Heat dissipation control method of vehicle-mounted display, display, medium and product

Abstract

A heat dissipation control method of a vehicle-mounted display, a display, a medium and a product relate to the technical field of vehicle-mounted display equipment and heat dissipation thereof, and the method comprises the following steps: collecting and storing historical parking data of a user, and generating a parking feature data set representing parking behaviors of the user; determining a parking duration prediction result according to the current vehicle parking position type, the time period and the user schedule information; obtaining vehicle GPS positioning information, a vehicle orientation angle and environmental parameters, and calculating an illumination incident angle and a heat accumulation prediction value of a vehicle-mounted display; when the heat accumulation prediction value is higher than a preset heat threshold value, determining a posture adjustment strategy of the vehicle-mounted display, and adjusting the posture orientation of the vehicle-mounted display; and calculating an energy balance equation of the photovoltaic generating capacity and the heat dissipation power consumption, generating heat dissipation control parameters including the fan rotating speed and the working time sequence, and controlling the heat dissipation fan to dissipate heat. By implementing the vehicle-mounted display, the heat dissipation effect of the vehicle-mounted display when a vehicle is parked for a long time can be improved.

Description

Technical Field

[0001] This application relates to the technical field of in-vehicle display devices and their heat dissipation, and particularly to a heat dissipation control method, a display, a medium, and a product for an in-vehicle display. Background Art

[0002] With the continuous improvement of the intelligent level of automobiles, in-vehicle displays have become an indispensable and important part of modern vehicles. In-vehicle displays not only undertake multiple functions such as navigation, entertainment, and vehicle condition monitoring, but also need to work stably in various harsh weather and parking environments. Especially in summer, the internal temperature of vehicles parked outdoors for a long time often rises, which poses a severe challenge to the reliable operation of in-vehicle displays.

[0003] In related technologies, in-vehicle displays use temperature-controlled fans for heat dissipation. When the surface temperature sensor of the display detects that the temperature exceeds a preset threshold, the system starts the heat dissipation fan to discharge the heat from the display housing. Some in-vehicle displays are also equipped with a simple timing control function, which can continue to work for a fixed period of time after the vehicle is turned off to prevent the display from being damaged due to the accumulation of residual heat.

[0004] However, in the case of long-term vehicle parking and insufficient battery power, the heat dissipation system may not be able to work continuously due to insufficient power supply, affecting the service life of the display. Summary of the Invention

[0005] This application provides a heat dissipation control method, a display, a medium, and a product for an in-vehicle display, which are used to improve the heat dissipation effect of the in-vehicle display when the vehicle is parked for a long time.

[0006] In a first aspect, this application provides a heat dissipation control method for an in-vehicle display, which is applied to the in-vehicle display. The method includes: collecting and storing the historical parking data of the user to generate a parking feature data set representing the user's parking behavior; the historical parking data includes vehicle location information, parking duration, and vehicle ignition-off state; based on the parking feature data set, according to the current vehicle parking location type, time period, and user schedule information, determining the duration prediction result of the parking duration; obtaining the vehicle GPS positioning information, vehicle orientation angle, and environmental parameters, and calculating the light incident angle and the heat accumulation prediction value of the in-vehicle display in combination with the duration prediction result; when the heat accumulation prediction value is higher than a preset heat threshold, determining the attitude adjustment strategy of the in-vehicle display according to the light incident angle; adjusting the attitude orientation of the in-vehicle display according to the attitude adjustment strategy; calculating the energy balance equation of the photovoltaic power generation amount and the heat dissipation power consumption, generating heat dissipation control parameters including the fan speed and working timing; and controlling the heat dissipation fan for heat dissipation according to the heat dissipation control parameters.

[0007] In the above embodiments, the in-vehicle display predicts the parking duration based on historical parking data and the current vehicle state, calculates the predicted heat accumulation value by combining GPS positioning and environmental parameters, adjusts the display posture according to the light incident angle, and controls the cooling fan through the energy balance equation; enabling the system to make early heat dissipation preparations when the vehicle is parked for a long time, avoiding excessive heat accumulation, and achieving continuous and effective heat dissipation control by reasonably allocating energy.

[0008] Combined with some embodiments of the first aspect, in some embodiments, the steps of obtaining the vehicle GPS positioning information, the vehicle orientation angle, and environmental parameters, and calculating the light incident angle and the predicted heat accumulation value of the in-vehicle display in combination with the duration prediction result specifically include: obtaining the vehicle GPS positioning information, the vehicle orientation angle, and environmental parameters, and calculating the light incident angle; receiving the multi-point light intensity signals of the light sensor array; the light sensor array is arranged along the edge of the in-vehicle display; determining the light attenuation data corresponding to the obstacle according to the light intensity signals and the vehicle GPS positioning information; correcting the heat accumulation equation according to the light attenuation data, and calculating the predicted heat accumulation value according to the heat accumulation equation and the duration prediction result.

[0009] In the above embodiments, the in-vehicle display uses the light sensor array to obtain multi-point light intensity signals, combines the GPS positioning to determine the light attenuation data of the obstacle, thereby accurately correcting the heat accumulation equation, enabling the system to more accurately evaluate the heat accumulation situation of the display, and facilitating precise heat dissipation control.

[0010] Combined with some embodiments of the first aspect, in some embodiments, the steps of determining the posture adjustment strategy of the in-vehicle display according to the light incident angle when the predicted heat accumulation value is higher than the preset heat threshold specifically include: when the predicted heat accumulation value is higher than the preset heat threshold, obtaining the photovoltaic distribution parameters of the photovoltaic device array; obtaining the heat dissipation position information of the heat dissipation holes of the in-vehicle display, and respectively obtaining the mechanical movement ranges of the rotating shafts of the in-vehicle display and the photovoltaic device array; generating the posture adjustment strategies of the photovoltaic device array and the in-vehicle display respectively according to the light incident angle, the photovoltaic distribution parameters, the heat dissipation position information, and the mechanical movement range.

[0011] In the above embodiments, the in-vehicle display will generate a coordinated and optimized posture adjustment strategy by comprehensively considering the light conditions, heat dissipation requirements, and mechanical limitations of the photovoltaic device array and the display, ensuring both the photovoltaic power generation efficiency and optimizing the heat dissipation effect of the display, and achieving the best balance between energy supply and heat dissipation requirements.

[0012] In combination with some embodiments of the first aspect, in some embodiments, before calculating the energy balance equation of photovoltaic power generation and heat dissipation power consumption and generating the heat dissipation control parameters including fan speed and working timing, the method also includes: obtaining the current power generation of the photovoltaic array and the remaining power of the battery, and obtaining the heat dissipation capacity parameters of the electronic heat dissipation device with heat dissipation function on the vehicle; based on the power generation, remaining power and heat dissipation capacity parameters, constructing a resource allocation model for heat dissipation control including multiple electronic heat dissipation devices; and determining the maximum heat dissipation power threshold available to the vehicle display according to the resource allocation model.

[0013] In the above embodiment, the vehicle display comprehensively manages all electronic devices with heat dissipation functions on the vehicle through a resource allocation model, reasonably allocates photovoltaic power generation and battery power, and ensures the optimal heat dissipation effect of the display under limited energy conditions.

[0014] In combination with some embodiments of the first aspect, in some embodiments, before the step of determining the maximum heat dissipation power threshold available to the vehicle-mounted display based on the resource allocation model, the method also includes: obtaining device type information of the electronic heat dissipation device, and determining the functional area of each electronic heat dissipation device based on the device type information; calculating the heat dissipation contribution coefficient of each electronic heat dissipation device to the vehicle-mounted display based on the relative position table of the functional area and the vehicle-mounted display; and adjusting the resource allocation model based on the heat dissipation contribution coefficient.

[0015] In the above embodiment, the vehicle display calculates the heat dissipation contribution coefficient of the electronic heat dissipation device based on the type and position relationship of the electronic heat dissipation device, optimizes the resource allocation model, improves the utilization efficiency of the vehicle's heat dissipation system, and achieves more precise heat dissipation control.

[0016] In combination with some embodiments of the first aspect, in some embodiments, after the step of controlling the cooling fan to dissipate heat according to the heat dissipation control parameters, the method also includes: obtaining the temperature gradient and heat distribution of each area of the vehicle-mounted display; determining the heat dissipation effect index of the heat dissipation control parameters including temperature uniformity and heat dissipation efficiency based on the temperature gradient and heat distribution; and generating optimized control parameters when the heat dissipation effect index is lower than a preset effect threshold.

[0017] In the above embodiment, the vehicle-mounted display monitors the temperature gradient and heat distribution of each area of the display in real time, evaluates the heat dissipation effect index, and generates optimized control parameters when necessary, thereby ensuring the accuracy and reliability of heat dissipation control.

