Passenger compartment humidity control method and device, vehicle and storage medium

Abstract

The invention relates to a passenger compartment humidity control method and device, a vehicle and a storage medium, and the method comprises the steps: determining a first fogging risk parameter in a passenger compartment according to the collected air temperature data, air humidity data and glass inner surface temperature data of the passenger compartment, and determining a fogging risk parameter in the passenger compartment according to the first fogging risk parameter; determining a first fogging risk level of the passenger compartment, performing anti-fogging treatment on the passenger compartment based on the first initial external circulation gear, acquiring a first variable quantity of a first fogging risk parameter within a preset time range after the anti-fogging treatment and a current second fogging risk parameter of the passenger compartment, and determining a fogging risk level of the passenger compartment according to the first variable quantity and the second fogging risk parameter. And determining a target outer circulation proportion gear of the passenger compartment, and performing anti-fog treatment on the passenger compartment based on the target outer circulation proportion gear. Therefore, the internal and external circulation ratio is adjusted according to the moisture content state of the passenger compartment, the humidity balance of the passenger compartment is automatically realized, and the driving safety of the passenger compartment is ensured.

Description

Technical Field

[0001] The present disclosure relates to the field of autonomous driving technology, and in particular, to an occupant compartment humidity control method, device, vehicle, and storage medium. Background Art

[0002] When driving a vehicle in winter, due to the large temperature difference between the outside and the occupant compartment, the water vapor generated by the passengers' breathing will accumulate in the compartment and condense into fog on the windshield. When the ambient temperature is below -5°C, frosting may even occur, which will block the driver's line of sight and even cause unnecessary traffic accidents. In related technologies, a one-key defogging / defrosting function is usually standard in the occupant compartment. The common technical means is to blow the maximum air volume through the defrosting outlet towards the windshield to remove the fog within the field of vision. After the fog dissipates, the passenger still needs to manually switch back to the automatic air conditioner. Summary of the Invention

[0003] To overcome the problems in related technologies, the present disclosure provides an occupant compartment humidity control method, device, vehicle, and storage medium.

[0004] According to a first aspect of an embodiment of the present disclosure, there is provided an occupant compartment humidity control method, including:

[0005] Determine a first fogging risk parameter in the occupant compartment according to the collected air temperature data, air humidity data, and glass inner surface temperature data of the occupant compartment;

[0006] Determine a first fogging risk level of the occupant compartment according to the first fogging risk parameter, where the first fogging risk level corresponds to a plurality of first external circulation ratio gears and a first initial external circulation gear, and the first initial external circulation gear is any one of the plurality of first external circulation ratio gears;

[0007] Based on the first initial external circulation gear, perform anti-fogging treatment on the occupant compartment, and obtain a first change amount of the first fogging risk parameter within a preset time range after the anti-fogging treatment and a second fogging risk parameter of the current occupant compartment;

[0008] Determine a target external circulation ratio gear of the occupant compartment according to the first change amount and the second fogging risk parameter, and perform anti-fogging treatment on the occupant compartment based on the target external circulation ratio gear.

[0009] Optionally, the determining the target external circulation ratio gear of the occupant compartment according to the change amount and the second fogging risk parameter includes:

[0010] If the second fogging risk level corresponding to the second fogging risk parameter matches the first fogging risk level, and the first change amount is greater than the set threshold, use the outer circulation gear adjacent to the first initial outer circulation gear among the multiple first outer circulation ratio gears as the target outer circulation ratio gear;

[0011] If the second fogging risk level does not match the first fogging risk level, perform anti-fogging treatment on the passenger compartment according to the second initial outer circulation gear corresponding to the second fogging risk level, and obtain the second change amount of the second fogging risk parameter within the preset time range after the anti-fogging treatment and the current third fogging risk parameter of the passenger compartment;

[0012] Determine the target outer circulation ratio gear according to the second change amount and the third fogging risk parameter.

[0013] Optionally, the step of using the outer circulation gear adjacent to the first initial outer circulation gear among the multiple first outer circulation ratio gears as the target outer circulation ratio gear includes:

[0014] If the first change amount is an increase amount of the first fogging risk parameter, determine the target outer circulation ratio gear from the multiple first outer circulation ratio gears. The target outer circulation ratio gear is adjacent to the first initial outer circulation gear, and the outer circulation ratio of the target outer circulation ratio gear is less than the outer circulation ratio of the first initial outer circulation gear;

[0015] If the first change amount is a decrease amount of the first fogging risk parameter, determine the target outer circulation ratio gear from the multiple first outer circulation ratio gears. The target outer circulation ratio gear is adjacent to the first initial outer circulation gear, and the outer circulation ratio of the target outer circulation ratio gear is greater than the outer circulation ratio of the first initial outer circulation gear.

[0016] Optionally, the method further includes:

[0017] In response to receiving an automatic anti-fogging instruction, obtain the preset ventilation gear of the passenger compartment;

[0018] Perform ventilation treatment on the passenger compartment based on the preset ventilation gear;

[0019] Obtain the air temperature data, the air humidity data, and the glass inner surface temperature data inside the passenger compartment after ventilation.

[0020] Optionally, the step of obtaining the glass inner surface temperature data inside the passenger compartment after ventilation includes:

[0021] Obtain the speed information of the occupant compartment, the light radiation information of the glass surface of the occupant compartment, and the initial glass inner surface temperature data after ventilation;

[0022] Determine the correction parameter of the glass surface according to the speed information and the light radiation information;

[0023] Determine the glass inner surface temperature data according to the correction parameter and the initial glass inner surface temperature data.

[0024] Optionally, the obtaining of the air temperature data in the occupant compartment after ventilation includes:

[0025] Obtain the initial air temperature data of the occupant compartment, the air volume data of the air conditioner of the occupant compartment, the initial glass inner surface temperature data of the glass surface of the occupant compartment, and the speed information of the occupant compartment after ventilation;

[0026] Determine the correction parameter of the air temperature near the glass surface of the occupant compartment according to the air volume data of the air conditioner, the speed information, and the initial glass inner surface temperature data;

[0027] Determine the air temperature data according to the correction parameter and the initial air temperature data.

[0028] Optionally, the determining of the first fogging risk level of the occupant compartment according to the first fogging risk parameter includes:

[0029] Determine the maximum fluctuation range of the first fogging risk parameter within a preset statistical period;

[0030] When the maximum fluctuation range is less than a preset threshold, determine the target fogging risk parameter according to the parameter change curve of the first fogging risk parameter within the preset statistical period;

[0031] Determine the first fogging risk level according to the target fogging risk parameter.

[0032] Optionally, the method further includes:

[0033] Obtain the fluctuation range of the second fogging risk parameter within a preset period;

[0034] If the fluctuation range is less than a set threshold, determine the second fogging risk level according to the second fogging risk parameter;

[0035] Obtain multiple second outer circulation ratio gears corresponding to the second fogging risk level;

[0036] Determine a fourth outside circulation ratio gear adjacent to the target outside circulation ratio gear from the multiple second outside circulation ratio gears, where the outside circulation ratio of the fourth outside circulation ratio gear is less than or equal to the outside circulation ratio of the target outside circulation ratio gear;

[0037] Perform anti-fogging treatment on the passenger compartment based on the fourth outside circulation ratio gear.

