Vehicle air conditioner pre-starting method, electronic equipment and storage medium

Abstract

The invention provides a vehicle air conditioner pre-starting method, electronic equipment and a storage medium. The vehicle air conditioner pre-starting method comprises the steps that the estimated time point when a user arrives at a vehicle is determined according to real-time motion information of the user; determining the duration required for the temperature in the vehicle to reach the set target temperature; determining a reference time point according to an estimated time point and the duration; determining a starting time point according to the reference time point in combination with environment information or a state of charge (SOC) of a battery; and pre-starting control is conducted on the air conditioner of the vehicle according to the starting time point. Intelligent control over the vehicle air conditioner in the hiking scene is achieved, the estimated time point when the user arrives at the vehicle is determined according to the real-time motion information of the user, the purpose of dynamically determining the starting time point of the air conditioner is achieved, and the problem of energy waste caused by premature starting of the air conditioner is avoided. Accurate estimation of the starting time point of the air conditioner is achieved, and energy consumption is reduced on the premise that a comfortable in-vehicle environment is provided for a user.

Description

Technical Field

[0001] This application relates to the field of intelligent start-up technology for vehicle air conditioning, specifically to a vehicle air conditioning pre-start method, electronic device, and storage medium. Background Technology

[0002] The meaning of air conditioning pre-start is: to turn on the air conditioning before the user arrives at the vehicle. Its purpose is to provide the user with a comfortable in-car environment when they enter the vehicle, thereby improving the user's driving and riding experience.

[0003] Current methods for pre-starting vehicle air conditioning involve users remotely communicating with the vehicle via their mobile phones to control the air conditioning to start, or scheduling the air conditioning to start at a set time. Both methods rely on user intervention, thus lacking intelligence. Sometimes, users forget to activate the air conditioning in advance, resulting in a failure to provide a comfortable driving environment.

[0004] In view of the above, this application is hereby submitted. Summary of the Invention

[0005] This application aims to provide a vehicle air conditioning pre-start method, electronic device, and storage medium, which realizes the purpose of intelligently starting the air conditioning without user operation, and takes into account energy consumption issues, thereby achieving optimized resource management.

[0006] In a first aspect, embodiments of this application provide a method for pre-starting a vehicle air conditioner, including: The estimated time of arrival of the user at the vehicle is determined based on the user's real-time movement information; Determine the time required for the vehicle interior temperature to reach the set target temperature; A reference time point is determined based on the estimated time point and the duration. The start-up time is determined based on the reference time point, combined with environmental information or the battery's state of charge (SOC). The vehicle's air conditioning is pre-started based on the stated start time.

[0007] According to the technical solution provided in the embodiments of this application, optionally, the user's real-time motion information includes a planned path from the user's location to the vehicle's location, the coordinates of each trajectory point on the planned path, and the altitude data of each trajectory point; Determining the estimated arrival time of the user at the vehicle based on the user's real-time movement information includes: The terrain complexity of the planned path is determined based on the coordinates of each trajectory point on the planned path and the elevation data of each trajectory point. A reference movement speed is determined based on the terrain complexity of the planned path, the user's current average movement speed, and the user's historical average movement speed. The estimated time for the user to arrive at the vehicle is determined based on the length of the planned path and the reference speed.

[0008] According to the technical solution provided in the embodiments of this application, optionally, determining the terrain complexity of the planned path based on the coordinates of each trajectory point on the planned path and the elevation data of each trajectory point includes: Determine the planar distance between two adjacent trajectory points based on the coordinates of each trajectory point on the planned path; The terrain complexity of the planned path is determined based on the elevation change between two adjacent trajectory points and the planar distance between them.

[0009] According to the technical solution provided in the embodiments of this application, optionally, determining the reference movement speed based on the terrain complexity of the planned path, the user's current average movement speed, and the user's historical average movement speed includes: An influencing factor is determined based on the terrain complexity of the planned path and the average movement speed of the user's history, wherein the terrain complexity of the planned path is negatively correlated with the influencing factor, and the average movement speed of the user's history is positively correlated with the influencing factor. The reference movement speed is obtained by weighted summation of the influencing factors and the user's current average movement speed.