[0018] In combination with some embodiments of the first aspect, in some embodiments, the step of generating an optimization control parameter when the heat dissipation effect index is lower than a preset effect threshold specifically includes: when the heat dissipation effect index is lower than the preset effect threshold, determining a heat dissipation correction target according to the temperature gradient and heat distribution; when it is determined that the heat dissipation correction target does not meet the heat dissipation resource constraint, generating a heat dissipation anomaly warning message.

[0019] In the above embodiments, when the heat dissipation effect of the in-vehicle display is not ideal, the correction target is determined by combining the temperature gradient and heat distribution, and a warning is issued in a timely manner when the resources are insufficient, improving the safety and reliability of the system.

[0020] In a second aspect, an embodiment of the present application provides an in-vehicle display, which includes: one or more processors and a memory; the memory is coupled to the one or more processors, and the memory is used to store computer program code, the computer program code includes computer instructions, and the one or more processors call the computer instructions to enable the in-vehicle display to execute the method described in the first aspect and any possible implementation manner in the first aspect.

[0021] In a third aspect, an embodiment of the present application provides a computer program product containing instructions, when the above computer program product runs on the in-vehicle display, enabling the above in-vehicle display to execute the method described in the first aspect and any possible implementation manner in the first aspect.

[0022] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, including instructions, when the above instructions run on the in-vehicle display, enabling the above in-vehicle display to execute the method described in the first aspect and any possible implementation manner in the first aspect.

[0023] It can be understood that the in-vehicle display provided in the second aspect, the computer program product provided in the third aspect, and the computer storage medium provided in the fourth aspect are all used to execute the method provided in the embodiments of the present application. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding method, and will not be elaborated here.

[0024] One or more technical solutions provided in the embodiments of the present application have at least the following technical effects or advantages: 1. By adopting a heat dissipation control solution that combines parking duration prediction based on historical parking data, multi-dimensional environmental parameter perception, and active posture adjustment, the system can predict the vehicle parking duration and the potential heat accumulation risk faced by the display in advance. It then performs preventive heat dissipation by adjusting the display posture and controlling the operating parameters of the cooling fan. This effectively solves the problem of excessive heat accumulation caused by passive heat dissipation control in existing technologies, thereby realizing intelligent and precise heat dissipation control of the vehicle display under long-term parking conditions, thereby improving the reliability and service life of the equipment.

[0025] 2. Due to the use of a resource allocation model based on photovoltaic power generation, remaining battery power and heat dissipation equipment capacity parameters, the system can comprehensively consider energy supply and heat dissipation requirements, reasonably allocate limited heat dissipation resources, and effectively solve the problems of single device heat dissipation control and low energy utilization efficiency in existing technologies. It then achieves the goal of coordinated heat dissipation of multiple devices and efficient energy utilization during vehicle parking, ensuring the continuous heat dissipation effect of the display under energy-constrained conditions.

[0026] 3. Due to the adoption of a heat dissipation effect evaluation mechanism based on temperature gradient and heat distribution, as well as an effect index that includes temperature uniformity and heat dissipation efficiency, the system can monitor the heat dissipation effect in real time and optimize the control parameters in a timely manner, effectively solving the problems of difficult quantitative evaluation of heat dissipation effects and untimely optimization of control parameters in existing technologies, thereby realizing closed-loop feedback and adaptive adjustment of heat dissipation control, ensuring the temperature uniformity of each area of the display and the overall heat dissipation efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 This is a flow chart of a heat dissipation control method for an on-vehicle display according to an embodiment of the present application; Figure 2 is another flow chart of the heat dissipation control method of the vehicle-mounted display in an embodiment of the present application; Figure 3 This is a schematic diagram of the physical device structure of the vehicle-mounted display in an embodiment of the present application. DETAILED DESCRIPTION

[0028] The terms used in the following examples of the present application are only for the purpose of describing specific embodiments and are not intended to limit the present application. As used in the specification of the present application, the singular expressions "a", "an", "above", "the", and "this" are intended to include plural expressions as well, unless the context clearly indicates otherwise. It should also be understood that the term "and / or" used in the present application refers to any or all possible combinations of one or more of the listed items.

[0029] Hereinafter, the terms "first" and "second" are for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the quantity of the indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include one or more of such features. In the description of the embodiments of the present application, unless otherwise specified, the meaning of "a plurality" is two or more than two.

[0030] It should be noted that the in-vehicle display described in the present application is not only a device related to the display function, but an integrated display device integrated with a microcomputer, having functions of data collection, data processing, and signal output; the in-vehicle display is also integrated with a light sensor array and an adjustable heat dissipation device, which can monitor the ambient light conditions in real time and actively adjust the heat dissipation posture; the photovoltaic device array can be arranged on the in-vehicle display or installed at any appropriate position of the vehicle, and can actively adjust the daylighting posture to provide the energy required for heat dissipation.

[0031] For ease of understanding, the application scenarios of the embodiments of the present application are introduced below.

[0032] With the popularization of electric vehicles and intelligent vehicles, in-vehicle displays have become an indispensable part of vehicles. Especially in the summer parking scenario, when the vehicle is parked in the open air for a long time, direct sunlight will cause the temperature inside the vehicle to rise sharply, sometimes even exceeding 60°C. Such a high-temperature environment poses a serious threat to the in-vehicle display, not only causing a decline in the display effect and touch failure, but also possibly damaging the internal components and shortening the service life of the device. At the same time, since the vehicle is in the off state and the battery power is limited, it is difficult to continuously supply power to the heat dissipation system. Therefore, how to ensure the reliable heat dissipation of the in-vehicle display under limited energy conditions has become an urgent technical problem to be solved.

[0033] In the related art, passive heat dissipation control of the in-vehicle display can be achieved by using a temperature sensor to detect the surface temperature of the display and controlling the start and stop of the heat dissipation fan. The scenario of using the heat dissipation control method of the in-vehicle display in the related art is introduced below.

[0034] In the prior art, a certain brand of in-vehicle display adopts a simple temperature control heat dissipation scheme: when the temperature sensor detects that the surface temperature of the display exceeds 45°C, the heat dissipation fan is automatically started; when the temperature drops below 40°C, the fan automatically stops working. To prevent the temperature of the display from continuing to rise after the vehicle is turned off, the system is also equipped with a delayed heat dissipation function, which can continue to work for 30 minutes after the vehicle is turned off. However, in actual use, this scheme has obvious deficiencies: a user parked the vehicle in an open-air parking lot for 8 hours. Although the delayed heat dissipation played a role in the first 30 minutes, afterwards, due to the lack of heat dissipation measures, the temperature of the display continued to rise to 65°C, resulting in the complete failure of the touch function, and finally the entire display module needed to be replaced.

[0035] The heat dissipation control method for an in-vehicle display in the embodiments of this application predicts parking duration and heat accumulation risk, proactively adjusts the display's posture, and optimizes heat dissipation resource allocation, achieving intelligent heat dissipation control for the in-vehicle display. This not only improves heat dissipation but also reduces energy consumption. The following describes scenarios in which the heat dissipation control method for an in-vehicle display in this application is used.

[0036] After adopting the heat dissipation control solution of this application, the same open-air parking scenario has been effectively improved: when the user parks the car, the on-board display first automatically predicts that the parking time will be about 8 hours based on the GPS location, time period and user schedule. Then, the system analyzes the angle of sunlight and the distribution of obstructions, and predicts that the display may face continuous strong light exposure. In response to this situation, the on-board display actively adjusts its own posture to avoid direct sunlight as much as possible. At the same time, the system optimizes and adjusts the orientation of the photovoltaic panels on the roof to improve power generation efficiency, and reasonably plans the working sequence of the cooling fan according to the expected energy supply. Through this predictive heat dissipation control, the display temperature is always kept below 45°C during the entire parking period, ensuring the normal operation of the equipment.

[0037] It can be seen that the heat dissipation control method of the vehicle-mounted display in the embodiment of the present application can not only achieve reliable heat dissipation of the display, but also effectively solve the overheating problem and insufficient energy supply problem caused by long-term parking, thereby achieving a comprehensive improvement in the performance and life of the display.

[0038] For ease of understanding, the following describes the process of the method provided by this implementation in combination with the above scenario. Figure 1 , which is a flow chart of the heat dissipation control method of the vehicle-mounted display in an embodiment of the present application.

[0039] S101. Collect and store a user's historical parking data to generate a parking feature dataset representing the user's parking behavior.

[0040] Among them, historical parking data represents the parking record information of vehicles in the past period of time, including vehicle location information, parking duration and vehicle shutdown status; location information refers to the latitude and longitude coordinates obtained through GPS positioning and the corresponding location type identifier; parking duration refers to the duration from vehicle shutdown to restart; parking feature dataset is used to represent the user parking behavior characteristics obtained after processing and analysis, including information such as parking location distribution, time pattern and frequency statistics.