[0038] According to a second aspect of the embodiments of the present disclosure, there is provided a passenger compartment humidity control device, including:

[0039] A first determination module, configured to determine a first fogging risk parameter in the passenger compartment according to the collected air temperature data, air humidity data, and glass inner surface temperature data of the passenger compartment;

[0040] A second determination module, configured to determine a first fogging risk level of the passenger compartment according to the first fogging risk parameter, where the first fogging risk level corresponds to multiple first outside circulation ratio gears and a first initial outside circulation gear, and the first initial outside circulation gear is any gear among the multiple first outside circulation ratio gears;

[0041] An acquisition module, configured to perform anti-fogging treatment on the passenger compartment based on the first initial outside circulation gear, and acquire a first change amount of the first fogging risk parameter within a preset time range after the anti-fogging treatment and a current second fogging risk parameter of the passenger compartment;

[0042] An execution module, configured to determine a target outside circulation ratio gear of the passenger compartment according to the first change amount and the second fogging risk parameter, and perform anti-fogging treatment on the passenger compartment based on the target outside circulation ratio gear.

[0043] According to a third aspect of the embodiments of the present disclosure, there is provided a vehicle, including:

[0044] A memory, on which a computer program is stored;

[0045] A processor, configured to execute the computer program in the memory to implement the steps of the passenger compartment humidity control method according to any one of the first aspects of the present disclosure.

[0046] According to a fourth aspect of the embodiments of the present disclosure, there is provided a computer-readable storage medium, on which computer program instructions are stored, and when the program instructions are executed by a processor, the steps of the passenger compartment humidity control method provided in the first aspect of the present disclosure are implemented.

[0047] The technical solutions provided by the embodiments of the present disclosure may include the following beneficial effects:

[0048] In the above manner, based on the collected air temperature data, air humidity data, and glass inner surface temperature data of the passenger compartment, the first fogging risk parameter inside the passenger compartment is determined. According to the first fogging risk parameter, the first fogging risk level of the passenger compartment is determined. Based on the first initial external circulation gear position, anti-fogging treatment is performed on the passenger compartment. The first change amount of the first fogging risk parameter within a preset time range after the anti-fogging treatment and the current second fogging risk parameter of the passenger compartment are obtained. According to the first change amount and the second fogging risk parameter, the target external circulation ratio gear position of the passenger compartment is determined. Anti-fogging treatment is performed on the passenger compartment based on the target external circulation ratio gear position. Thus, by adjusting the internal and external circulation ratio according to the moisture content state of the passenger compartment, the humidity balance of the passenger compartment is automatically achieved, ensuring the driving safety of the passenger compartment.

[0049] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and do not limit the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] The accompanying drawings herein are incorporated into the specification and constitute a part of this specification, showing embodiments consistent with the present disclosure, and are used together with the specification to explain the principles of the present disclosure.

[0051] Figure 1 is a flowchart of a method for controlling the humidity of a passenger compartment shown according to an exemplary embodiment.

[0052] Figure 2 is a schematic diagram of a data acquisition method shown according to an exemplary embodiment.

[0053] Figure 3 is a flowchart of a data acquisition method shown according to an exemplary embodiment.

[0054] Figure 4 is a flowchart of a method for determining the external circulation ratio gear position shown according to an exemplary embodiment.

[0055] Figure 5 is a schematic diagram of a method for controlling the humidity of a passenger compartment shown according to an exemplary embodiment.

[0056] Figure 6 is a block diagram of a device for controlling the humidity of a passenger compartment shown according to an exemplary embodiment.

[0057] Figure 7 is a block diagram of a vehicle 700 shown according to an exemplary embodiment. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0058] Exemplary embodiments will be described in detail herein, and examples thereof are shown in the accompanying drawings. When the following description refers to the accompanying drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present disclosure. On the contrary, they are merely examples of devices and methods consistent with some aspects of the present disclosure as detailed in the appended claims.

[0059] It should be noted that all actions of obtaining signals, information, or data in the present disclosure are carried out on the premise of complying with the corresponding data protection regulations and policies of the country where the location is located and with the authorization given by the owner of the corresponding device.

[0060] In the related art, the passenger compartment is configured with a one-key defogging / defrosting function. When the occupant finds that there is fog or frost on the windshield, based on this defogging / defrosting function, the maximum air volume can be blown towards the windshield through the defrosting outlet, so as to quickly remove the fog within the field of vision. After the fog dissipates, the occupant needs to manually switch back to the automatic air conditioning mode. However, the execution logic has the following deficiencies: (1) The defogging operation is frequent, affecting driving safety; (2) The back-and-forth switching between defrosting and automatic air conditioning will bring a poor thermal comfort experience to the occupant; (3) One-key defrosting usually requires the air conditioning heating system to operate under a load state. Especially for electric vehicles, the required energy consumption is relatively high. When the outdoor temperature in the passenger compartment drops below 0°C, the air conditioning system usually cannot dehumidify through the evaporator. Therefore, in this application, the humidity change in the passenger compartment is adjusted by switching the internal and external circulation, and the automatic control adjustment of the internal and external circulation is used to ensure that the window does not fog up, avoid the driving safety problems caused by the frequent operation of the defogging function, and at the same time improve the cruising range of the passenger compartment in winter, so as to enhance the user experience of the passenger compartment air conditioning system from multiple dimensions.

[0061] Figure 1 is a flowchart of a method for controlling the humidity of a passenger compartment shown according to an exemplary embodiment. As Figure 1 shown, this method is used in a vehicle terminal and includes the following steps.

[0062] In step S11, according to the collected air temperature data, air humidity data, and glass inner surface temperature data of the passenger compartment, a first fogging risk parameter in the passenger compartment is determined.

[0063] Exemplarily, this embodiment is applied to an in-vehicle terminal. When the external circulation function of the passenger compartment is not turned on, the passenger compartment is a closed environment. Usually, in a winter driving environment, the passenger compartment is affected by various factors such as the air conditioner, the greenhouse effect, and the body temperature of the passengers, resulting in the indoor temperature in the passenger compartment generally being higher than the temperature outside the passenger compartment. The glass in the passenger compartment is affected by the heat conduction of the external environment, resulting in the temperature of the inner surface of the glass being lower than the air temperature in the passenger compartment. When the exhaled gas of the passengers and some water vapor in the passenger compartment encounter the relatively cold inner surface of the glass, water vapor will condense on the inner surface of the glass. A large amount of water vapor condensation will cause the line of sight on the glass surface in the passenger compartment to be blurred, so that the driver and passengers in the passenger compartment cannot see the external environment of the passenger compartment through the glass, causing unnecessary driving accidents. Therefore, it is necessary to defog the fogging phenomenon in the passenger compartment to ensure the driving safety of the passenger compartment.

[0064] The fogging risk on the inner surface of the glass in the passenger compartment is related to factors such as the temperature difference between the indoor temperature and the outdoor temperature, the indoor water vapor content, and the temperature of the inner surface of the glass. For example, when the temperature difference between indoor and outdoor is small, the water vapor in the room will not condense into fog on the inner surface of the glass; when the temperature difference between indoor and outdoor is large, but there is no water vapor in the room, it will not condense into fog on the inner surface of the glass either. And the severity of fogging is also related to the air temperature data, air humidity data, and humidity data of the inner surface of the glass in the passenger compartment. In this embodiment, a temperature and humidity detection device is arranged in the passenger compartment to collect the air temperature data and air humidity data inside the passenger compartment, and a temperature detection device is arranged on the glass surface of the passenger compartment to determine the temperature data of the inner surface of the glass. According to the air temperature data, air humidity data, and temperature data of the inner surface of the glass, the current fogging risk parameter in the passenger compartment is determined.