[0010] According to the technical solution provided in the embodiments of this application, optionally, determining the reference time point based on the estimated time point and the duration includes: The time point that is the duration preceding the estimated time point is determined as the reference time point.

[0011] According to the technical solution provided in the embodiments of this application, optionally, determining the start-up time point based on the reference time point, combined with environmental information or the battery's state of charge, includes: If the reference time point meets the constraint condition, then the reference time point is determined as the start time point; the constraint condition is: at the start time point, the state of charge of the battery is greater than the target value, and the target value is determined based on the set first threshold and the power consumed by the air conditioner during the running time. If the reference time point does not meet the constraint condition, calculate the difference between the battery's state of charge and the second threshold at the start time point, and correct the reference time point based on the difference to obtain the start time point, which is later than the reference time point.

[0012] Optionally, the technical solution provided in the embodiments of this application may also include: If the reference time point does not meet the constraint conditions, the target power is determined based on the battery's state of charge at the start time point, and the operating power of the air conditioner is adjusted according to the target power.

[0013] According to the technical solution provided in the embodiments of this application, optionally, the environmental information includes rainfall, and the step of determining the start-up time point based on the reference time point, combined with the environmental information or the battery's state of charge, includes: If the detected rainfall exceeds the rainfall threshold, the reference time point is corrected based on the rainfall to obtain the start time point, which is later than the reference time point.

[0014] Secondly, embodiments of this application also provide a vehicle air conditioning pre-start device, comprising: The first determining module is used to determine the estimated time when the user will arrive at the vehicle based on the user's real-time motion information; The second determining module is used to determine the time required for the interior temperature to reach the set target temperature. The third determining module is used to determine a reference time point based on the estimated time point and the duration. The fourth determining module is used to determine the start-up time point based on the reference time point, combined with environmental information or the state of charge of the battery. The control module is used to perform pre-start control of the vehicle's air conditioning according to the start-up time.

[0015] Thirdly, embodiments of this application also provide an electronic device, the electronic device comprising: Processor and memory; The processor executes the steps of the vehicle air conditioning pre-start method as described in any embodiment by calling the program or instructions stored in the memory.

[0016] Fourthly, embodiments of this application also provide a computer-readable storage medium storing a program or instructions that cause a computer to perform the steps of the vehicle air conditioning pre-start method as described in any embodiment.

[0017] In summary, this application proposes a method for pre-starting a vehicle's air conditioning system. Specifically, it includes: determining the estimated arrival time of the user at the vehicle based on the user's real-time movement information, thus achieving intelligent control of the vehicle's air conditioning in hiking scenarios. Furthermore, by determining the estimated arrival time based on the user's real-time movement information, it dynamically determines the air conditioning start-up time, avoiding energy waste caused by premature air conditioning startup. Further, it determines the time required for the vehicle's interior temperature to reach the set target temperature, ensuring the accuracy of this time determination. Then, based on the estimated time and the time, it determines a reference time. Finally, based on the reference time and combined with environmental information or the battery's state of charge, it determines the start-up time, achieving accurate prediction of the air conditioning start-up time. This saves energy while providing a comfortable in-vehicle environment for the user. Attached Figure Description

[0018] Figure 1 This is a flowchart of a vehicle air conditioning pre-start method provided in an embodiment of this application; Figure 2 This is a schematic diagram of the structure of a vehicle air conditioning pre-start device provided in an embodiment of this application; Figure 3 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0019] The present application will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, only the parts relevant to the invention are shown in the accompanying drawings.

[0020] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. This application will now be described in detail with reference to the accompanying drawings and embodiments.

[0021] Figure 1 This is a flowchart illustrating a vehicle air conditioning pre-start method according to an embodiment of this application. This vehicle air conditioning pre-start method can be executed by a vehicle air conditioning pre-start device, which can be implemented in software and / or hardware and integrated into the vehicle's infotainment system or a server. See also... Figure 1 The specific steps of the vehicle's air conditioning pre-start method are as follows: S110. Determine the estimated time when the user will arrive at the vehicle based on the user's real-time motion information.