[0041] When the vehicle enters the parking state, the in-vehicle display needs to analyze the user's parking behavior to predict the possible parking duration. Specifically, the in-vehicle display first collects the vehicle's position information, parking state, and environmental data in real time through the in-vehicle sensor network, and stores this raw data in the local database according to a preset data structure. Then, the in-vehicle display classifies and organizes the historical data, extracts the spatial distribution characteristics of the parking locations, the parking rules in different time periods, and the parking patterns related to the user's daily behavior, and finally generates a parking behavior dataset containing multi-dimensional features.

[0042] The generation of the parking feature dataset adopts a multi-dimensional feature extraction method. First, the GPS trajectory data is subjected to spatio-temporal clustering, and the DBSCAN algorithm is used to identify frequent parking points to extract the spatial distribution characteristics of the parking locations. Then, statistical analysis is performed on the time series data of each parking point to calculate the parking probability distribution and duration distribution at different time scales (hours, days, weeks). At the same time, a Markov chain model is introduced to describe the transfer rules between parking locations, and a feature dataset containing position feature vectors, time feature vectors, and transfer probability matrices is constructed. The entire feature extraction process realizes incremental update through a sliding time window mechanism to ensure the timeliness of the feature data.

[0043] In some embodiments, the collection and processing of parking feature data can be achieved in various ways: Optionally, the in-vehicle display can adopt a method based on cluster analysis. First, the historical parking locations are clustered according to the similarity of geographical locations to identify the types of places where the user often parks, such as residence, workplace, business district, etc. Then, the distribution characteristics of the parking duration of each type of place are statistically analyzed to construct a parking behavior prediction model; Optionally, the in-vehicle display can adopt a method based on time series analysis. The historical parking data is unfolded according to the time series, and periodic features are extracted through mathematical tools such as Fourier transform to identify the parking rules in different scenarios such as weekdays and weekends. It can be understood that other data mining and machine learning methods can also be used to achieve the extraction and analysis of parking features, which are not limited here.

[0044] It should be noted that the parking behavior prediction model first preprocesses the historical parking data. The parking points are divided into different place types according to the Euclidean distance of geographical locations through the K-means clustering algorithm, and each clustering center represents a typical place. Then, Fourier transform is performed on the parking duration data of each type of place to extract periodic features on multiple time scales such as 24 hours and 7 days. The model adopts a hierarchical structure. The first layer is a place classifier based on geographical coordinates, and the second layer is a parking duration predictor based on time series features. When predicting, the current location is first mapped to the nearest place type, and then the predicted value is queried in the corresponding time series model in combination with the current time. At the same time, the Kalman filter is used to fuse the user's schedule information for correction. For example, when the vehicle is parked in the office area on a weekday morning, the model will predict a parking duration of about 8 hours based on historical data. However, if the user's schedule shows an arrangement to go out in the afternoon, the prediction result will be adjusted accordingly.

[0045] S102. Based on the parking feature data set, determine the duration prediction result of the parking duration according to the location type, time period, and user schedule information of the current vehicle parking.

[0046] Among them, the location type represents the place attribute of the current parking location, such as residential area, office area, business district, etc.; the time period refers to the specific interval of the current time in a day; the user schedule information represents the schedule arranged by the user preset or synchronized in the vehicle-mounted system; the duration prediction result is used to represent the time that the vehicle-mounted display estimates that the current parking may last.

[0047] After the vehicle is parked, the vehicle-mounted display needs to predict the possible parking duration so as to make early heat dissipation preparations. Specifically, the vehicle-mounted display first obtains the current location information and matches it with the pre-stored location type database to determine the place attribute of the parking location. Then, the vehicle-mounted display combines the current time information and queries the historical parking rules of the user in this type of place and this time period. At the same time, the vehicle-mounted display will check the user's schedule information to find out whether there are reservation activities that may affect the parking duration. Finally, the vehicle-mounted display calculates through multi-factor weighting, comprehensively considering location features, time features, and schedule constraints, and obtains the most likely parking duration prediction value.

[0048] In some embodiments, the prediction of parking duration can be achieved in various ways: Optionally, the in-vehicle display can adopt a method based on probability statistics. By constructing a Bayesian network model and using the location type, time period, and schedule information as conditional variables, it calculates the posterior probability distribution of different parking durations and selects the duration value with the highest probability as the prediction result. Optionally, the in-vehicle display can adopt a method based on deep learning, using a recurrent neural network model to learn the spatio-temporal dependence relationship in historical parking data to achieve end-to-end prediction of parking duration. It can be understood that other statistical learning or artificial intelligence methods can also be used to achieve the prediction of parking duration, which is not limited here.

[0049] S103. Obtain the vehicle GPS positioning information, vehicle orientation angle, and environmental parameters, and calculate the light incident angle and the predicted heat accumulation value of the in-vehicle display in combination with the duration prediction result.

[0050] Among them, the GPS positioning information represents the current longitude and latitude coordinates and altitude of the vehicle; the vehicle orientation angle refers to the angle between the vehicle's forward direction and the due north direction; the environmental parameters represent environmental state variables including temperature, humidity, light intensity, etc.; the light incident angle is used to represent the incident direction of sunlight on the surface of the in-vehicle display; the predicted heat accumulation value refers to the estimated heat that the in-vehicle display may accumulate during parking.

[0051] After the vehicle stops and the parking duration prediction is completed, the in-vehicle display needs to evaluate the possible heat accumulation risk. Specifically, the in-vehicle display first obtains accurate location information through the GPS module and simultaneously reads the orientation angle data provided by the vehicle attitude sensor. Then, the in-vehicle display activates the environmental sensor array to collect environmental parameters such as temperature, humidity, and light at the parking location. Based on these data, the in-vehicle display calculates the curve of the change in the incident angle of sunlight at different time points. Finally, the in-vehicle display substitutes the light incident angle, environmental parameters, and the predicted parking duration into the heat accumulation model to calculate the heat value that may accumulate during the entire parking period.

[0052] It should be noted that the heat accumulation prediction model integrates two physical processes: light transmission and heat transfer. The light transmission module first establishes a ray tracing model based on the solar azimuth angle and vehicle orientation, combines the measured data of the multi-point light sensors, and fits the attenuation coefficient matrix of the obstacle by the least squares method. The heat transfer module establishes a temperature field evolution model based on the heat conduction equation, discretizes the display into multiple grid cells using the finite element method, and predicts the temperature distribution by solving the partial differential equation system under time-varying boundary conditions. The two modules are coupled through the radiative heat flux term, and the overall forms a nonlinear state space model. In practical applications, the model will continuously update the state estimation according to the sensor feedback. For example, when a local temperature anomaly is detected, it will adjust the predicted heat accumulation value of the corresponding area in real time.

[0053] The calculation of the predicted heat accumulation value is based on the energy conservation equation, integrating three heat transfer methods: solar radiation, air convection, and heat conduction. First, according to the vehicle's GPS position and orientation angle, the direct solar radiation intensity and the incident angle are calculated using astronomical algorithms. Then, the heat exchange with the environment is calculated using a modified convective heat transfer coefficient, which is dynamically adjusted according to the wind speed and temperature difference. For heat conduction, a three-dimensional unsteady heat conduction model is used, discretizing the display into finite element meshes, and the evolution of the temperature field over time is solved by the Runge-Kutta method. The material parameters and boundary conditions in the model are calibrated using measured data, and a Kalman filter is introduced to correct the prediction error in real time.

[0054] In some embodiments, the prediction of heat accumulation can be achieved in various ways: Optionally, the in-vehicle display can adopt a method based on a thermodynamic model to establish a multi-physics field coupling model that includes solar radiation, air convection, and heat conduction, and predict the temperature distribution and heat accumulation of each part of the display by solving the differential equations of heat transfer; Optionally, the in-vehicle display can adopt a data-driven method to train a heat prediction model using historical monitoring data. This model takes environmental parameters and vehicle states as inputs and directly outputs the expected heat accumulation value. It can be understood that other thermal analysis or intelligent prediction methods can also be used to evaluate heat accumulation, which is not limited here.

[0055] S104. When the predicted heat accumulation value is higher than the preset heat threshold, determine the attitude adjustment strategy of the in-vehicle display according to the light incident angle.

[0056] Among them, the preset heat threshold represents the maximum heat accumulation value that the in-vehicle display can safely withstand; the attitude adjustment strategy is used to represent the position and angle adjustment plan of the display and its surrounding components, including parameters such as the display tilt angle and steering angle.

[0057] When the predicted heat accumulation value exceeds the safety threshold, the in-vehicle display needs to formulate a suitable attitude adjustment plan. Specifically, the in-vehicle display first calculates the direct light illumination area that the display surface may receive according to the light incident angle. Then, the in-vehicle display analyzes the allowable adjustment range of the mechanical structure, taking into account the position distribution of the heat dissipation holes and the natural convection effect. Based on these constraints, the in-vehicle display calculates the combination of attitude parameters that can minimize heat accumulation through an optimization algorithm, and generates a detailed execution plan including the adjustment timing and target position.

