temperature control module.

[0149] The state of the vehicle refers to whether the vehicle is powered on. The idle state refers to the state in which the engine operates at the lowest stable speed, which is used to remove the carding risk of the temperature control module in the powered-on state.

[0150] As an example, after determining that the temperature control module corresponds to a first-stage card jam risk and sending the disengagement interaction request to the user terminal, the vehicle controller receives the denial response from the user terminal. At this time, the vehicle state is the unpowered state. When determining that the denial response is the instruction of not starting the engine, the vehicle controller does not start the engine. When determining that the denial response is the instruction of not starting the heater, the vehicle controller does not start the heater. Meanwhile, the vehicle controller monitors the vehicle state in real time. When monitoring that the vehicle state is the powered state, the vehicle controller controls the engine to be in the idle state, sends the prompt of "TMM card jam risk warning is being removed, please wait" to the user terminal, and / or displays the prompt of "TMM card jam risk warning is being removed, please wait" on the instrument panel of the vehicle, until determining that the temperature control module has no card jam risk, and then controls the engine to exit the idle state and work in the normal state, and sends the prompt of "TMM card jam risk is removed, and the vehicle can be used normally" to the user terminal, and / or displays the prompt of "TMM card jam risk is removed, and the vehicle can be used normally" on the instrument panel of the vehicle, to remind the user to use the vehicle normally. Understandably, since the vehicle state is the unpowered state when determining that the temperature control module corresponds to the first-stage card jam risk and receiving the denial response from the user terminal, the card jam risk cannot be removed actively, and the vehicle state needs to be monitored in real time, so that the engine can be controlled to generate heat in the idle state to remove the card jam risk of the temperature control module when determining that the vehicle state is the powered state.

[0151] In this embodiment, when receiving the denial response from the user terminal, the vehicle state is continuously monitored. When the vehicle state is the powered state, the engine is controlled to run at idle to remove the card jam risk of the temperature control module in time, which can effectively guarantee the safety performance of the vehicle.

[0152] It should be understood that the size of the serial number of each step in the above embodiments does not mean the order of execution. The execution order of each process should be determined according to its function and inherent logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0153] In an embodiment, as shown in FIG. 1, Figure 7 a vehicle controller is provided, which includes 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 embodiments is implemented, for example, Figure 1 S101-S104, or Figures 2 to 6 to avoid repetition, details are not repeated here.

[0154] In an embodiment, a vehicle control system is provided, which includes a temperature control module, a target component, and a vehicle controller. The vehicle controller is connected to the temperature control module and the target component respectively, and is configured to control the target component to work to remove the card jam risk of the temperature control module.

[0155] In one embodiment, an automobile is provided, comprising the vehicle control system in the above embodiments.

[0156] The above embodiments are only used to illustrate the technical solutions of the present application, but not intended to limit the present application; even though the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that they can still make modifications to the technical solutions recorded in the foregoing embodiments, or make equivalent replacements to some of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application, and should be included in the protection scope of the present application.

Claims

1. A vehicle control method characterized by, The method comprises: obtaining first detection data corresponding to the temperature control module; performing a card jam risk detection based on the first detection data to determine a card jam risk detection result corresponding to the temperature control module; if the card jam risk detection result is that there is a first-level card jam risk, sending a disengagement request to the user terminal based on an interactive disengagement strategy, and in response to a confirmation response of the user terminal, controlling a target component to work to disengage the card jam risk of the temperature control module; the disengagement request comprises an engine start request and a heater start request; if the card jam risk detection result is that there is a second-level card jam risk, controlling a target component to work to disengage the card jam risk of the temperature control module based on a forced disengagement strategy; wherein the severity of the first-level card jam risk is less than the severity of the second-level card jam risk; wherein the sending of the disengagement request to the user terminal based on the interactive disengagement strategy comprises obtaining a 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 terminal; if the current parking environment is indoor, determining that the target component is a heater, generating a heater start request corresponding to the heater, and sending the heater start request to the user terminal.

2. The vehicle control method according to claim 1, characterized by, Before the obtaining of the first detection data corresponding to the temperature control module, the vehicle control method further comprises: obtaining current vehicle data; if the current vehicle data meets a preset detection condition, performing the obtaining of the first detection data corresponding to the temperature control module.

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

4. The vehicle control method according to claim 3, characterized by, The current vehicle data further comprises local latitude and longitude, a first ambient temperature, and a first ambient humidity; and the first time threshold is determined based on the local latitude and longitude, the first ambient temperature, and the first ambient humidity.

5. The vehicle control method according to claim 1, characterized by, The obtaining of the first detection data corresponding to the temperature control module comprises: sending N test pulse signals to the temperature control module in a first time interval to make the temperature control module rotate to a target angle based on the test pulse signals, and obtaining the first detection data corresponding to the temperature control module, wherein the first detection data comprises rotation times corresponding to the N test pulse signals, and N≥2; The performing of the card jam risk detection based on the first detection data to determine the card jam risk detection result corresponding to the temperature control module comprises: determining a current number of rotation times corresponding to the test pulse signals that exceed a second time threshold range; if the current number is 0, determining that there is no card jam risk in the card jam risk detection result; if the current number is not 0 and is not N, determining that there is a first-level card jam risk in the card jam risk detection result; if the current number is N, determining that there is a second-level card jam risk in the card jam risk detection result.

6. The vehicle control method according to claim 1, characterized by, The first detection data comprises a first measured current; The performing of the card jam risk detection based on the first detection data to determine the card jam risk detection result corresponding to the temperature control module comprises: If the first measured current is less than a first current threshold, it is determined that the card jam risk detection result is that there is no card jam risk; If the first measured current is not less than the first current threshold, it is determined that the card jam risk detection result is that there is a first-level card jam risk, a request for interaction release is sent to the user terminal based on an interaction release strategy, and in response to a denial response of the user terminal, the number of times that the first measured current is not less than a second current threshold is monitored; If the number of times is less than a preset number of times, it is determined that the card jam risk detection result is that there is a first-level card jam risk; If the number of times is not less than the preset number of times, it is determined that the card jam risk detection result is that there is a second-level card jam risk.

7. The vehicle control method according to claim 6, characterized by, The first detection data corresponding to the temperature control module includes: The second measured current corresponding to the temperature control module is detected at a first time interval; If the second measured current is less than a first current threshold, the detection of the second measured current corresponding to the temperature control module at the first time interval is repeated; 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. An in-vehicle controller comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, The processor implements the vehicle control method according to any one of claims 1 to 7 when executing the computer program.

9. A vehicle control system characterized by comprising: The vehicle control system according to claim 9.

10. An automobile characterized by comprising: The vehicle control system according to claim 9.

Images