[0022] The user's activities include, but are not limited to, hiking, cycling, and running.

[0023] Users' real-time exercise information can be obtained by accessing the Application Programming Interface (API) of third-party applications (such as hiking applications, running applications, cycling applications, etc.).

[0024] The user's real-time motion information includes the planned path from the user's location to the vehicle's location, the coordinates of each trajectory point on the planned path, and the altitude data of each trajectory point.

[0025] In some implementations, determining the estimated arrival time of the user at the vehicle based on the user's real-time motion information includes the following steps S111-S113: S111. Determine the terrain complexity of the planned path based on the coordinates of each trajectory point on the planned path and the elevation data of each trajectory point.

[0026] The elevation data of each trajectory point can be obtained from Amap (Gaode Maps).

[0027] The terrain complexity is a quantitative indicator describing the severity of terrain undulations, frequency of slope changes, and abrupt changes in spatial curvature along a planned route. Taking hiking as an example, higher terrain complexity indicates more complex terrain, which will decrease the user's hiking speed. Therefore, by referencing terrain complexity and considering its impact on the user's hiking speed, we can more accurately predict the user's actual hiking speed, thereby making the predicted arrival time of the user at the vehicle more precise and providing a good data foundation for intelligent air conditioning activation.

[0028] In some implementations, determining the terrain complexity of the planned path based on the coordinates of each trajectory point on the planned path and the elevation data of each trajectory point includes: The planar distance between two adjacent trajectory points is determined based on the coordinates of each trajectory point on the planned path; the terrain complexity of the planned path is determined based on the elevation change of two adjacent trajectory points and the planar distance between two adjacent trajectory points.

[0029] For example, the coordinates of each trajectory point on the planned path are as follows: The elevation data of each trajectory point is as follows: .

[0030] The planar distance between two adjacent trajectory points can be expressed as: In other words, the planar distance between two adjacent trajectory points ignores altitude and is the straight-line distance between the "projection points of the two adjacent trajectory points on the plane". For example, among two adjacent trajectory points, one point is at the foot of a mountain with an altitude of 100 meters and its planar coordinates are (0, 0), and the other point is at the top of a mountain with an altitude of 200 meters and its planar coordinates are (3, 4). Then the planar distance between these two points is... =5. But the actual spatial distance between these two points is 5. .

[0031] The elevation change between two adjacent trajectory points is the difference in elevation between them. For example, if one point is at the foot of a mountain with an elevation of 100 meters and the other is at the summit with an elevation of 200 meters, then the elevation change between these two points is 200 - 100 = 100 meters. This can be expressed as the elevation change between two adjacent trajectory points... .

[0032] In some implementations, terrain complexity can be represented by the average elevation change over a unit planar distance. It represents the planar distance between adjacent trajectory points, reflecting the horizontal span corresponding to this undulation. This represents the elevation change per unit horizontal distance along this path, and can be understood as the absolute value of the average slope.

[0033] For example, determining the terrain complexity of the planned path based on the elevation change between two adjacent trajectory points and the planar distance between two adjacent trajectory points includes: determining the terrain complexity of the planned path using the following formula. :

[0034] Where m represents the total number of trajectory points on the planned path.

[0035] In some implementations, determining the terrain complexity of the planned path based on the coordinates of each trajectory point on the planned path and the elevation data of each trajectory point includes: The spatial distance between adjacent trajectory points is calculated based on the coordinates of each trajectory point on the planned path and the elevation data of each trajectory point. The specific formula for calculating this spatial distance is as follows: .

[0036] Based on the coordinates of each trajectory point on the planned path, the elevation data of each trajectory point, and the spatial distance between adjacent trajectory points, the indicators representing the vertical undulation of the path, the spatial geometric indicators, and the frequency of change indicators are calculated. The indicators are then weighted and fused to obtain a quantified terrain complexity.

[0037] Among them, the indicators representing the vertical undulation of the path include slope, slope change rate, cumulative undulation height, and altitude fluctuation variance; the spatial geometric indicators include path curvature.

[0038] S112. Determine a reference movement speed based on the terrain complexity of the planned path, the user's current average movement speed, and the user's historical average movement speed.