[0058] The attitude adjustment strategy needs to be optimized, and the multi-objective genetic algorithm is adopted for optimization. The objective function includes three aspects: heat dissipation effect, photovoltaic power generation efficiency, and mechanical constraints. The heat dissipation effect is evaluated by the predicted temperature field uniformity, the photovoltaic power generation efficiency is calculated based on the power-angle characteristic curve of the photovoltaic cell, and the mechanical constraints consider the movement range and energy consumption of the rotating shaft. In the population evolution process, non-dominated sorting and crowding distance calculation are used to select dominant individuals. The crossover operator adopts simulated binary crossover, and the mutation operator uses polynomial mutation. Finally, an optimal compromise solution is selected from the Pareto optimal solution set as the execution strategy.

[0059] In some embodiments, the formulation of the attitude adjustment strategy can be achieved in various ways: Optionally, the in-vehicle display can adopt a method based on rule optimization. According to the preset illumination-attitude mapping relationship table, the optimal adjustment parameters can be directly found by combining the current incident angle, and fine-tuning can be performed to adapt to the actual environmental conditions. Optionally, the in-vehicle display can adopt a method based on dynamic programming, decomposing the attitude adjustment problem during the entire parking period into multiple time periods, calculating the optimal adjustment strategy for each period, and finally obtaining a globally optimal adjustment plan. It can be understood that other optimization algorithms can also be used to generate the attitude adjustment strategy, which is not limited here.

[0060] S105. Adjust the attitude orientation of the in-vehicle display according to the attitude adjustment strategy.

[0061] Among them, the attitude orientation represents the spatial position and angular state of the in-vehicle display; the adjustment execution represents the process of adjusting the display from the current state to the target state.

[0062] After determining the attitude adjustment strategy, the in-vehicle display needs to accurately execute the adjustment action. Specifically, the in-vehicle display first checks the working status of the actuator, including motors, sensors, and mechanical limit devices. Then, the in-vehicle display converts the adjustment strategy into a specific execution instruction sequence, including speed, acceleration, and position parameters for axial movement. During the adjustment execution process, the in-vehicle display ensures the adjustment accuracy through real-time feedback control and locks the mechanical state after reaching the target position.

[0063] In some embodiments, the execution of attitude adjustment can be achieved in various ways: Optionally, the in-vehicle display can adopt a method based on PID control, and the motor output is adjusted in real time through the position feedback signal to ensure the smoothness and accuracy of the adjustment process. At the same time, mechanical stress is monitored to prevent over-adjustment. Optionally, the in-vehicle display can adopt a method based on fuzzy control, and the control parameters are dynamically adjusted according to the deviation between the current position and the target position to achieve adaptive attitude adjustment. It can be understood that other control algorithms can also be used to accurately execute the attitude adjustment, which is not limited here.

[0064] S106. Calculate the energy balance equation of the photovoltaic power generation and the heat dissipation power consumption, and generate the heat dissipation control parameters including the fan speed and the working time sequence.

[0065] Among them, the photovoltaic power generation represents the current and expected power generation power curves of the photovoltaic device; the heat dissipation power consumption represents the energy consumption of the heat dissipation system under different working states; the energy balance equation is used to represent the dynamic balance relationship among the power generation amount, the energy storage amount, and the power consumption amount; the fan speed represents the rotation speed parameter of the heat dissipation fan; the working time sequence represents the start-stop time arrangement and the rotation speed change rule of the fan.

[0066] After determining the attitude adjustment scheme, the in-vehicle display needs to plan the working parameters of the heat dissipation system. Specifically, the in-vehicle display first calculates the expected power generation curve according to the illumination condition and the orientation of the photovoltaic device. Then, the in-vehicle display combines the battery capacity and the power consumption requirements of other electrical devices to establish a complete energy income and expenditure balance equation. By solving this equation, the in-vehicle display obtains the maximum power available for heat dissipation on the premise of ensuring energy supply. Finally, the in-vehicle display converts the available power into specific fan control parameters, including the rotation speed setting values and the working duration at different time periods, to form a complete heat dissipation control scheme.

[0067] The energy balance equation is based on the principle of electric power balance. The left-hand side term is the sum of the photovoltaic power generation power and the battery discharge power, and the right-hand side term includes the heat dissipation fan power consumption, the attitude adjustment mechanism power consumption, and other basic loads. The photovoltaic power generation power is calculated through the IV characteristic curve and the maximum power point tracking algorithm, considering the influence of the temperature coefficient and the illumination intensity. The battery adopts an improved Thevenin equivalent circuit model, including the influence of the state of charge on the internal resistance and the open-circuit voltage. The equation is solved using a predictive control strategy to find the optimal control sequence that satisfies the energy balance within the prediction time domain.

[0068] It should be noted that the energy balance equation is the core control basis of this system, and its complete form can be expressed as a dynamic balance relationship in the continuous time domain. At any moment t, the sum of the output power of the photovoltaic device and the discharge power of the battery needs to balance the power consumption requirements of all heat dissipation devices. The photovoltaic output power depends on the photoelectric conversion efficiency η, the effective illumination area S, the real-time illumination intensity I(t), the light incident angle θ(t), and at the same time considering the influence coefficient β of temperature on the efficiency, it can be expressed as P_pv(t)=η×S×I(t)×cos(θ(t))×(1-β(T(t)-T_ref)). The battery output power is based on the improved Thevenin equivalent model, where the open-circuit voltage V_oc and the internal resistance R_in are both functions of the state of charge SOC of the battery, and the output power is expressed as P_bat(t)=V_oc(SOC)×I_bat-I_bat²×R_in(SOC). At the consumption end, the power consumption of each cooling fan is proportional to the cube of its rotation speed, and the coefficient k is determined by the fan characteristics; the power consumption of the attitude adjustment mechanism is equal to the sum of the products of the torque and angular velocity of each motor; in addition, the basic load power consumption of the system needs to be considered.

[0069] Thus, the complete energy balance equation can be written as: η×S×I(t)×cos(θ(t))×(1-β(T(t)-T_ref))+V_oc(SOC)×I_bat-I_bat²×R_in(SOC)=∑(k_i×ω_i³(t))+∑(τ_j×ω_j(t))+P_base(t) The equation needs to be solved under the following constraints: the battery discharge power does not exceed the maximum safety value; the fan speed is limited within the rated range; the attitude adjustment angle meets the mechanical limit requirements; the total system power consumption does not exceed the available power upper limit. To obtain the optimal control strategy, a model predictive control method is adopted to solve this constrained optimization problem within a rolling time domain. Specifically, in each control cycle, based on the current state and predicted future conditions, an optimal control sequence within a certain time domain is solved through a numerical optimization method, but only the control action at the current moment is executed. This method can make full use of energy resources and ensure the stable operation of the system. The interior point method is used in the solution process to convert the inequality constraints into penalty terms, and the optimal solution that satisfies all constraints is obtained through iterative optimization. The controller will dynamically adjust the control parameters according to the real-time monitored system state, including temperature distribution, battery power, light conditions, etc., to achieve the optimal balance between energy utilization and heat dissipation effect. The solution result of this energy balance equation directly determines the heat dissipation control strategy, including the speed curve of each fan and the motion planning of the attitude adjustment mechanism. The system will plan the working mode of the equipment in advance according to the predicted energy availability. For example, when the light is sufficient, photovoltaic energy is preferentially used, and when the light is insufficient, the battery energy is reasonably allocated to ensure continuous heat dissipation during the entire parking period. When it is predicted that the energy supply may be insufficient, the system will appropriately reduce the heat dissipation intensity and allocate the limited energy to the most critical time periods and regions to achieve the optimal heat dissipation control under energy constraints.

[0070] In some embodiments, the calculation of the heat dissipation control parameters can be achieved in various ways: Optionally, the in-vehicle display can adopt a multi-objective optimization method, taking energy utilization efficiency, heat dissipation effect, and system life as optimization objectives, and searching for the optimal combination of control parameters through genetic algorithms or particle swarm algorithms to achieve the balance between multiple objectives; Optionally, the in-vehicle display can adopt a scenario prediction method, predicting the future energy supply and demand situation based on historical data, planning the optimal heat dissipation control strategy in advance, and dynamically adjusting according to the actual situation. It can be understood that other optimization algorithms can also be used to generate the heat dissipation control parameters, which are not limited here.

[0071] S107. Control the heat dissipation fan for heat dissipation according to the heat dissipation control parameters.

[0072] Among them, the heat dissipation control parameters represent the complete control scheme for the fan operation, including information such as speed, start-stop time, and operation mode; the heat dissipation fan represents the actuator for forced convection heat dissipation; and heat dissipation execution represents the process of converting the control parameters into the actual heat dissipation effect.