[0065] Exemplarily, Figure 2 is a schematic diagram of a data acquisition method shown according to an exemplary embodiment. As Figure 2 shown, in this embodiment, the windshield in the passenger compartment that affects the driving line of sight in the passenger compartment is mainly defogged. Therefore, a temperature and humidity sensor module is set on the front windshield of the passenger compartment to detect the temperature T g of the inner surface of the glass of the front windshield of the passenger compartment, detect the relative humidity RH near the front windshield as air humidity data, and detect the air temperature T r near the front windshield as the air temperature data of the passenger compartment. Through T r and RH, the dew point temperature when water vapor condenses in the passenger compartment can be determined. Exemplarily, the dew point temperature T dp can be determined by the following formula:

[0066] T dp = 243.12 * H / (17.62 - H)

[0067] Among them,

[0068] the dew point temperature T inside the passenger compartment is determined by the above formula dp , and then through the formula ΔT = T g - T dp , the first fogging risk parameter ΔT of the passenger compartment is determined. It should be noted that in this embodiment, the first fogging risk parameter ΔT is the temperature T g on the inner surface of the glass and the dew point temperature T dp inside the passenger compartment. The smaller the value of ΔT, the higher the fogging risk on the inner surface of the glass in the passenger compartment. For example, when the first fogging risk parameter ΔT < 0, it is determined that fogging or frosting will occur inside the passenger compartment.

[0069] In step S12, according to the first fogging risk parameter, the first fogging risk level of the passenger compartment is determined. Among them, the first fogging risk level corresponds to multiple first external circulation ratio gears and a first initial external circulation gear, and the first initial external circulation gear is any one of the multiple first external circulation ratio gears.

[0070] For example, in this embodiment, the fogging risk level inside the passenger compartment is calibrated. The fogging risk of the glass inside the passenger compartment can be divided into multiple levels. For example, the fogging risk of the glass can be divided into three levels according to the fogging degree of the glass: non-fogging state, fogging state, and frosting state. By setting different fogging risk parameters and observing the fogging state of the inner surface of the glass in the passenger compartment under different fogging risk parameters, the relationship between the fogging risk parameter and the fogging risk level is determined. Through limited experiments, the mapping relationship between the value range of the fogging risk parameter and the fogging risk level can be determined, and then based on this mapping relationship, the first fogging risk level corresponding to the first fogging risk parameter inside the current passenger compartment is determined.

[0071] In the vehicle terminal of the passenger compartment, there is a correspondence between the fogging risk level and multiple external circulation ratio gears and the initial external circulation gear. The external circulation ratio gear is the opening ratio of the internal and external circulation of the passenger compartment. Different external circulation ratio gears correspond to different opening ratios of the external circulation. In this embodiment, based on the accuracy of fogging control, the fogging adjustment is divided into multiple external circulation ratio gears according to the opening ratio of the external circulation. Different external circulation ratio gears are configured for different fogging risks to control the humidity condition in the passenger compartment. For example, according to the opening ratio of the external circulation, the fogging adjustment in the passenger compartment can be divided into external circulation ratio gears of 0%, 25%, 50%, 75%, and 100%. The external circulation ratio gears and the initial external circulation gears included in different fogging risk levels are different. Taking the three fogging risk levels of the non-fogging state, the fogging state, and the frosting state as an example, the multiple external circulation ratio gears set in the non-fogging state are 25%, 50%, and 75%, and the corresponding initial external circulation gear is 50%; the multiple external circulation ratio gears set in the fogging state are 50% and 75%, and the corresponding initial external circulation gear is 50%; the multiple external circulation ratio gears set in the frosting state are 75% and 100%, and the corresponding initial external circulation gear is 75%.

[0072] Exemplarily, usually the internal and external circulation switching strategy on the vehicle is a two-stage switching between 100% internal circulation and 100% external circulation according to the positive and negative states of ΔT. The inlet air temperatures of the air conditioning system in these two modes are quite different. Even in extremely cold environments (ambient temperature below -10°C), the inlet air temperature difference can reach more than 30°C. For a direct heat pump, a large change in the inlet air temperature will cause system fluctuations, resulting in additional high-pressure energy consumption; for an indirect heat pump, because the specific heat capacity of the coolant is relatively high, after being heated to the target temperature, there is a temperature rise process to increase the temperature in the passenger compartment, and a sudden drop in the outlet air temperature will bring a poor thermal comfort experience to passengers. In some circulation control strategies, the corresponding internal and external circulation control table is queried according to the current ΔT value to obtain the circulation ratio for stepless control. This control method will cause the circulation damper control motor to act in real time due to environmental changes, thereby reducing the service life of the motor. Therefore, this application adopts a strategy of dividing the circulation damper into gears, which not only ensures the stable comfort of the system end and the passengers in the passenger compartment, but also reduces the movement frequency of the motor. Exemplarily, in this application, the circulation from full internal circulation to full external circulation is split into 5 gears according to the anti-fogging requirements, and the external circulation ratios are: 0%, 25%, 50%, 75%, 100%. Since no fresh air can be introduced in the full internal circulation state and no "buffer" can be formed when the environment changes suddenly, this switching gear is not considered when performing anti-fogging switching. Through the above gears, the anti-fogging external circulation ratio is automatically adjusted according to the fogging risk in the passenger compartment, avoiding the cumbersome operation of the passenger's anti-fogging operation and making the anti-fogging treatment in the passenger compartment more accurate.

[0073] Optionally, in some embodiments, step S12 includes:

[0074] Determine the maximum fluctuation range of the first fogging risk parameter within a preset statistical period;

[0075] When the maximum fluctuation range is less than a preset threshold, determine the target fogging risk parameter according to the parameter change curve of the first fogging risk parameter within the preset statistical period;

[0076] Determine the first fogging risk level according to the target fogging risk parameter.

[0077] Exemplarily, in this embodiment, to ensure the accuracy of the first fogging risk level, it is necessary to perform filtering processing on the first fogging risk parameter to avoid the problem that the sudden change of the fogging risk parameter caused by unstable factors makes the determination of the fogging risk level inaccurate. After the anti-fogging process is enabled on the in-vehicle terminal, the first fogging risk parameter is monitored periodically to determine the maximum fluctuation range of the first fogging risk parameter within a preset statistical period. The first fogging risk parameter within the preset statistical period is the curve of the fogging risk parameter changing with time within the preset statistical period. Determine the difference between the maximum fogging risk parameter and the minimum fogging risk parameter in this curve as the maximum fluctuation range. If the maximum fluctuation range is less than the preset threshold, it means that the fogging risk parameter tends to be stable within the preset statistical period, and the target fogging risk parameter can be determined according to the parameter change curve of the first fogging risk parameter within the preset statistical period. Exemplarily, multiple sampling points can be extracted within the preset statistical period, and the fogging risk parameters corresponding to the multiple sampling points are weighted and averaged to obtain the target fogging risk parameter. Determine the first fogging risk level according to the target fogging risk parameter.

[0078] In step S13, based on the first initial outer loop gear position, perform anti-fogging treatment on the passenger compartment, and obtain the first change amount of the first fogging risk parameter within a preset time range after the anti-fogging treatment and the current second fogging risk parameter of the passenger compartment.

[0079] Exemplarily, after determining the first fogging risk level in the current passenger compartment in the above manner, anti-fogging treatment is performed on the passenger compartment according to the initial external circulation gear corresponding to the first fogging risk level, and the first fogging risk parameters in the passenger compartment are monitored in real time during the anti-fogging treatment. In this embodiment, after performing anti-fogging treatment on the passenger compartment based on the first initial external circulation gear, the relevant parameters in the passenger compartment (including air temperature data, air humidity data, glass inner surface temperature data, etc.) will change, and the corresponding first fogging risk parameters will also change. Therefore, it is necessary to detect the first fogging risk parameters in real time and adjust the external circulation ratio gear of the passenger compartment when the first fogging risk parameters increase or the first fogging risk parameters decrease. In this embodiment, the first fogging risk parameters in the passenger compartment are statistically analyzed periodically to determine the first change amount of the first fogging risk parameters within a preset time range and the second fogging risk parameters of the passenger compartment at the current statistical time node. It should be noted that in this embodiment, the first change amount is the difference between the current first fogging risk parameter and the initial first fogging risk parameter after the first fogging risk parameter is stable. The preset time range is set to be relatively long to ensure the stability of the fogging risk parameters. After performing anti-fogging treatment on the passenger compartment based on the initial external circulation gear for a period of time, the fogging risk parameters in the passenger compartment tend to a stable value. Calculate the difference between the stable fogging risk parameter and the first fogging risk parameter in the initial state as the first change amount of the first fogging risk parameters within the preset time range, and collect the air temperature data, air humidity data, and glass inner surface temperature data in the current passenger compartment to determine the second fogging risk parameters in the current passenger compartment.