[0039] The user's historical average speed refers to the historical average speed of the same type of activity as the current activity. For example, if the current activity is hiking, then the user's historical average speed refers to the historical hiking speed. Furthermore, it can also refer to the historical average hiking speed in the same hiking scenario (e.g., the user has hiked in the same mountain area multiple times). If the current activity is cycling, then the user's historical average speed refers to the historical cycling speed.

[0040] In some implementations, determining the reference movement speed based on the terrain complexity of the planned path, the user's current average movement speed, and the user's historical average movement speed includes: An influencing factor is determined based on the terrain complexity of the planned path and the user's historical average movement speed. The terrain complexity of the planned path is negatively correlated with the influencing factor, while the user's historical average movement speed is positively correlated with the influencing factor. That is, the faster the user's historical average walking speed, the larger the influencing factor; the higher the terrain complexity of the planned path, the smaller the influencing factor. The reference movement speed is obtained by weighted summing of the influencing factor and the user's current average movement speed.

[0041] For example, the influencing factor can be determined based on the terrain complexity of the planned path and the user's historical average movement speed using the following formula. .

[0042] in, The average movement speed of a user in history can be the average movement speed of a user over a certain period of time (e.g., the past 30 days), or the average movement speed of a user in the same type of movement scenario over a certain period of time (e.g., the past 30 days).

[0043] This represents the terrain complexity of the planned path. Based on the above formula, it can be determined that the faster the user's historical average movement speed, the higher the influence factor. The larger the value, the higher the terrain complexity of the planned path, and the greater the influence factor. The smaller.

[0044] Furthermore, the reference velocity can be determined using the following formula:

[0045] in, This represents the reference motion speed. This represents the weighting coefficients (which can be obtained through machine learning). This indicates the user's current average movement speed.

[0046] In some implementations, the user's current average movement speed can be directly determined as the reference movement speed.

[0047] In other implementations, a reference movement speed can be determined based on the terrain complexity of the planned path and the user's historical average movement speed. For example, an influence coefficient is determined based on the terrain complexity of the planned path. A higher terrain complexity results in a lower influence coefficient, and vice versa. This is because higher terrain complexity reduces the user's walking speed, thus having a greater impact on their historical average movement speed. The product of this influence coefficient and the user's historical average movement speed is then used to determine the reference movement speed.

[0048] S113. Determine the estimated time when the user will arrive at the vehicle based on the length of the planned path and the reference speed.

[0049] Specifically, the return journey time is obtained by dividing the planned path length by the reference speed. This return journey time is then extended from the current time to obtain the estimated arrival time of the user at the vehicle. For example, if the planned path length is 1000 meters and the reference speed is 2 meters per second, the return journey time is 500 seconds (equivalent to 8 minutes and 20 seconds). Assuming the current time is 1:00 PM, the estimated arrival time of the user at the vehicle is 1:08:20 PM, accurate to the second. In general, the estimated arrival time of the user at the vehicle can be determined using the following formula. ,in, This indicates the length of the planned path. This represents the reference motion speed. This indicates the return trip time, which is the time required to travel from the user's current location to the vehicle's location. Indicates the current time (in 24-hour format, accurate to the second).

[0050] Understandably, if the user's real-time location is detected to deviate from the planned path by more than a set value, the path will be replanned based on the user's real-time location, and the above operation will be re-executed.

[0051] By comprehensively considering the terrain complexity of the planned route, the user's historical average hiking speed on similar routes, and the detected current real-time average speed, the reference movement speed is determined, making it closer to the true value, reducing detection errors, and providing a basis for accurately estimating the estimated time when the user arrives at the vehicle.

[0052] S120. Determine the time required for the interior temperature to reach the set target temperature.

[0053] Specifically, assuming the temperature inside the car is T in The change follows Newton's law of cooling:

[0054] Wherein: T out Q represents the outside temperature (obtainable via a weather API), k represents the vehicle's thermal conductivity (related to window area and insulation materials, default value is 0.05 / min); ac This indicates the air conditioning cooling or heating power, measured in kW, and can be obtained from the vehicle's OBD (On-Board Diagnostics) system. car This indicates the heat capacity of the air inside the vehicle (related to the volume of the vehicle compartment, with a default value of 1.2 kJ / ℃).