[0073] After generating the heat dissipation control parameters, the in-vehicle display needs to precisely execute the heat dissipation plan. Specifically, the in-vehicle display first checks the working status of the heat dissipation fan, including motor performance, bearing condition, and blade integrity. Then, the in-vehicle display converts the control parameters into specific drive signals and precisely adjusts the fan speed through methods such as PWM modulation or variable frequency control. During the execution process, the in-vehicle display continuously monitors the actual operating status and heat dissipation effect of the fan, including speed feedback, power consumption, and temperature changes, and fine-tunes the control parameters in real time according to the monitoring results to ensure that the heat dissipation effect meets expectations.

[0074] In some embodiments, precise execution of heat dissipation control can be achieved in various ways: Optionally, the in-vehicle display can adopt a method based on closed-loop control. Through real-time feedback from speed sensors and temperature sensors, a multi-level feedback control system including a speed control loop and a temperature control loop is established to achieve precise adjustment of the fan operating status; Optionally, the in-vehicle display can adopt a method based on adaptive control. By real-time identifying changes in system parameters, the controller parameters are dynamically adjusted to ensure the best heat dissipation effect can be maintained under different working conditions. It can be understood that other control methods can also be used to achieve precise control of the heat dissipation system, which is not limited here.

[0075] The following further describes the more specific process of the method provided in this embodiment. Please refer to Figure 2 , which is another process schematic diagram of the heat dissipation control method for the in-vehicle display in the embodiments of the present application.

[0076] S201. Collect and store the user's historical parking data, and generate a parking feature data set representing the user's parking behavior.

[0077] Referring to step S101, the in-vehicle display will collect the parking feature data set.

[0078] S202. Based on the parking feature data set, determine the duration prediction result of the parking duration according to the current vehicle parking location type, time period, and user schedule information.

[0079] Referring to step S102, the in-vehicle display will determine the duration prediction result of the parking.

[0080] S203. Obtain the vehicle GPS positioning information, vehicle orientation angle, and environmental parameters, and calculate the light incident angle and the heat accumulation prediction value of the in-vehicle display in combination with the duration prediction result.

[0081] Referring to step S103, the in-vehicle display will calculate the heat accumulation prediction value.

[0082] In some embodiments, the in-vehicle display realizes heat prediction through the collaborative work of multiple sensors. That is, the in-vehicle display obtains the vehicle's GPS positioning information, the vehicle's orientation angle, and environmental parameters, and calculates the light incident angle; receives the multi-point light intensity signals of the light sensor array; the light sensor array is arranged along the edge of the in-vehicle display; determines the light attenuation data corresponding to the obstacle according to the light intensity signals and the vehicle's GPS positioning information; corrects the heat accumulation equation according to the light attenuation data, and calculates the heat accumulation prediction value according to the heat accumulation equation and the duration prediction result.

[0083] Among them, the GPS positioning information represents the current longitude and latitude coordinates and altitude data of the vehicle; the vehicle's orientation angle refers to the angle between the vehicle's forward direction and the geographical due north direction; the environmental parameters are used to represent the environmental state variables including temperature, humidity, air pressure, etc.; the light incident angle represents the angle between the sun's rays and the surface of the in-vehicle display; the light sensor array refers to multiple light intensity detection devices evenly distributed along the edge of the in-vehicle display; the light intensity signals are used to represent the light intensity values of each measurement point; the obstacle refers to the surrounding obstacle objects that will affect the direct sunlight; the light attenuation data represents the degree of weakening of the light intensity by the obstacle; the heat accumulation equation is used to represent the mathematical model of the temperature change of the display over time after being irradiated by light.

[0084] When the in-vehicle display needs to predict possible heat accumulation risks, it is necessary to comprehensively evaluate the lighting environment. Specifically, the in-vehicle display first obtains accurate position information through the GPS module, and at the same time reads the orientation angle data provided by the vehicle attitude sensor, and calculates the incident angle of sunlight in combination with real-time meteorological parameters. Then, the in-vehicle display activates the light sensor array arranged along the edge, collects multi-point light intensity data, and identifies the existence of obstacles by comparing the light intensity differences at different positions. Next, the in-vehicle display combines and analyzes the GPS position and the light intensity data to establish a light attenuation model including the occlusion effect. Finally, the in-vehicle display corrects the original heat accumulation equation according to the attenuation model, and combines the parking duration prediction result to calculate the possible accumulated heat value during the entire parking period.

[0085] In some embodiments, the accurate prediction of heat accumulation can be achieved in various ways: Optionally, the in-vehicle display first calculates the solar azimuth angle and altitude angle according to the GPS data and astronomical algorithms, then collects the light intensity matrix of the edge sensors, reconstructs the complete light distribution field through spatial interpolation, and finally identifies the position and shape of the occluder based on the light distribution characteristics to correct the heat transfer model; Optionally, the in-vehicle display first establishes a light transmission model considering multiple scattering and reflection, then estimates the attenuation coefficient of the occluder in real time through the Kalman filtering algorithm, and finally uses the numerical integration method to solve the corrected heat accumulation equation. It can be understood that other optical analysis and thermal calculation methods can also be used to achieve the accurate prediction of heat accumulation, which is not limited here.

[0086] S204. When the predicted value of heat accumulation is higher than the preset heat threshold, determine the attitude adjustment strategy of the in-vehicle display according to the light incident angle.

[0087] Referring to step S104, the in-vehicle display will determine the attitude adjustment strategy first when the predicted value of heat accumulation is too high.

[0088] In some embodiments, the in-vehicle display will coordinate the photovoltaic system and the display attitude to achieve overall optimization, that is, when the predicted value of heat accumulation is higher than the preset heat threshold, the in-vehicle display will obtain the photovoltaic distribution parameters of the photovoltaic device array; obtain the heat dissipation position information of the heat dissipation aperture of the in-vehicle display, and respectively obtain the mechanical movement ranges of the rotating shafts of the in-vehicle display and the photovoltaic device array; generate the attitude adjustment strategies of the photovoltaic device array and the in-vehicle display respectively according to the light incident angle, photovoltaic distribution parameters, heat dissipation position information and mechanical movement ranges.

[0089] Among them, the predicted value of heat accumulation represents the expected accumulated heat magnitude; the preset heat threshold refers to the maximum acceptable heat accumulation value; the photovoltaic device array represents the solar panel assembly for power generation; the photovoltaic distribution parameters are used to represent the spatial layout and working characteristics of the photovoltaic device; the heat dissipation aperture refers to the ventilation opening on the in-vehicle display for heat dissipation; the heat dissipation position information represents the specific position and size parameters of the heat dissipation aperture; the mechanical movement range is used to represent the adjustable angle range of the device; the attitude adjustment strategy represents the adjustment scheme of the device position and angle.

[0090] When the predicted heat accumulation value exceeds the safety threshold, the in-vehicle display needs to formulate a comprehensive adjustment plan. Specifically, the in-vehicle display first obtains distribution parameters such as the installation position, inclination angle, and coverage area of the photovoltaic device array on the vehicle, and confirms its relative position relationship with the display. Then, the in-vehicle display detects the position distribution of its own heat dissipation apertures, and at the same time obtains the rotation angle limits of the display bracket and the photovoltaic device bracket. Next, the in-vehicle display analyzes the influence of the light incident direction on the power generation efficiency and heat dissipation effect, considering the motion constraints of each component. Finally, the in-vehicle display generates the optimal adjustment strategies for the photovoltaic device and the display body respectively through multi-objective optimization calculation, achieving the balance between power generation efficiency and heat dissipation effect.

[0091] In some embodiments, the generation of the attitude adjustment strategy can be achieved in various ways: Optionally, the in-vehicle display first establishes an objective function including the light incident angle, power generation efficiency, and heat dissipation effect, then discretizes the motion range of each mechanical component for sampling, searches for the optimal attitude combination through the dynamic programming algorithm, and finally generates a detailed adjustment execution sequence; Optionally, the in-vehicle display first constructs a coupling model considering photovoltaic power generation and heat dissipation effect, then uses the genetic algorithm for multi-objective optimization, continuously improves the quality of the solution through population iteration, and finally selects the most suitable adjustment plan from the Pareto optimal solution set. It can be understood that other optimization algorithms can also be used to formulate the attitude adjustment strategy, which is not limited here.

[0092] S205. Adjust the attitude orientation of the in-vehicle display according to the attitude adjustment strategy.

[0093] Referring to step S105, the in-vehicle display will adjust its attitude.

[0094] S206. Obtain the current power generation of the photovoltaic device array and the remaining power of the battery, and obtain the heat dissipation capacity parameters of the electronic heat dissipation devices with heat dissipation functions on the vehicle.

[0095] Among them, the photovoltaic device array refers to the solar panel assembly used for power generation on the vehicle; the current power generation refers to the actual output power of the photovoltaic device at the current moment; the remaining battery power represents the current energy storage state of the in-vehicle battery; the electronic heat dissipation device refers to the in-vehicle electronic device with heat dissipation functions, such as an electric fan, a refrigeration device, etc.; the heat dissipation capacity parameter is used to represent technical indicators such as the maximum heat dissipation power, energy efficiency ratio, and adjustable range of each heat dissipation device.