[0080] In step S14, according to the first change amount and the second fogging risk parameters, determine the target external circulation ratio gear of the passenger compartment, and perform anti-fogging treatment on the passenger compartment based on the target external circulation ratio gear.

[0081] Exemplarily, in this embodiment, the external circulation ratio gear for anti-fogging treatment in the passenger compartment is constantly changing, and the external circulation ratio gear is dynamically and automatically adjusted according to the real-time fogging risk parameters in the passenger compartment. First, it is determined whether to perform Tojo adjustment on the fogging risk level in the passenger compartment according to the second fogging risk parameter. For example, when it is determined according to the second fogging risk parameter that the current fogging risk level has changed, the second fogging risk level corresponding to the second fogging risk parameter is determined as the target fogging risk level for anti-fogging treatment in the current passenger compartment. The passenger compartment is subjected to anti-fogging treatment based on this fogging risk level. When the fogging risk level corresponding to the second fogging risk parameter is the same as the first fogging risk level, it is determined whether dynamic adjustment of the external circulation ratio gear is required through the first change amount, and the currently operating first initial external circulation gear is adjusted to the target external circulation ratio gear among multiple first external circulation ratio gears. Through the above automatic adjustment anti-fogging treatment method, the cumbersome operation of the passenger to turn on and off the anti-fogging function during the anti-fogging treatment process is avoided, automatic anti-fogging treatment in the passenger compartment is realized, and at the same time, the external circulation ratio gear is adjusted in real time based on the current fogging risk parameters in the passenger compartment, reducing the anti-fogging energy consumption while making the anti-fogging treatment in the passenger compartment more accurate.

[0082] Optionally, in some embodiments, after the above step S14, the method further includes:

[0083] Obtain the fluctuation range of the second fogging risk parameter within a preset period;

[0084] If the fluctuation range is less than the set threshold, determine the second fogging risk level according to the second fogging risk parameter;

[0085] Obtain multiple second external circulation ratio gears corresponding to the second fogging risk level;

[0086] Determine the fourth external circulation ratio gear adjacent to the target external circulation ratio gear from multiple second external circulation ratio gears, and the external circulation ratio of the fourth external circulation ratio gear is less than or equal to the external circulation ratio of the target external circulation ratio gear;

[0087] Perform anti-fogging treatment on the passenger compartment based on the fourth external circulation ratio gear.

[0088] Exemplarily, in this embodiment, after the occupant compartment is defogged based on the target external circulation ratio gear position, the current second fogging risk parameter is periodically statistically analyzed to determine the fluctuation range of the second fogging risk parameter within a preset period. The fluctuation range is the same as that in the above embodiment, which is the difference between the maximum fogging risk parameter and the minimum fogging risk parameter of the second fogging risk parameter within the preset period. If the fluctuation range is less than the set threshold, it indicates that the fogging risk in the current occupant compartment is stable. Then, an attempt can be made to adjust to an adjacent smaller external circulation ratio gear position to reduce the defogging power consumption. From the multiple second external circulation ratio gear positions corresponding to the multiple second fogging risk levels, the fourth external circulation ratio gear position that is adjacent to the current target external circulation ratio gear position and has an external circulation ratio value smaller than the target external circulation ratio gear position ratio value is determined as the external circulation ratio gear position for the current defogging treatment.

[0089] Through the above method, based on the collected air temperature data, air humidity data, and glass inner surface temperature data, the first fogging risk parameter in the occupant compartment is determined. According to the first fogging risk parameter, the first fogging risk level of the occupant compartment is determined. Based on the first initial external circulation gear position, the occupant compartment is defogged. The first change amount of the first fogging risk parameter within a preset time range after the defogging treatment and the current second fogging risk parameter of the occupant compartment are obtained. According to the first change amount and the second fogging risk parameter, the target external circulation ratio gear position of the occupant compartment is determined, and the occupant compartment is defogged based on the target external circulation ratio gear position. Thus, by adjusting the internal and external circulation ratio according to the moisture content state of the occupant compartment, the humidity balance of the occupant compartment is automatically achieved, ensuring the driving safety of the occupant compartment.

[0090] Figure 3 is a flowchart of a data collection method shown according to an exemplary embodiment. As Figure 3 shown, before the above step S11, the method further includes:

[0091] In step S21, in response to receiving an automatic defogging instruction, the preset ventilation gear position of the occupant compartment is obtained.

[0092] To ensure the accuracy of the currently collected air temperature data, air humidity data, and glass inner surface temperature data, the occupant compartment needs to be ventilated, and then the above parameters are collected after ventilation of the occupant compartment. Exemplarily, in this embodiment, an anti-fog button is provided in the vehicle-mounted terminal. When the occupant in the occupant compartment determines that the glass of the current occupant compartment needs to be defogged, an automatic defogging instruction is sent to the vehicle-mounted terminal through the anti-fog button. After receiving the automatic defogging instruction, the vehicle-mounted terminal obtains the preset ventilation gear position of the occupant compartment. Exemplarily, in this embodiment, the preset ventilation gear position can be any gear position among the multiple external circulation ratio gear positions corresponding to the fogging risk levels in the above embodiment. For example, the preset ventilation gear position can be set to the 75% external circulation ratio gear position.

[0093] In step S22, the passenger compartment is ventilated based on a preset ventilation gear.

[0094] In step S23, the air temperature data, air humidity data, and glass inner surface temperature data in the passenger compartment after ventilation are obtained.

[0095] Exemplarily, in this embodiment, the passenger compartment is ventilated based on a preset ventilation gear. After the ventilation process reaches a preset time threshold, the air temperature data, air humidity data, and glass inner surface temperature data in the passenger compartment after ventilation are collected.

[0096] Optionally, in some embodiments, the above step of "obtaining the glass inner surface temperature data in the passenger compartment after ventilation" includes:

[0097] Obtaining the speed information of the passenger compartment after ventilation, the light radiation information of the passenger compartment glass surface, and the initial glass inner surface temperature data;

[0098] Determining the correction parameter of the glass surface according to the speed information and the light radiation information;

[0099] Determining the glass inner surface temperature data according to the correction parameter and the initial glass inner surface temperature data.

[0100] Exemplarily, in this embodiment, anti-fogging treatment is performed on the front windshield of the passenger compartment. Usually, sensors capable of collecting sunlight radiation from the left and right sides in the front direction of the passenger compartment are arranged on the front windshield of the passenger compartment. Based on this sensor, the light radiation information P solar-L and P solar-R of the sunlight radiation on both sides are obtained. The influence of sunlight on the entire front windshield can be calculated as the equivalent light radiation information P solar-mix in a weighted manner, and can be calculated by the following formula

[0101] P solar-mix = alpha * min(P solar-L , P solar-R )+(1 - alpha) * max(P solar-L , P solar-R )

[0102] where alpha is a calibrated temperature parameter. Exemplarily, this temperature parameter is set to 0.5. After determining the current equivalent light radiation information of the passenger compartment through the above method, the correction parameter of the glass surface is determined by querying the mapping table of the corresponding light radiation information and the correction parameter, and the glass inner surface temperature data is corrected based on this correction parameter to obtain the glass inner surface temperature data.