[0055] According to Newton's law of cooling, the target temperature T can be determined. target The formula for calculating the required time Δt is used, where Δt is the time required for the interior temperature to reach the set target temperature. Assume the air conditioner starts at time t0, and the set target temperature is T. target At time point t0, the temperature inside the car is The time Δt required for the interior temperature to reach the target temperature is:

[0056] In this application, t0 is the estimated time point. The value of Δt represents the temperature outside the vehicle. Substituting this value into the above formula will give you the specific value of Δt.

[0057] S130. Determine a reference time point based on the estimated time point and the duration.

[0058] In some implementations, determining the reference time point based on the estimated time point and the duration includes: The time point that is the estimated time point earlier than the predicted time point by the specified duration is determined as the reference time point. For example, if the estimated time point is 13:00 and the duration is 10 minutes, then the reference time point is 12:50. In some implementations, the air conditioning is activated at 12:50, so that when the user arrives at the vehicle at 13:00, the interior temperature has essentially reached the set target temperature, thus providing the user with a comfortable driving environment. Furthermore, through precise timing control, the goal of not wasting electrical energy is achieved.

[0059] In some implementations, determining a reference time point based on the estimated time point and the duration includes: determining the difference between the in-vehicle temperature at the estimated time point and the set target temperature; determining the air conditioning energy consumption from the start of the air conditioning to the estimated time point; and solving the problem with a set condition as a constraint, with the goal of minimizing the weighted sum of the difference and the air conditioning energy consumption, to obtain the reference time point. The constraint is that the state of charge (SOC) of the battery at the start time point is greater than a target value, and the target value is determined based on a set first threshold and the electricity consumed by the air conditioning during the specified running time.

[0060] To balance air conditioning energy consumption and in-vehicle comfort, we first calculate and minimize the weighted sum of the deviations between energy consumption and comfort. The optimization problem described above is expressed as follows:

[0061] in: This indicates that the air conditioner is started (i.e., ) to the estimated time point (i.e. The air conditioning energy consumption between ) , λ1 and λ2 represent the power of the air conditioner, and are weighting coefficients (which can be determined through reinforcement learning, with default values ​​of λ1=0.7 and λ2=0.3). Q represents the reference time point. battery Total battery capacity (unit: kWh). The optimal start-up time of the air conditioner can be obtained by solving the problem.

[0062] When a rainstorm scenario is detected, λ1 and λ2 can be adjusted to λ1=0.3 and λ2=0.7, respectively, which means that more attention is paid to whether the temperature inside the vehicle meets the standard.

[0063] Through a reinforcement learning-based weight allocation mechanism, the decision priorities of temperature, power consumption, and time can be intelligently adjusted to balance comfort and energy consumption, providing users with a better driving experience.

[0064] S140. Determine the start-up time point based on the reference time point, combined with environmental information or the battery's state of charge (SOC).

[0065] In some implementations, if the reference time point satisfies a constraint, then the reference time point is determined as the start-up time point; the constraint is that the battery's state of charge (SOC) at the start-up time point is greater than a target value, the target value being determined based on a set first threshold (e.g., 20%) and the electricity consumed by the air conditioner during the specified operating time. In other words, the constraint can be expressed as: .

[0066] If the reference time point does not meet the constraint condition, the difference between the battery's state of charge (SOC) and the second threshold at the start time point is calculated. The reference time point is then corrected based on this difference to obtain the start time point, which is later than the reference time point. That is, if the air conditioner is started at the reference time point, the vehicle battery's SOC may be lower than the first threshold (e.g., 20%) when the user arrives at the vehicle, potentially causing range anxiety. To address this issue, in this embodiment, the air conditioner's start time is delayed to reduce energy consumption and ensure that the battery's SOC is not lower than the first threshold when the user arrives at the vehicle. Simultaneously, to maintain in-vehicle comfort, the delay time is limited to a maximum of 15 minutes.