[0096] When the in-vehicle display needs to perform heat dissipation control, it is first necessary to evaluate the available energy and heat dissipation resources. Specifically, the in-vehicle display reads the real-time power generation data of the photovoltaic device through the power management module, including output voltage, current, and power; at the same time, it obtains the state-of-charge information provided by the battery management system, including the remaining capacity percentage, current voltage, and available time. In addition, the in-vehicle display also needs to query the working status and performance parameters of all electronic devices with heat dissipation functions on the vehicle through the CAN bus or other communication interfaces to establish a complete heat dissipation resource list.

[0097] In some embodiments, the acquisition and evaluation of the resource status can be achieved in various ways: Optionally, the in-vehicle display first establishes a distributed data acquisition network to collect real-time parameters such as the working voltage, current, and temperature of the photovoltaic array, calculates the power generation efficiency in combination with the light intensity and incident angle, then reads the state of charge (SOC), state of health (SOH), and remaining capacity of the battery management system, and finally obtains the rated power, current load, and efficiency characteristics of each heat dissipation device through device-to-device communication; Optionally, the in-vehicle display uses a prediction-correction method to predict the power generation and power consumption demand in the future period based on historical data, and at the same time monitors the deviation between the actual value and the predicted value in real time to dynamically update the resource status evaluation result. It can be understood that other data acquisition and prediction methods can also be used to achieve the state evaluation of energy and heat dissipation resources, which are not limited here.

[0098] S207. Based on the power generation amount, remaining power, and heat dissipation capacity parameters, construct a resource allocation model for heat dissipation control including multiple electronic heat dissipation devices.

[0099] Among them, the resource allocation model refers to a mathematical model describing the collaborative work of multiple heat dissipation devices; the multiple electronic heat dissipation devices refer to the combination of all devices available for heat dissipation on the vehicle; the heat dissipation control parameters are used to represent the working power, start-stop timing, and control priority of each device; the construction process refers to the process of establishing a mathematical model including energy constraints and device characteristics.

[0100] After obtaining the status data of all heat dissipation resources, the in-vehicle display needs to establish a mathematical model for resource allocation. Specifically, the in-vehicle display first mathematically models the characteristic parameters of each heat dissipation device, including the power-efficiency curve, temperature response characteristics, and spatial action range. Then, the in-vehicle display establishes dynamic constraint equations for power generation and energy storage capacity to describe the change law of energy supply. Next, the in-vehicle display constructs an interaction matrix between devices, considering the interference effect of the heat dissipation air flow and the heat transfer coupling relationship. Finally, the in-vehicle display integrates these sub-models into a complete resource allocation mathematical model, laying a foundation for subsequent optimization calculations.

[0101] It should be noted that the resource allocation model uses the mixed integer programming method to handle the multi-device collaborative optimization problem. First, a thermal network model based on node analysis is established, with each heat dissipation device as a node and the heat transfer between devices as an edge. The network topology relationship is described by the admittance matrix. Then, a constraint equation set including the power generation curve, battery capacity, and device efficiency characteristics is constructed. The optimization objective function includes a heat dissipation effect term and an energy consumption term, and the two objectives are balanced by introducing a weight coefficient. The branch and bound algorithm is used in the solution process to separately process continuous variables and discrete variables and gradually approach the global optimal solution. For example, when multiple cooling fans work simultaneously, the model will optimize the rotation speed and working timing of each fan according to their positional relationship and air flow interference effect to avoid ineffective power consumption.

[0102] In some embodiments, the construction of the resource allocation model can be achieved in multiple ways: Optionally, the in-vehicle display first establishes a physical model based on energy conservation, takes the power generation and energy storage capacity as input variables, and takes the heat dissipation effect of each device as the output variable. The dynamic characteristics of the system are described by solving the thermodynamics equation set, and then the air flow interference coefficient and heat conduction coefficient between devices are introduced to construct a complete coupling model; Optionally, the in-vehicle display adopts a data-driven modeling method. By collecting a large amount of operation data, deep learning technology is used to identify the internal laws of the system, a black box model including latent variables is established, and the model parameters are continuously optimized through online learning. It can be understood that other modeling methods can also be used to accurately describe the resource allocation relationship, which is not limited here.

[0103] S208. Determine the maximum available heat dissipation power threshold of the in-vehicle display according to the resource allocation model.

[0104] Among them, the resource allocation model refers to a mathematical model used to optimize the heat dissipation resource allocation; the maximum heat dissipation power threshold refers to the maximum heat dissipation power value that the in-vehicle display can safely use under the current conditions; the determination process refers to the calculation process of solving the optimization problem to obtain the threshold.

[0105] After establishing the resource allocation model, the in-vehicle display needs to calculate its own maximum available heat dissipation power. Specifically, the in-vehicle display first predicts the available energy in the future period according to the model, including the photovoltaic power generation and the battery discharge. Then, the in-vehicle display considers the basic load of other electrical devices and calculates the remaining power available for heat dissipation. Next, the in-vehicle display analyzes the heat dissipation contribution of each heat dissipation device to the display and establishes the mapping relationship between the heat dissipation effect and the power allocation. Finally, the in-vehicle display obtains the maximum heat dissipation power value that can be obtained under the energy constraint by solving the optimization problem.

[0106] In some embodiments, the calculation of the maximum heat dissipation power can be achieved in multiple ways: Optionally, the in-vehicle display first establishes a dynamic programming model considering multiple time windows, takes energy constraints, device characteristics, and heat dissipation requirements as constraint conditions, solves the optimal power allocation sequence through a backward recursion algorithm, and extracts the maximum available power of the display from it; Optionally, the in-vehicle display adopts a method based on scenario analysis, generates multiple sets of possible power allocation schemes for different environmental conditions and power consumption situations, evaluates the reliability of the schemes through Monte Carlo simulation, and finally determines a stable and reliable power threshold. It can be understood that other optimization algorithms can also be used to accurately calculate the maximum heat dissipation power, which is not limited here.

[0107] In some embodiments, the in-vehicle display comprehensively evaluates the effect of all heat dissipation devices. That is, the in-vehicle display obtains the device type information of the electronic heat dissipation device and determines the functional action area of each electronic heat dissipation device according to the device type information; calculates the heat dissipation contribution coefficient of each electronic heat dissipation device to the in-vehicle display based on the functional action area and the relative position table of the in-vehicle display; and adjusts the resource allocation model based on the heat dissipation contribution coefficient.

[0108] Among them, the electronic heat dissipation device refers to an in-vehicle electronic device with a heat dissipation function; the device type information is used to represent the working principle and performance characteristics of the heat dissipation device; the functional action area represents the effective heat dissipation range of the heat dissipation device; the relative position table refers to the spatial position relationship between the heat dissipation device and each part of the display; the heat dissipation contribution coefficient is used to represent the degree of influence of the heat dissipation device on the temperature of the display; and the resource allocation model represents a mathematical model describing the heat dissipation resource allocation.

[0109] When it is necessary to evaluate the effect of each heat dissipation device, the in-vehicle display needs to analyze their heat dissipation contributions. Specifically, the in-vehicle display first obtains the type information of each heat dissipation device, including the heat dissipation method, rated power, and working characteristics. Then, the in-vehicle display determines the spatial range of its heat dissipation effect according to the device type and establishes a flow field model of the heat dissipation air flow. Next, the in-vehicle display combines the relative position relationship between the device and the display and calculates the heat dissipation influence coefficient of each device on each part of the display. Finally, the in-vehicle display uses the heat dissipation contribution coefficient as a weight factor to update the device cooperation relationship in the resource allocation model.

[0110] In some embodiments, the evaluation of the heat dissipation contribution can be achieved in various ways: Optionally, the in-vehicle display first establishes a computational fluid dynamics model to analyze the propagation characteristics of the heat dissipation airflow, then calculates the influence of the airflow on the temperature field by the finite element method, and finally determines the contribution coefficient of each device based on the sensitivity analysis of the temperature response; Optionally, the in-vehicle display first constructs a thermal network model to describe the heat transfer relationship between devices, then obtains the thermal resistance and heat capacity parameters through system identification methods, and finally calculates the heat dissipation contribution degree based on transfer function analysis. It can be understood that other thermal analysis methods can also be used to achieve accurate evaluation of the heat dissipation contribution, which is not limited here.

[0111] S209. Calculate the energy balance equation of the photovoltaic power generation and the heat dissipation power consumption, and generate heat dissipation control parameters including the fan speed and the working timing.

[0112] Referring to step S106, the in-vehicle display will generate heat dissipation control parameters.

[0113] S210. Control the heat dissipation fan for heat dissipation according to the heat dissipation control parameters.

[0114] Referring to step S107, the in-vehicle display will control the fan for heat dissipation.

[0115] S211. Obtain the temperature gradient and the heat distribution of each area of the in-vehicle display.