[0103] Optionally, in some embodiments, the above step of "obtaining the air temperature data in the occupant compartment after ventilation" includes:

[0104] Obtaining the initial air temperature data of the occupant compartment after ventilation, the air volume data of the air conditioner in the occupant compartment, the initial glass inner surface temperature data of the glass surface of the occupant compartment, and the speed information of the occupant compartment;

[0105] Determining a correction parameter for the air temperature near the glass surface of the occupant compartment according to the air volume data of the air conditioner, the speed information, and the initial glass inner surface temperature data;

[0106] Determining the air temperature data according to the correction parameter and the initial air temperature data.

[0107] Exemplarily, in this embodiment, the air temperature data T r is the air temperature information in the occupant compartment. To calibrate this value, similar data sampling points need to be arranged on the glass surface because T r is affected by both the glass temperature and the cabin temperature at the same time. Therefore, the current air temperature data T can be calculated by the following method r :

[0108] T r = alpha * T incar + (1 - alpha) * T g

[0109] wherein, T incar is the initial air temperature data in the occupant compartment, T g is the initial glass inner surface temperature data, and alpha is the calibrated temperature parameter. Because T r is closer to the glass, alpha generally tends to be 0. Alpha is affected by the total air volume of the defrosting outlet. If the air volume of the defrosting outlet is larger, the air fluidity on the window surface is enhanced, and alpha will increase accordingly. Conversely, alpha will decrease. Therefore, the air volume of the defrosting outlet is obtained by the proportion of the defrosting air outlet * the total air volume, and the value of alpha is obtained according to the air volume calibration.

[0110] Exemplarily, in some real-time modes, the change in vehicle speed will not only affect the front windshield temperature acquisition value, but also the air in the cabin will form a convection of the air in the cabin due to the inertia of acceleration and deceleration, causing the front windshield to quickly fog up. Therefore, T g can be corrected according to the change in vehicle speed. In this embodiment, when the vehicle speed is in a stable state, the influence of the vehicle speed on the front windshield temperature can be intuitively reflected in the glass temperature acquisition value. However, in the working conditions of rapid acceleration and deceleration, because heat conduction has hysteresis, correction needs to be completed through calibration. The specific correction method is to perform an average statistical calculation of the vehicle speed every 5 s, calculate the difference between the average speed of the current 5 s and the average speed of the previous 5 s. When the acceleration is more, Tg The more it decreases; and the more it decelerates, T g increases more. Under different acceleration and deceleration conditions, by obtaining the mapping relationship between the vehicle speed and the correction parameter corresponding to T g , the offset of T is determined through this mapping relationship, and T g is corrected according to this offset. g is corrected.

[0111] Exemplarily, in some embodiments, the evaporator outlet air temperature in the passenger compartment is one of the determining factors for the humidity state of the air conditioner outlet. The temperature and humidity sensor cannot accurately represent the humidity state of the entire passenger compartment in real time due to encapsulation for interior aesthetics requirements. By correcting and calibrating the overall calculation result through the evaporator inlet air temperature, the switching between the internal and external circulations can be ensured to be faster. T dp is corrected according to the correction parameter of the evaporator outlet air temperature. When the evaporator outlet air temperature is lower, the humidity that can be accommodated is lower; while when the evaporator outlet air temperature is higher, the humidity that can be accommodated is higher. The count value within each operation cycle is obtained by looking up the table according to the evaporator outlet air temperature. Taking the outlet air temperature of 12°C as the zero point, when the outlet air temperature is less than 12°C, the count value is positive, and the lower the temperature, the larger the count value; when the outlet air temperature is greater than 12°C, the count value is negative, and the higher the temperature, the smaller the count value; the offset of T dp is calculated by looking up the table according to the count value. The larger the value, the greater the decrease in T dp . When the total count value is 0, the offset is cleared.

[0112] Through the above method, the relevant collected data obtained is more accurate, avoiding the interference of other factors in the passenger compartment on the data, so that the moisture content state of the current passenger compartment can be accurately calculated based on the collected data.

[0113] Figure 4 is a flowchart of a method for determining the external circulation ratio gear position shown according to an exemplary embodiment. As Figure 4 shown, the above step S14 includes:

[0114] In step S141, if the second fogging risk level corresponding to the second fogging risk parameter matches the first fogging risk level, and the first change amount is greater than the set threshold, the external circulation gear adjacent to the first initial external circulation gear among the multiple first external circulation ratio gears is used as the target external circulation ratio gear.

[0115] Exemplarily, in this embodiment, when the second fogging risk level corresponding to the second fogging risk parameter is the same as the first fogging risk level corresponding to the first fogging risk parameter, it indicates that the fogging risk level in the current passenger compartment has not changed, and dynamic adjustment can be performed based on the multiple external circulation ratio gears corresponding to the first fogging risk level. If the first change amount is greater than the set threshold, the initial external circulation gear currently in operation is adjusted to an adjacent gear to obtain the target external circulation ratio gear adjacent to the first initial external circulation gear among the multiple external circulation ratio gears.

[0116] Optionally, in some embodiments, the above step S141 includes:

[0117] If the first change amount is the increase amount of the first fogging risk parameter, determine the target external circulation ratio gear from the multiple first external circulation ratio gears. The target external circulation ratio gear is adjacent to the first initial external circulation gear, and the external circulation ratio of the target external circulation ratio gear is less than the external circulation ratio of the first initial external circulation gear;

[0118] If the first change amount is the decrease amount of the first fogging risk parameter, determine the target external circulation ratio gear from the multiple first external circulation ratio gears. The target external circulation ratio gear is adjacent to the first initial external circulation gear, and the external circulation ratio of the target external circulation ratio gear is greater than the external circulation ratio of the first initial external circulation gear.

[0119] Exemplarily, in this embodiment, when the first change amount is greater than the set threshold and lasts for a preset time, determine whether the first change amount is an increase amount or a decrease amount. When the first change amount is the increase amount of the first fogging risk parameter within the preset time range, determine the target external circulation gear adjacent to the first initial external circulation gear and with an external circulation ratio less than that of the first initial external circulation gear from the multiple first external circulation ratio gears; when the first change amount is the decrease amount of the first fogging risk parameter within the preset time range, determine the target external circulation gear adjacent to the first initial external circulation gear and with an external circulation ratio greater than that of the first initial external circulation gear from the multiple external circulation ratio gears. For example, the first fogging risk level is level one, and the multiple external circulation ratio gears corresponding to this risk level are 25%, 50%, and 75% respectively. The initial external circulation ratio gear is 50%. When it is determined that the first change amount is greater than the preset threshold and the first change amount is the increase amount of the fogging risk parameter, the currently operating external circulation ratio gear is adjusted from 50% to 25%; when it is determined that the first change amount is greater than the preset threshold and the first change amount is the decrease amount of the fogging risk parameter, the currently operating external circulation ratio gear is adjusted from 50% to 75%.

[0120] In step S142, if the second fogging risk level does not match the first fogging risk level, the passenger compartment is defogged according to the second initial external circulation gear position corresponding to the second fogging risk level, and the second change amount of the second fogging risk parameter within a preset time range after the defogging treatment and the current third fogging risk parameter of the passenger compartment are obtained.

[0121] Determine the target external circulation ratio gear position according to the second change amount and the third fogging risk parameter.