[0067] For example, when the battery's SOC is less than 30% at the reference time point, the reference time point is corrected according to the following calculation formula to obtain the startup time point:

[0068] in, This indicates the start time point. Indicates the reference time point, This represents the correction factor, which can be set to 0.5. This indicates the battery's State of Charge (SOC) at the reference time point. To ensure comfort within the vehicle, the delay time is limited to a maximum of 15 minutes, which is compared to... , The delay can be up to 15 minutes.

[0069] Furthermore, it also includes: if the reference time point does not meet the constraint conditions, determining the target power based on the battery's state of charge (SOC) at the start-up time point, and adjusting the air conditioner's operating power according to the target power.

[0070] For example, the upper limit of air conditioner power can be set in stages based on the remaining power (i.e., SOC):

[0071] If the air conditioning power is reduced, preventing the interior temperature from reaching the set target when the user arrives at the vehicle, a reminder notification will be sent to the user.

[0072] By combining the battery's SOC to intelligently limit the air conditioner's operating power, the air conditioner's operating time is extended, reducing overall energy consumption compared to a fixed operating time.

[0073] In some implementations, when the vehicle battery's SOC is low, the target temperature can be dynamically adjusted to reduce the power demand on the air conditioning system, thereby ultimately reducing air conditioning energy consumption and achieving a balance between comfort and energy consumption.

[0074] For example, the power of the air conditioner can be adjusted according to the following formula:

[0075] in, This indicates the adjusted air conditioner power. This indicates an adjustment to the previous air conditioner power. This indicates the temperature inside the vehicle when the user arrives. Indicates the target temperature.

[0076] In some implementations, the environmental information includes rainfall, and determining the start-up time point based on the reference time point, combined with the environmental information or the battery's state of charge (SOC), includes: If the detected rainfall exceeds a rainfall threshold (e.g., 10 mm / h), the reference time point is adjusted based on the rainfall to obtain the start-up time point, which is later than the reference time point. Taking air conditioning as an example, if heavy rainfall is detected, which helps with natural cooling, the start-up time of the air conditioner is delayed to save energy. By combining environmental sensing results and dynamically adjusting the start-up timing, unnecessary energy consumption is avoided.

[0077] For example, the start time can be determined using the following formula:

[0078] in, This indicates the start time point. Indicates the reference time point, This represents the rainfall impact factor, which can be set to 0.3. This indicates rainfall amount. To ensure comfort inside the vehicle, the maximum delay time is limited to 18 minutes, which is compared to... , The delay can be up to 18 minutes.

[0079] S150. Perform pre-start control on the vehicle's air conditioning according to the start time.

[0080] Specifically, the air conditioning is activated by sending control commands via the CAN bus, and the interior temperature (T) is read via OBD every 5 minutes. in If the measured temperature deviates from the predicted value by more than 2°C, the air conditioner power will be adjusted according to the PID algorithm.

[0081] in, This indicates the adjusted air conditioner power. This indicates an adjustment to the previous air conditioner power. This represents the proportionality coefficient. This indicates the predicted temperature inside the vehicle. This represents the measured value of the temperature inside the vehicle. This represents the integral coefficient. By adjusting the air conditioning power according to the PID algorithm, the interior temperature can be more accurately adjusted according to the predicted value, achieving precise control of the interior temperature.

[0082] The vehicle air conditioning pre-start method provided in this application determines the estimated arrival time of the user in the vehicle based on the user's real-time movement information, realizing intelligent control of the vehicle air conditioning in walking scenarios. Furthermore, by determining the estimated arrival time based on the user's real-time movement information, the method dynamically determines the air conditioning start-up time, avoiding energy waste caused by premature air conditioning startup. Further, it determines the time required for the vehicle interior temperature to reach the set target temperature, ensuring the accuracy of this time determination. Then, based on the estimated time and the time, a reference time is determined. Based on the reference time, combined with environmental information or the battery's state of charge (SOC), the start-up time is determined, achieving accurate prediction of the air conditioning start-up time. This saves energy while providing a comfortable in-vehicle environment for the user.

[0083] Based on the same inventive concept, corresponding to any of the above embodiments, this application also provides a vehicle air conditioning pre-start device.