[0116] Among them, the temperature gradient represents the change rate of the display surface temperature in space; the heat distribution refers to the temperature field distribution state of each area of the display; each area represents different functional partitions and structural parts of the display; the obtaining process represents the process of collecting temperature data through the sensor network.

[0117] During the heat dissipation process, the in-vehicle display needs to monitor the temperature field distribution in real time. Specifically, the in-vehicle display first collects real-time temperature data through the temperature sensors arranged at each key position. Then, the in-vehicle display performs interpolation processing on the collected discrete temperature data to reconstruct the continuous temperature field distribution. Next, the in-vehicle display calculates the gradient values of the temperature field in different directions to identify the characteristics of heat accumulation and transfer. Finally, the in-vehicle display converts the temperature field information into a heat distribution map to visually display the temperature state of each area.

[0118] In some embodiments, the monitoring and reconstruction of the temperature field can be achieved in various ways: Optionally, the in-vehicle display first collects temperature data through a high-density temperature sensor array, reconstructs the continuous temperature field using the Kriging interpolation method, calculates the temperature gradient vector field, and identifies the heat transfer path in combination with the device structure characteristics; Optionally, the in-vehicle display uses infrared thermal imaging technology to obtain the temperature distribution image on the surface of the display in real time, extracts temperature features through image processing algorithms, and reconstructs the three-dimensional temperature field in combination with the internal temperature sensor data. It can be understood that other sensing and reconstruction methods can also be used to achieve accurate monitoring of the temperature field distribution, which is not limited here.

[0119] S212. Determine the heat dissipation effect index including temperature uniformity and heat dissipation efficiency of the heat dissipation control parameters according to the temperature gradient and heat distribution.

[0120] Among them, temperature uniformity represents the degree of consistency of the temperature distribution in each area of the display; heat dissipation efficiency refers to the temperature reduction effect under unit energy consumption; the heat dissipation effect index is used to represent the performance evaluation index considering uniformity and efficiency comprehensively; the determination process represents the mathematical processing process of calculating the performance index.

[0121] After obtaining the temperature field data, the in-vehicle display needs to evaluate the heat dissipation control effect. Specifically, the in-vehicle display first calculates the statistical characteristics of the temperature field, including the average temperature, standard deviation, and extreme value distribution. Then, the in-vehicle display analyzes the temperature change rate and energy consumption rate to evaluate the energy efficiency level of the heat dissipation process. Next, the in-vehicle display combines the temperature uniformity index and the heat dissipation efficiency index through weighting to construct a comprehensive performance evaluation function. Finally, the in-vehicle display calculates the heat dissipation effect index under the current control parameters to determine whether optimization and adjustment are needed.

[0122] It should be noted that the heat dissipation effect can be determined based on a heat dissipation effect evaluation model, which adopts a comprehensive evaluation method based on entropy theory. First, calculate the spatial entropy value of the temperature field to characterize the uniformity, and the smaller the entropy value, the more concentrated the temperature values; at the same time, calculate the entropy generation rate of the heat dissipation process to characterize the efficiency, and the smaller the entropy generation rate, the smaller the irreversible loss. The two indicators determine the weights through the fuzzy analytic hierarchy process to construct a fuzzy comprehensive evaluation matrix. The evaluation result is defuzzified by the centroid method to obtain the final effect index. The model also includes an adaptive mechanism that can dynamically adjust the evaluation criteria according to the temperature response characteristics under different working conditions. For example, under strong solar radiation conditions, the model will correspondingly increase the weight of the heat dissipation efficiency index and pay more attention to the cooling rate rather than temperature uniformity.

[0123] Preferably, the heat dissipation effect index can also adopt a weighted comprehensive evaluation method, which consists of a temperature uniformity index and a heat dissipation efficiency index. The temperature uniformity is characterized by the standard deviation and the maximum temperature difference of the temperature field, and a spatial weight is introduced to reflect the importance of different regions. The heat dissipation efficiency is defined as the average cooling rate corresponding to unit energy consumption, considering the actual heat dissipation coefficient of the device. After the two indexes are normalized, the weight coefficients are determined by the analytic hierarchy process, and finally synthesized into a comprehensive index between 0 and 1. The time lag effect is considered in the index calculation process, and the exponential moving average method is used to smooth the instantaneous fluctuations.

[0124] In some embodiments, the evaluation of the heat dissipation effect can be achieved in various ways: Optionally, the in-vehicle display first calculates the spatial entropy value of the temperature field to characterize the uniformity, calculates the cooling rate per unit energy consumption to characterize the efficiency, and fuses multiple indexes into a unified effect index through the fuzzy comprehensive evaluation method; Optionally, the in-vehicle display adopts an evaluation method based on the second law of thermodynamics, calculates the entropy generation rate and the exergy utilization rate of the heat dissipation process, and constructs a performance evaluation system considering the system irreversibility. It can be understood that other evaluation methods can also be used to achieve the accurate evaluation of the heat dissipation effect, which is not limited here.

[0125] S213. Generate an optimization control parameter when the heat dissipation effect index is lower than a preset effect threshold.

[0126] Among them, the preset effect threshold represents the acceptable minimum heat dissipation effect index; the optimization control parameter is used to represent the optimized heat dissipation control scheme; the generation process represents the process of optimizing and calculating new control parameters.

[0127] When the heat dissipation effect index is lower than the threshold, the in-vehicle display needs to optimize the control strategy. Specifically, the in-vehicle display first analyzes the deficiencies of the current control scheme, including the regions with uneven temperature distribution and the time periods with low heat dissipation efficiency. Then, the in-vehicle display adjusts the power distribution and working timing of each heat dissipation device according to the temperature field characteristics. Next, the in-vehicle display predicts the effects of various adjustment schemes through a model and selects the optimal optimization scheme. Finally, the in-vehicle display generates a new set of control parameters, including the modified power curve and timing arrangement.

[0128] In some embodiments, the optimization of the control parameter can be achieved in various ways: Optionally, the in-vehicle display first establishes an objective function considering temperature uniformity and heat dissipation efficiency, adopts the gradient descent method to search for the optimal control parameter, and continuously improves the performance of the control scheme through iterative optimization; Optionally, the in-vehicle display adopts the reinforcement learning method, models the heat dissipation control process as a Markov decision process, and learns the optimal control strategy through interaction with the environment to achieve the adaptive optimization of the control parameter. It can be understood that other optimization methods can also be used to achieve the dynamic adjustment of the control parameter, which is not limited here.

[0129] In some embodiments, the in-vehicle display monitors the heat dissipation effect in real time and adjusts the control strategy in a timely manner. That is, when the heat dissipation effect index is lower than the preset effect threshold, the in-vehicle display determines the heat dissipation correction target according to the temperature gradient and heat distribution. When it is determined that the heat dissipation correction target does not meet the heat dissipation resource constraint, a heat dissipation anomaly warning message is generated.

[0130] Among them, the heat dissipation effect index represents the comprehensive performance evaluation value of heat dissipation control; the preset effect threshold refers to the acceptable minimum heat dissipation effect; the temperature gradient is used to represent the change rate of temperature in space; the heat distribution represents the temperature field state of each area of the display; the heat dissipation correction target represents the heat dissipation index that needs to be improved; the heat dissipation resource constraint refers to the current available heat dissipation resource limit; the heat dissipation anomaly warning message is used to indicate the warning of insufficient heat dissipation conditions.

[0131] When the heat dissipation effect is not ideal, the in-vehicle display needs to evaluate the improvement possibility. Specifically, the in-vehicle display first identifies the areas and parameters that need to be improved according to the temperature gradient and heat distribution characteristics. Then, the in-vehicle display analyzes the current heat dissipation resource status, including available power, device status, and environmental conditions. Next, the in-vehicle display evaluates the resource requirements for achieving the heat dissipation correction target and compares them with the current available resources. Finally, when it is found that the resources are insufficient to support the correction target, the in-vehicle display generates an anomaly warning message including specific reasons and the degree of impact.

[0132] In some embodiments, the diagnosis of heat dissipation anomalies can be achieved in various ways: Optionally, the in-vehicle display first determines the minimum heat dissipation power required to reach the target temperature through thermodynamic analysis, then evaluates the maximum output capacity of the current heat dissipation device, and finally generates a hierarchical warning message through resource gap analysis; Optionally, the in-vehicle display first establishes a fault diagnosis system based on fuzzy logic, then calculates the risk level according to the degree of temperature anomaly and resource margin, and finally generates a warning scheme including specific suggestions. It can be understood that other fault diagnosis methods can also be used to achieve timely warning of heat dissipation anomalies, which are not limited herein.

[0133] In the embodiments of the present application, due to the adoption of a heat dissipation control scheme based on intelligent prediction of historical parking data, multi-dimensional environmental perception, and active attitude adjustment, and combined with the collaborative management of photovoltaic power generation and battery energy storage, the in-vehicle display can accurately predict the parking duration and heat accumulation risk, reasonably allocate limited heat dissipation resources, and optimize the control strategy in real time. Therefore, the display can maintain a stable and reliable working state during long-term parking, effectively solving the problems of overheating damage and insufficient energy supply caused by passive heat dissipation in the prior art. Furthermore, the intelligent and precise heat dissipation control of the in-vehicle display in various parking environments is realized, the reliability and service life of the device are improved, and a better user experience is provided for users.