[0122] Exemplarily, when it is determined that the second fogging risk level corresponding to the current second fogging risk parameter is different from the first fogging risk level, it is necessary to dynamically adjust the defogging treatment based on the second fogging risk level. In this embodiment, the fogging risk level is first switched from the current first fogging risk level to the second fogging risk level, and the passenger compartment is defogged according to the second initial external circulation gear position corresponding to the current second fogging risk level, and the second change amount of the second fogging risk parameter within a preset time range after the defogging treatment and the third fogging risk parameter at the current time point of the passenger compartment are obtained. In this embodiment, the method for determining the target external circulation ratio gear position based on the second change amount and the third fogging risk parameter is the same as the method for determining the target external circulation ratio gear position based on the first change amount and the second fogging risk parameter in the above embodiment, and reference can be made to the above embodiment, which will not be elaborated here.

[0123] Through the above method, the defogging coupling control of the passenger compartment is carried out in a manner that couples the static adjustment based on the fogging risk level and the dynamic adjustment based on the change trend of the fogging parameter, improving the accuracy of the defogging control in the passenger compartment.

[0124] Figure 5 It is a schematic diagram of a method for controlling the humidity of a passenger compartment shown according to an exemplary embodiment, as Figure 5 shown, this method is applied to an in-vehicle terminal and includes the following steps.

[0125] (1) Start timing from the first activation of automatic defogging after the in-vehicle terminal is powered on (the timing time needs to be determined by calibration). During this time period, the 75% (external circulation ratio) gear position is turned on. The purpose is to introduce sufficient dry fresh air through a large air volume and a high external circulation ratio during the initial heating stage to complete a ventilation of the passenger compartment, so as to ensure a better control starting state. If automatic defogging is exited or entered again during the timing time period, the timing does not stop.

[0126] (2) Determine the upper and lower limits of the circulation gear position and the initial value after ventilation according to the current fogging risk level. Exemplarily, the fogging risk level and the corresponding external circulation gear positions are:

[0127] a. The fogging risk level is 0, the lower limit of the external circulation gear position is 25%, the upper limit is 75%, and the initial gear position after ventilation is 50%;

[0128] b. The fogging risk level is 1, the lower limit gear of the external circulation is 50%, the upper limit is 75%, and the initial gear after ventilation is 50%.

[0129] c. The fogging risk level is 2, the lower limit gear of the external circulation is 75%, the upper limit is 100%, and the initial gear after ventilation is 75%.

[0130] (3) After the vehicle starts, ΔT will change greatly in a short period due to environmental changes. Therefore, when performing cycle control for the first time, it is necessary to filter the current ΔT. The specific description is as follows: perform periodic statistics on ΔT. When it is found that the maximum fluctuation amplitude of ΔT within a certain period is less than a certain value, it can be considered that the filtering is completed, and the cycle gear is switched based on the current ΔT.

[0131] (4) Taking the state when the fogging risk level is 0 as an example: record the value of ΔT after filtering, denoted as ΔTs. When the increase amount of ΔT exceeds a certain threshold and lasts for 30s, it is considered that the fogging risk in the current state is decreasing, and then it can be switched to the adjacent smaller gear (25%); when the decrease amount of ΔT exceeds a certain threshold and lasts for 30s, it is considered that the fogging risk in the current state is increasing, and then it should be switched to the adjacent larger gear (75%); after each switch to an adjacent gear, ΔTs needs to be updated as the initial value for the next gear switch.

[0132] (5) If ΔT fluctuates within a small range within a certain period, it is considered that the current humidity is in a steady state and there is no fogging risk. Then, an attempt will be made to switch to the adjacent smaller gear; the ΔTs state is not updated after the switch to ensure that it can be quickly switched back when a fogging risk occurs.

[0133] (6) If it is found that the fogging risk level increases during the switching process, immediately exit the switching process of the current risk level and limit the lower limit of the external circulation ratio. Restart the calculation of the switching process according to step (4); if it is found that the fogging risk level decreases and lasts for 1min during the switching process, immediately exit the switching process of the current risk level and restart the calculation of the switching process according to step (4).

[0134] Through the above method, accurately predict the humidity state of the passenger compartment based on the temperature and humidity sensor of the front windshield, and drive the circulation air door to respond quickly according to the current humidity state and change trend to prevent fogging / frosting of the front / side windshield. Thus, adjust the humidity change of the passenger compartment by switching the internal and external circulation, ensure that the window does not fog to provide driving safety, and at the same time improve the driving range in winter, enhancing the user experience of the air conditioning system from multiple dimensions.

[0135] Figure 6 is a block diagram of a passenger compartment humidity control device shown according to an exemplary embodiment, asFigure 6 As shown in Figure 6 , the device 100 includes: a first determination module 110, a second determination module 120, an acquisition module 130, and an execution module 140.

[0136] The first determination module 110 is configured to determine a first fogging risk parameter in the passenger compartment according to the collected air temperature data, air humidity data, and glass inner surface temperature data in the passenger compartment.

[0137] The second determination module 120 is configured to determine a first fogging risk level of the passenger compartment according to the first fogging risk parameter, wherein the first fogging risk level corresponds to a plurality of first external circulation ratio gears and a first initial external circulation gear, and the first initial external circulation gear is any one of the plurality of first external circulation ratio gears.

[0138] The acquisition module 130 is configured to perform anti-fogging treatment on the passenger compartment based on the first initial external circulation gear, and acquire a first change amount of the first fogging risk parameter within a preset time range after the anti-fogging treatment and a current second fogging risk parameter of the passenger compartment.

[0139] The execution module 140 is configured to determine a target external circulation ratio gear of the passenger compartment according to the first change amount and the second fogging risk parameter, and perform anti-fogging treatment on the passenger compartment based on the target external circulation ratio gear.

[0140] Optionally, the execution module 140 includes:

[0141] A first determination sub-module, configured to use the external circulation gear adjacent to the first initial external circulation gear among the plurality of first external circulation ratio gears as the target external circulation ratio gear if the second fogging risk level corresponding to the second fogging risk parameter matches the first fogging risk level and the first change amount is greater than a set threshold.

[0142] A second determination sub-module, configured to perform anti-fogging treatment on the passenger compartment according to the second initial external circulation gear corresponding to the second fogging risk level if the second fogging risk level does not match the first fogging risk level, and acquire a second change amount of the second fogging risk parameter within a preset time range after the anti-fogging treatment and a current third fogging risk parameter of the passenger compartment.

[0143] A determination sub-module, configured to determine the target external circulation ratio gear according to the second change amount and the third fogging risk parameter.

[0144] Optionally, the first determination sub-module is configured to:

[0145] If the first change amount is the increase amount of the first fogging risk parameter, determine a target external circulation ratio gear from multiple first external circulation ratio gears. The target external circulation ratio gear is adjacent to the first initial external circulation gear, and the external circulation ratio of the target external circulation ratio gear is less than the external circulation ratio of the first initial external circulation gear;

[0146] If the first change amount is the decrease amount of the first fogging risk parameter, determine a target external circulation ratio gear from multiple first external circulation ratio gears. The target external circulation ratio gear is adjacent to the first initial external circulation gear, and the external circulation ratio of the target external circulation ratio gear is greater than the external circulation ratio of the first initial external circulation gear.

[0147] Optionally, the device 100 further includes a first processing module, and the first processing module includes:

[0148] A first acquisition sub-module, configured to acquire a preset ventilation gear of the passenger compartment in response to receiving an anti-fogging instruction automatically;

[0149] A processing sub-module, configured to perform ventilation processing on the passenger compartment based on the preset ventilation gear;

[0150] A second acquisition sub-module, configured to acquire the air temperature data, air humidity data, and glass inner surface temperature data in the passenger compartment after ventilation.