[0084] refer to Figure 2 The vehicle air conditioning pre-start device includes: a first determining module 210, used to determine the estimated time point when the user arrives at the vehicle based on the user's real-time movement information; a second determining module 220, used to determine the time required for the vehicle interior temperature to reach the set target temperature; a third determining module 230, used to determine a reference time point based on the estimated time point and the time duration; a fourth determining module 240, used to determine the start time point based on the reference time point, combined with environmental information or the battery's state of charge (SOC); and a control module 250, used to perform pre-start control of the vehicle's air conditioning based on the start time point.

[0085] For ease of description, the above devices are described in terms of function, divided into various modules. Of course, in implementing this application, the functions of each module can be implemented in one or more software and / or hardware.

[0086] The apparatus of the above embodiments is used to implement the corresponding vehicle air conditioning pre-start method in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0087] Figure 3 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. For example... Figure 3 As shown, the electronic device 500 includes one or more processors 501 and memory 502.

[0088] The processor 501 may be a central processing unit (CPU) or other form of processing unit with data processing and / or instruction execution capabilities, and may control other components in the electronic device 500 to perform desired functions.

[0089] The memory 502 may include one or more computer program products, which may include various forms of computer-readable storage media, such as volatile memory and / or non-volatile memory. The volatile memory may include, for example, random access memory (RAM) and / or cache memory. The non-volatile memory may include, for example, read-only memory (ROM), hard disk, flash memory, etc. One or more computer program instructions may be stored on the computer-readable storage medium, and the processor 501 may execute the program instructions to implement the vehicle air conditioning pre-start method of any embodiment of this application described above and / or other desired functions. Various contents such as initial external parameters and thresholds may also be stored in the computer-readable storage medium.

[0090] In one example, the electronic device 500 may further include an input device 503 and an output device 504, these components being interconnected via a bus system and / or other forms of connection mechanisms (not shown). The input device 503 may include, for example, a keyboard, a mouse, etc. The output device 504 may output various information to the outside, including warning messages, braking force, etc. The output device 504 may include, for example, a display, a speaker, a printer, and a communication network and its connected remote output devices, etc.

[0091] Of course, for the sake of simplicity, Figure 3 Only some of the components of the electronic device 500 relevant to this application are shown in this illustration; components such as buses, input / output interfaces, etc., are omitted. In addition, the electronic device 500 may include any other suitable components depending on the specific application.

[0092] In addition to the methods and devices described above, embodiments of this application may also be computer program products, which include computer program instructions that, when executed by a processor, cause the processor to perform the steps of the vehicle air conditioning pre-start method provided in any embodiment of this application.

[0093] The computer program product can be written in any combination of one or more programming languages ​​to perform the operations of the embodiments of this application. The programming languages ​​include object-oriented programming languages ​​such as Java and C++, as well as conventional procedural programming languages ​​such as C or similar languages. The program code can be executed entirely on the user's computing device, partially on the user's computing device, as a standalone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0094] Furthermore, embodiments of this application may also be computer-readable storage media storing computer program instructions thereon, which, when executed by a processor, cause the processor to perform the steps of the vehicle air conditioning pre-start method provided in any embodiment of this application.

[0095] The computer-readable storage medium may be any combination of one or more readable media. A readable medium may be a readable signal medium or a readable storage medium. A readable storage medium may be, for example, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of readable storage media (a non-exhaustive list) include: an electrical connection having one or more wires, a portable disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof.

[0096] It should be noted that the terminology used in this application is for the purpose of describing specific embodiments only and is not intended to limit the scope of this application. As shown in the specification and claims of this application, unless the context clearly indicates otherwise, words such as "a," "an," "an," and / or "the" do not specifically refer to the singular and may also include the plural. The terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, or apparatus. Without further limitations, an element defined by the phrase "comprising an..." does not exclude the presence of other identical elements in the process, method, or apparatus that includes said element.