[0134] The in-vehicle display in the embodiments of the present invention application will be described from the perspective of hardware processing. Please refer to Figure 3 , which is a schematic structural diagram of an entity device of the in-vehicle display in the embodiments of the present application.

[0135] It should be noted that Figure 3 the structure of the in-vehicle display shown is only an example and should not impose any limitations on the functions and usage scope of the embodiments of the present invention.

[0136] As Figure 3 shown, the in-vehicle display includes a CPU 301, which can perform various appropriate actions and processes according to the program stored in the ROM 302 or the program loaded into the RAM 303 from the storage section 308, such as executing the method described in the above embodiments. In the RAM 303, various programs and data required for system operation are also stored. The CPU 301, ROM 302, and RAM 303 are connected to each other via a bus 304. The I / O interface 305 is also connected to the bus 304.

[0137] The following components are connected to the I / O interface 305: an input section 306 including an audio input device, a button switch, etc.; an output section 307 including a liquid crystal display (LCD), an audio output device, an indicator light, etc.; a storage section 308 including a hard disk, etc.; and a communication section 309 including a network interface card such as a LAN (Local Area Network) card, a modem, etc. The communication section 309 performs communication processing via a network such as the Internet. A driver 310 is also connected to the I / O interface 305 as needed. A removable medium 311, such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, etc., is installed on the driver 310 as needed so that a computer program read from it can be installed into the storage section 308 as needed.

[0138] Specifically, according to the embodiments of the present invention, the process described above with reference to the flowchart can be implemented as a computer software program. For example, the embodiments of the present invention include a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program includes a computer program for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from the network through the communication section 309, and / or installed from the removable medium 311. When the computer program is executed by the CPU 301, various functions defined in the present invention are executed.

[0139] The flowcharts and block diagrams in the accompanying drawings illustrate the possible architectures, functions, and operations of systems, methods, and computer program products according to various embodiments of the present invention. Among them, each block in the flowchart or block diagram may represent a module, a program segment, or a part of code, and the above-mentioned module, program segment, or part of code contains one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order from that marked in the accompanying drawings.

[0140] Specifically, the in-vehicle display of this embodiment includes a processor and a memory. A computer program is stored on the memory. When the computer program is executed by the processor, it implements the heat dissipation control method of the in-vehicle display provided in the above embodiment.

[0141] On the other hand, the present invention also provides a computer-readable storage medium, which may be included in the in-vehicle display described in the above embodiment; or it may exist alone and not be assembled into the in-vehicle display. The above storage medium carries one or more computer programs. When the above one or more computer programs are executed by a processor of the in-vehicle display, the in-vehicle display is enabled to implement the heat dissipation control method of the in-vehicle display provided in the above embodiment.

[0142] As mentioned above, the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them; although the present application has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that they can still modify the technical solutions recorded in the foregoing embodiments, or perform equivalent replacements on some of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the various embodiments of the present application.

[0143] As used in the above embodiments, depending on the context, the term "when..." may be interpreted to mean "if...", or "after...", or "in response to determining...", or "in response to detecting...". Similarly, depending on the context, the phrase "when determining..." or "if detecting (the stated condition or event)" may be interpreted to mean "if determining...", or "in response to determining...", or "when detecting (the stated condition or event)", or "in response to detecting (the stated condition or event)".

Claims

1. A heat dissipation control method for an in-vehicle display, characterized in that Applied to an in-vehicle display, the method includes: Collect and store the user's historical parking data to generate a parking feature dataset characterizing the user's parking behavior; the historical parking data includes vehicle position information, parking duration, and vehicle ignition status; Based on the parking feature dataset, determine the duration prediction result of the parking duration according to the current vehicle parking position type, time period, and user schedule information; Obtain the vehicle GPS positioning information, vehicle orientation angle, and environmental parameters, and calculate the light incident angle and the heat accumulation prediction value of the in-vehicle display in combination with the duration prediction result; When the heat accumulation prediction value is higher than the preset heat threshold, determine the attitude adjustment strategy of the in-vehicle display according to the light incident angle; Adjust the attitude orientation of the in-vehicle display according to the attitude adjustment strategy; Calculate the energy balance equation of the photovoltaic power generation and the heat dissipation power consumption, and generate the heat dissipation control parameters including the fan speed and the working timing; Control the heat dissipation fan to dissipate heat according to the heat dissipation control parameters.

2. The method according to claim 1, characterized in that The step of obtaining the vehicle GPS positioning information, vehicle orientation angle, and environmental parameters, and calculating the light incident angle and the heat accumulation prediction value of the in-vehicle display in combination with the duration prediction result specifically includes: Obtain the vehicle GPS positioning information, vehicle orientation angle, and environmental parameters, and calculate the light incident angle; Receive the multi-point light intensity signals of the light sensor array; the light sensor array is arranged along the edge of the in-vehicle display; Determine the light attenuation data corresponding to the obstacle according to the light intensity signal and the vehicle GPS positioning information; Correct the heat accumulation equation according to the light attenuation data, and calculate the heat accumulation prediction value according to the heat accumulation equation and the duration prediction result.

3. The method according to claim 1, wherein The step of determining the attitude adjustment strategy of the in-vehicle display according to the light incident angle when the heat accumulation prediction value is higher than the preset heat threshold specifically includes: When the heat accumulation prediction value is higher than the preset heat threshold, obtain the photovoltaic distribution parameters of the photovoltaic device array; Obtain the heat dissipation position information of the heat dissipation holes of the in-vehicle display, and respectively obtain the mechanical movement ranges of the rotating shafts of the in-vehicle display and the photovoltaic device array; [[ID=?]]According to the light incident angle, the photovoltaic distribution parameters, the heat dissipation position information, and the mechanical movement range, respectively generate the attitude adjustment strategies of the photovoltaic device array and the in-vehicle display.

4. The method according to claim 1, wherein Before the step of calculating the energy balance equation of the photovoltaic power generation and the heat dissipation power consumption and generating the heat dissipation control parameters including the fan speed and the working timing, the method further includes: Obtain the current power generation of the photovoltaic device array and the remaining power of the battery, and obtain the heat dissipation capacity parameters of the electronic heat dissipation devices with heat dissipation functions on the vehicle; Based on the power generation, the remaining power, and the heat dissipation capacity parameters, construct a resource allocation model for heat dissipation control including multiple of the electronic heat dissipation devices; According to the resource allocation model, determine the maximum heat dissipation power threshold available for the in-vehicle display. It should be noted that there seems to be an error in the original text where the ID in line 16 is incorrect. It should be instead of [[ID=?]]. The above translation is based on the corrected understanding.

5. The method according to claim 4, wherein Before the step of determining the maximum heat dissipation power threshold available for the in-vehicle display according to the resource allocation model, the method further includes: Obtain the device type information of the electronic heat dissipation device, and determine the functional action area of each electronic heat dissipation device according to the device type information; Calculate the heat dissipation contribution coefficient of each electronic heat dissipation device to the in-vehicle display according to the functional action area and the relative position table of the in-vehicle display; Adjust the resource allocation model based on the heat dissipation contribution coefficient.

6. The method according to claim 1, characterized in that After the step of controlling the heat dissipation fan to dissipate heat according to the heat dissipation control parameter, the method further includes: Obtain the temperature gradient and heat distribution of each area of the in-vehicle display; Determine the heat dissipation effect index including temperature uniformity and heat dissipation efficiency of the heat dissipation control parameter according to the temperature gradient and the heat distribution; Generate an optimized control parameter when the heat dissipation effect index is lower than a preset effect threshold.

7. The method according to claim 6, characterized in that The step of generating an optimized control parameter when the heat dissipation effect index is lower than a preset effect threshold specifically includes: When the heat dissipation effect index is lower than a preset effect threshold, determine a heat dissipation correction target according to the temperature gradient and the heat distribution; Generate a heat dissipation anomaly warning message when it is determined that the heat dissipation correction target does not meet the heat dissipation resource constraint.

8. A vehicle-mounted display, characterized in that, The in-vehicle display includes: one or more processors and a memory; the memory is coupled to the one or more processors, the memory is used to store computer program code, the computer program code includes computer instructions, and the one or more processors call the computer instructions to cause the in-vehicle display to execute the method according to any one of claims 1-7.

9. A computer-readable storage medium, comprising instructions, characterized in that, When the instruction runs on the in-vehicle display, cause the in-vehicle display to execute the method according to any one of claims 1-7.

10. A computer program product, characterized in that, When the computer program product runs on the in-vehicle display, cause the in-vehicle display to execute the method according to any one of claims 1-7.

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