[0151] Optionally, the second acquisition sub-module is configured to:

[0152] Acquire the speed information of the passenger compartment, the light radiation information of the passenger compartment glass surface, and the initial glass inner surface temperature data after ventilation;

[0153] Determine the correction parameter of the glass surface according to the speed information and the light radiation information;

[0154] Determine the glass inner surface temperature data according to the correction parameter and the initial glass inner surface temperature data.

[0155] Optionally, the second acquisition sub-module is configured to:

[0156] Acquire the initial air temperature data of the passenger compartment after ventilation, the air volume data of the air conditioner in the passenger compartment, the initial glass inner surface temperature data of the passenger compartment glass surface, and the speed information of the passenger compartment;

[0157] Determine the correction parameter of the air temperature near the passenger compartment glass surface according to the air volume data of the air conditioner, the speed information, and the initial glass inner surface temperature data;

[0158] Determine the air temperature data according to the correction parameter and the initial air temperature data.

[0159] Optionally, the first determination module is configured to:

[0160] Determine the maximum fluctuation range of the first fogging risk parameter within a preset statistical period;

[0161] When the maximum fluctuation range is less than a preset threshold, determine the target fogging risk parameter according to the parameter change curve of the first fogging risk parameter within the preset statistical period;

[0162] Determine the first fogging risk level according to the target fogging risk parameter.

[0163] Optionally, the device 100 further includes a second processing module, which is configured to:

[0164] Obtain the fluctuation range of the second fogging risk parameter within a preset period;

[0165] If the fluctuation range is less than a set threshold, determine the second fogging risk level according to the second fogging risk parameter;

[0166] Obtain multiple second outer circulation ratio gears corresponding to the second fogging risk level;

[0167] Determine a fourth outer circulation ratio gear adjacent to the target outer circulation ratio gear from the multiple second outer circulation ratio gears, and the outer circulation ratio of the fourth outer circulation ratio gear is less than or equal to the outer circulation ratio of the target outer circulation ratio gear;

[0168] Perform anti-fogging treatment on the occupant compartment based on the fourth outer circulation ratio gear.

[0169] Regarding the device in the above embodiments, the specific manners in which each module performs operations have been described in detail in the embodiments related to the method, and will not be elaborated here.

[0170] The present disclosure also provides a computer-readable storage medium, on which computer program instructions are stored, and when the program instructions are executed by a processor, the steps of the occupant compartment humidity control method provided by the present disclosure are implemented.

[0171] Figure 7 It is a block diagram of a vehicle 700 shown according to an exemplary embodiment. For example, the vehicle 700 may be a computer, a digital broadcast terminal, a messaging device, a game console, a tablet device, a medical device, a fitness device, a personal digital assistant, etc.

[0172] Refer to Figure 7 , the vehicle 700 may include one or more of the following components: a processing component 702, a memory 704, a power supply component 706, a multimedia component 707, an audio component 710, an input / output interface 712, a sensor component 714, and a communication component 716.

[0173] The processing component 702 generally controls the overall operation of the vehicle 700, such as operations associated with display, phone calls, data communication, camera operations, and recording operations. The processing component 702 may include one or more processors 720 to execute instructions to complete all or part of the steps of the above methods. In addition, the processing component 702 may include one or more modules to facilitate the interaction between the processing component 702 and other components. For example, the processing component 702 may include a multimedia module to facilitate the interaction between the multimedia component 707 and the processing component 702.

[0174] The memory 704 is configured to store various types of data to support the operation of the vehicle 700. Examples of such data include instructions for any application or method operating on the vehicle 700, contact data, phone book data, messages, pictures, videos, etc. The memory 704 may be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic disks, or optical disks.

[0175] The power supply component 706 provides power to various components of the vehicle 700. The power supply component 706 may include a power management system, one or more power supplies, and other components associated with generating, managing, and distributing power for the vehicle 700.

[0176] The multimedia component 707 includes a screen that provides an output interface between the vehicle 700 and the user. In some embodiments, the screen may include a liquid crystal display (LCD) and a touch panel (TP). If the screen includes a touch panel, the screen may be implemented as a touch screen to receive input signals from the user. The touch panel includes one or more touch sensors to sense touches, swipes, and gestures on the touch panel. The touch sensors may sense not only the boundaries of the touch or swipe actions but also detect the duration and pressure associated with the touch or swipe operations. In some embodiments, the multimedia component 707 includes a front camera and / or a rear camera. When the vehicle 700 is in an operating mode, such as a shooting mode or a video mode, the front camera and / or the rear camera may receive external multimedia data. Each of the front camera and the rear camera may be a fixed optical lens system or have focal length and optical zoom capabilities.

[0177] The audio component 710 is configured to output and / or input audio signals. For example, the audio component 710 includes a microphone (MIC) that is configured to receive external audio signals when the vehicle 700 is in an operating mode, such as a call mode, a recording mode, and a voice recognition mode. The received audio signals can be further stored in the memory 704 or transmitted via the communication component 716. In some embodiments, the audio component 710 further includes a speaker for outputting audio signals.

[0178] The input / output interface 712 provides an interface between the processing component 702 and a peripheral interface module, and the peripheral interface module can be a keyboard, a click wheel, buttons, etc. These buttons can include, but are not limited to: a home button, a volume button, a start button, and a lock button.

[0179] The sensor component 714 includes one or more sensors for providing status assessments of various aspects of the vehicle 700. For example, the sensor component 714 can detect the open / closed state of the vehicle 700, the relative positioning of components, such as the display and keypad of the vehicle 700, the sensor component 714 can also detect a change in the position of the vehicle 700 or a component of the vehicle 700, the presence or absence of user contact with the vehicle 700, the orientation or acceleration / deceleration of the vehicle 700, and the temperature change of the vehicle 700. The sensor component 714 can include a proximity sensor that is configured to detect the presence of nearby objects without any physical contact. The sensor component 714 can also include a light sensor, such as a CMOS or CCD image sensor, for use in imaging applications. In some embodiments, the sensor component 714 can further include an acceleration sensor, a gyroscope sensor, a magnetic sensor, a pressure sensor, or a temperature sensor.

[0180] The communication component 716 is configured to facilitate communication between the vehicle 700 and other devices in a wired or wireless manner. The vehicle 700 can access a wireless network based on communication standards, such as WiFi, 2G, or 3G, or a combination thereof. In an exemplary embodiment, the communication component 716 receives broadcast signals or broadcast-related information from an external broadcast management system via a broadcast channel. In an exemplary embodiment, the communication component 716 further includes a near field communication (NFC) module to facilitate short-range communication. For example, the NFC module can be implemented based on radio frequency identification (RFID) technology, infrared data association (IrDA) technology, ultra-wideband (UWB) technology, Bluetooth (BT) technology, and other technologies.

[0181] In an exemplary embodiment, the vehicle 700 may be implemented by one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components for performing the above method.

[0182] In an exemplary embodiment, a non-transitory computer-readable storage medium including instructions is also provided, such as a memory 704 including instructions, and the above instructions can be executed by a processor 720 of the vehicle 700 to complete the above method. For example, the non-transitory computer-readable storage medium may be a ROM, a random access memory (RAM), a CD-ROM, a magnetic tape, a floppy disk, and an optical data storage device, etc.