[0097] It should also be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," "linked," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0098] This document uses specific examples to illustrate the principles and implementation methods of this application. The descriptions of the above embodiments are only for the purpose of helping to understand the methods and core ideas of this application. The above descriptions are only preferred embodiments of this application. It should be noted that due to the limitations of written expression, while there are objectively infinite specific structures, those skilled in the art can make several improvements, modifications, or changes without departing from the principles of this invention, and can also combine the above technical features in an appropriate manner. These improvements, modifications, changes, or combinations, or the direct application of the inventive concept and technical solution to other situations without modification, should all be considered within the scope of protection of this application.

Claims

1. A method for pre-starting a vehicle air conditioner, characterized in that, include: The estimated time of arrival of the user at the vehicle is determined based on the user's real-time movement information; Determine the time required for the vehicle interior temperature to reach the set target temperature; A reference time point is determined based on the estimated time point and the duration. The start-up time is determined based on the reference time point, combined with environmental information or the battery's state of charge. The vehicle's air conditioning is pre-started based on the stated start time.

2. The vehicle air conditioning pre-start method according to claim 1, characterized in that, The user's real-time motion information includes the planned path from the user's location to the vehicle's location, the coordinates of each trajectory point on the planned path, and the altitude data of each trajectory point; Determining the estimated arrival time of the user at the vehicle based on the user's real-time movement information includes: The terrain complexity of the planned path is determined based on the coordinates of each trajectory point on the planned path and the elevation data of each trajectory point. A reference movement speed is determined based on the terrain complexity of the planned path, the user's current average movement speed, and the user's historical average movement speed. The estimated time for the user to arrive at the vehicle is determined based on the length of the planned path and the reference speed.

3. The vehicle air conditioning pre-start method according to claim 2, characterized in that, Determining the terrain complexity of the planned path based on the coordinates of each trajectory point and the elevation data of each trajectory point includes: Determine the planar distance between two adjacent trajectory points based on the coordinates of each trajectory point on the planned path; The terrain complexity of the planned path is determined based on the elevation change between two adjacent trajectory points and the planar distance between them.

4. The vehicle air conditioning pre-start method according to claim 2, characterized in that, The step of determining a reference movement speed based on the terrain complexity of the planned path, the user's current average movement speed, and the user's historical average movement speed includes: An influencing factor is determined based on the terrain complexity of the planned path and the average movement speed of the user's history, wherein the terrain complexity of the planned path is negatively correlated with the influencing factor, and the average movement speed of the user's history is positively correlated with the influencing factor. The reference movement speed is obtained by weighted summation of the influencing factors and the user's current average movement speed.

5. The vehicle air conditioning pre-start method according to claim 1, characterized in that, The step of determining the reference time point based on the estimated time point and the duration includes: The time point that is the duration preceding the estimated time point is determined as the reference time point.

6. The vehicle air conditioning pre-start method according to claim 1, characterized in that, The step of determining the start-up time point based on the reference time point, combined with environmental information or the battery's state of charge, includes: If the reference time point meets the constraint condition, then the reference time point is determined as the start time point; the constraint condition is: at the start time point, the state of charge of the battery is greater than the target value, and the target value is determined based on the set first threshold and the power consumed by the air conditioner during the running time. If the reference time point does not meet the constraint condition, calculate the difference between the battery's state of charge and the second threshold at the start time point, and correct the reference time point based on the difference to obtain the start time point, which is later than the reference time point.

7. The vehicle air conditioning pre-start method according to claim 6, characterized in that, Also includes: If the reference time point does not meet the constraint conditions, the target power is determined based on the battery's state of charge at the start time point, and the operating power of the air conditioner is adjusted according to the target power.

8. The vehicle air conditioning pre-start method according to claim 1, characterized in that, The environmental information includes rainfall. Determining the start-up time point based on the reference time point, combined with the environmental information or the battery's state of charge, includes: If the detected rainfall exceeds the rainfall threshold, the reference time point is corrected based on the rainfall to obtain the start time point, which is later than the reference time point.

9. An electronic device, characterized in that, The electronic device includes: Processor and memory; The processor executes the steps of the vehicle air conditioning pre-start method as described in any one of claims 1 to 8 by calling the program or instructions stored in the memory.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a program or instructions that cause a computer to perform the steps of the vehicle air conditioning pre-start method as described in any one of claims 1 to 8.

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