[0183] In addition to being an independent electronic device, the above vehicle may also be a part of an independent electronic device. For example, in one embodiment, the device may be an integrated circuit (IC) or a chip. The integrated circuit may be a single IC or a collection of multiple ICs; the chip may include, but is not limited to, the following types: GPU (Graphics Processing Unit), CPU (Central Processing Unit), FPGA (Field Programmable Gate Array), DSP (Digital Signal Processor), ASIC (Application Specific Integrated Circuit), SOC (System on Chip), etc. The above integrated circuit or chip may be used to execute executable instructions (or codes) to implement the above occupant compartment humidity control method. The executable instructions may be stored in the integrated circuit or chip, or may be obtained from other devices or equipment. For example, the integrated circuit or chip includes a processor, a memory, and an interface for communicating with other devices. The executable instructions may be stored in the memory, and when the executable instructions are executed by the processor, the above occupant compartment humidity control method is implemented; or, the integrated circuit or chip may receive the executable instructions through the interface and transmit them to the processor for execution to implement the above occupant compartment humidity control method.

[0184] In another exemplary embodiment, there is also provided a computer program product, which includes a computer program executable by a programmable device, and the computer program has a code portion for performing the above-described occupant compartment humidity control method when executed by the programmable device.

[0185] Those skilled in the art will readily conceive of other embodiments of the present disclosure after considering the specification and practicing the present disclosure. The present disclosure is intended to cover any variations, uses, or adaptations of the present disclosure, which follow the general principles of the present disclosure and include known common general knowledge or conventional technical means in the technical field not disclosed by the present disclosure. The specification and embodiments are only regarded as exemplary, and the true scope and spirit of the present disclosure are pointed out by the following claims.

[0186] It should be understood that the present disclosure is not limited to the exact structures described above and shown in the drawings, and various modifications and changes can be made without departing from its scope. The scope of the present disclosure is only limited by the appended claims.

Claims

1. A method for controlling the humidity in a crew cabin, characterized in that, The method includes: Determining a first fogging risk parameter in the occupant compartment according to the collected air temperature data, air humidity data, and glass inner surface temperature data of the occupant compartment; Determining a first fogging risk level of the occupant compartment according to the first fogging risk parameter, wherein the first fogging risk level corresponds to a plurality of first external circulation ratio gears and a first initial external circulation gear, and the first initial external circulation gear is any one of the plurality of first external circulation ratio gears; Based on the first initial external circulation gear, performing anti-fogging treatment on the occupant compartment, and obtaining a first change amount of the first fogging risk parameter within a preset time range after the anti-fogging treatment and a current second fogging risk parameter of the occupant compartment; Determining a target external circulation ratio gear of the occupant compartment according to the first change amount and the second fogging risk parameter, and performing anti-fogging treatment on the occupant compartment based on the target external circulation ratio gear.

2. The method according to claim 1, wherein The determining the target external circulation ratio gear of the occupant compartment according to the change amount and the second fogging risk parameter includes: If the second fogging risk level corresponding to the second fogging risk parameter matches the first fogging risk level and the first change amount is greater than a set threshold, using the external circulation gear adjacent to the first initial external circulation gear among the plurality of first external circulation ratio gears as the target external circulation ratio gear; If the second fogging risk level does not match the first fogging risk level, performing anti-fogging treatment on the occupant compartment according to a second initial external circulation gear corresponding to the second fogging risk level, and obtaining a second change amount of the second fogging risk parameter within the preset time range after the anti-fogging treatment and a current third fogging risk parameter of the occupant compartment; Determining the target external circulation ratio gear according to the second change amount and the third fogging risk parameter.

3. The method according to claim 2, wherein The using the external circulation gear adjacent to the first initial external circulation gear among the plurality of first external circulation ratio gears as the target external circulation ratio gear includes: If the first change amount is an increase amount of the first fogging risk parameter, determining the target external circulation ratio gear from the plurality of first external circulation ratio gears, the target external circulation ratio gear being adjacent to the first initial external circulation gear and having an external circulation ratio smaller than that of the first initial external circulation gear; If the first change amount is a decrease amount of the first fogging risk parameter, determining the target external circulation ratio gear from the plurality of first external circulation ratio gears, the target external circulation ratio gear being adjacent to the first initial external circulation gear and having an external circulation ratio greater than that of the first initial external circulation gear.

4. The method according to claim 1, characterized in that, The method further includes: In response to receiving an automatic anti-fogging instruction, obtaining a preset ventilation gear of the occupant compartment; Performing ventilation treatment on the occupant compartment based on the preset ventilation gear; Obtaining the air temperature data, the air humidity data, and the glass inner surface temperature data in the occupant compartment after ventilation.

5. The method according to claim 4, characterized in that, Obtaining the temperature data of the inner surface of the glass in the occupant compartment after ventilation includes: Obtaining the speed information of the occupant compartment, the light radiation information of the glass surface of the occupant compartment, and the initial temperature data of the inner surface of the glass after ventilation; Determining a correction parameter for the glass surface according to the speed information and the light radiation information; Determining the temperature data of the inner surface of the glass according to the correction parameter and the initial temperature data of the inner surface of the glass.

6. The method according to claim 4, wherein Obtaining the air temperature data in the occupant compartment after ventilation includes: Obtaining the initial air temperature data of the occupant compartment, the air volume data of the air conditioner in the occupant compartment, the initial temperature data of the inner surface of the glass of the glass surface of the occupant compartment, and the speed information of the occupant compartment; Determining a correction parameter for the air temperature near the glass surface of the occupant compartment according to the air volume data of the air conditioner, the speed information, and the initial temperature data of the inner surface of the glass; Determining the air temperature data according to the correction parameter and the initial air temperature data.

7. The method according to any one of claims 1 to 6, characterized in that, Determining the first fogging risk level of the occupant compartment according to the first fogging risk parameter includes: Determining the maximum fluctuation range of the first fogging risk parameter within a preset statistical period; In the case where the maximum fluctuation range is less than a preset threshold, determining a target fogging risk parameter according to the parameter change curve of the first fogging risk parameter within the preset statistical period; Determining the first fogging risk level according to the target fogging risk parameter.

8. The method according to claim 1, wherein The method further includes: Obtaining the fluctuation range of the second fogging risk parameter within a preset period; If the fluctuation range is less than a set threshold, determining a second fogging risk level according to the second fogging risk parameter; Obtaining a plurality of second outer circulation ratio gears corresponding to the second fogging risk level; Determining a fourth outer circulation ratio gear adjacent to the target outer circulation ratio gear from the plurality of second outer circulation ratio gears, and the outer circulation ratio of the fourth outer circulation ratio gear is less than or equal to the outer circulation ratio of the target outer circulation ratio gear; Performing an anti-fogging treatment on the occupant compartment based on the fourth outer circulation ratio gear.

9. An occupant compartment humidity control device, characterized in that, The device includes: A first determination module configured to determine a first fogging risk parameter in the occupant compartment according to the collected air temperature data, air humidity data, and temperature data of the inner surface of the glass in the occupant compartment; A second determination module configured to determine a first fogging risk level of the occupant compartment according to the first fogging risk parameter, wherein the first fogging risk level corresponds to a plurality of first outer circulation ratio gears and a first initial outer circulation gear, and the first initial outer circulation gear is any gear among the plurality of first outer circulation ratio gears; An acquisition module configured to perform an anti-fogging treatment on the occupant compartment based on the first initial outer circulation gear, and acquire a first change amount of the first fogging risk parameter within a preset time range after the anti-fogging treatment and the current second fogging risk parameter of the occupant compartment; An execution module configured to determine a target external circulation ratio gear of the occupant compartment according to the first variation and the second fogging risk parameter, and perform anti-fogging treatment on the occupant compartment based on the target external circulation ratio gear.

10. A vehicle, characterized in that, It includes: A memory on which a computer program is stored; A processor for executing the computer program in the memory to implement the steps of the occupant compartment humidity control method according to any one of the first aspects of the present disclosure.

11. A computer-readable storage medium having computer program instructions stored thereon, characterized in that, When the program instructions are executed by the processor, the steps of the occupant compartment humidity control method according to any one of claims 1 to 8 are implemented.

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