Vehicle cabin air pressure adjusting method and device, vehicle and medium
By dynamically calculating the trigger threshold to control the solenoid valve to regulate the cabin air pressure, the problems of response delay and low control accuracy in traditional methods are solved, achieving fast and accurate air pressure balance and improving driving comfort and health.
Patent Information
- Application Number
- CN202610025648.7
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2026-01-08
- Publication Date
- 2026-02-10
Smart Images
Figure CN121492592A_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of vehicle technology, specifically to a method, device, vehicle, and medium for balancing air pressure in a vehicle cabin. Background Technology
[0002] During long-distance highway driving, a significant pressure difference occurs between the inside and outside of the vehicle. Traditional solutions regulate cabin pressure by controlling the opening and closing of the air conditioning vents. However, this traditional method suffers from long response delays and low control precision. Summary of the Invention
[0003] In view of the above problems, this application provides a method, device, vehicle and medium for regulating vehicle cabin air pressure, which solves the problems of long response delay and low control accuracy in regulating cabin air pressure through air conditioning system in related technologies.
[0004] According to one aspect of the embodiments of this application, a method for regulating the air pressure in a vehicle cabin is provided, the method comprising: Acquire the pressure difference between the vehicle's cabin pressure and the external ambient pressure, as well as driving status parameters; Calculate the trigger threshold based on the driving status parameters; The opening and closing state of the solenoid valve installed on the vehicle cabin is controlled according to the air pressure difference and the trigger threshold; when the solenoid valve is open, it connects the vehicle cabin with the external environment and regulates the air pressure in the cabin.
[0005] According to another aspect of the embodiments of this application, an air communication device is provided, the device including a solenoid valve, the solenoid valve being controlled according to some or all of the steps in the above method to adjust the air pressure in the vehicle cabin.
[0006] According to another aspect of the embodiments of this application, a vehicle is provided, including: the above-mentioned air communication device, and further including: a processor, a memory, a communication interface and a communication bus, wherein the processor is communicatively connected to the air communication device, and the processor, the memory and the communication interface communicate with each other through the communication bus; the memory is used to store at least one executable instruction, the executable instruction causing the processor to perform some or all of the steps in the above method.
[0007] According to another aspect of the embodiments of this application, a computer-readable storage medium is provided, which stores a computer program that, when executed by a processor, implements some or all of the steps in the above-described method.
[0008] This application embodiment dynamically calculates the trigger threshold based on vehicle driving state parameters, overcoming the limitations of traditional technologies that rely on a single fixed threshold. Using driving state parameters as the basis for trigger threshold calculation allows the threshold to dynamically adapt to different vehicle driving conditions, avoiding the problem of over- or under-adjustment of fixed thresholds in complex scenarios. Calculating the trigger threshold based on driving state parameters achieves precise adaptation. Furthermore, by accurately comparing the pressure difference between the vehicle cabin and the external environment with the dynamic trigger threshold, the solenoid valve is controlled, ensuring that the pressure adjustment meets actual needs and significantly improving adjustment accuracy. The method in this application embodiment calculates the trigger threshold based on driving state parameters, and then controls the opening and closing state of the solenoid valve installed in the vehicle cabin according to the pressure difference and the trigger threshold, adjusting the vehicle cabin pressure and significantly improving response speed. Attached Figure Description
[0009] The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 A schematic flowchart of the vehicle cabin air pressure regulation method provided in this application is shown; Figure 2 A schematic diagram of the active pressure balancing system provided in this application is shown; Figure 3 A structural schematic diagram of an embodiment of the vehicle provided in this application is shown. Detailed Implementation
[0010] Exemplary embodiments of the present application will now be described in more detail with reference to the accompanying drawings. Although exemplary embodiments of the present application are shown in the drawings, it should be understood that the present application may be implemented in various forms and should not be limited to the embodiments set forth herein.
[0011] During long-distance highway driving, a significant pressure difference occurs between the inside and outside of a vehicle. The main causes include: drastic changes in airflow speed along the vehicle's sides when overtaking at high speeds, pressure changes at the entrance and exit of tunnels, and the influence of strong crosswinds. Because modern vehicles are well-sealed, this pressure difference cannot be quickly eliminated, leading to an imbalance of pressure inside and outside the eardrum for occupants (especially infants and those with sensitive Eustachian tubes). This can cause discomfort such as ear fullness, tinnitus, temporary hearing loss, and even pain, seriously affecting driving comfort and health.
[0012] In related technologies, there are some solutions that attempt to solve this problem, but they all have obvious limitations: The passive mechanical valve solution employs a purely mechanical structure similar to a pressure cooker's pressure relief valve, opening only when the pressure difference reaches a relatively high fixed value. Its response is sluggish, unable to react to slight pressure changes, and it cannot filter the air entering the vehicle, potentially introducing dust and noise.
[0013] This solution relies on an air conditioning system to regulate cabin pressure by controlling the opening and closing of air conditioning vents. However, this system suffers from long response delays, low control precision, and limited adjustment capabilities at medium to high speeds, resulting in insignificant effects.
[0014] While simple electronic control schemes employ electronic pressure sensors and solenoid valves, they typically only set a single, fixed trigger threshold, failing to adapt to the pressure balance requirements of vehicles under varying operating conditions such as different speeds and altitudes, resulting in low levels of intelligence. Furthermore, the actuators are mostly discrete components, lacking integrated noise reduction and filtration functions, leading to noise and cleanliness issues.
[0015] Therefore, there is an urgent need in this field for a highly integrated active pressure balancing solution that is responsive, intelligently adaptive, quiet, and clean.
[0016] This application provides an embodiment of a vehicle cabin air pressure regulation method to solve the above-mentioned problems. It should be noted that the flowcharts shown in the accompanying drawings can be executed in a computer system, such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowcharts, in some cases, the shown or described instructions may be executed in a different order than that presented here.
[0017] Figure 1 A schematic flowchart of the vehicle cabin air pressure regulation method provided in this application is shown, such as... Figure 1 The vehicle cabin air pressure regulation method shown includes: Step 110: Obtain the pressure difference between the vehicle's cabin pressure and the external ambient pressure, as well as driving status parameters.
[0018] In this embodiment of the application, a differential pressure sensor is installed on the vehicle. The differential pressure sensor can directly monitor the air pressure values inside the vehicle cabin and the external environment in real time, and obtain the air pressure difference by calculating the difference between the cabin air pressure and the external environment air pressure.
[0019] In this embodiment, the acquired vehicle driving status parameters can be the vehicle speed and the altitude of the vehicle's current location. Altitude determines the environmental reference pressure, while vehicle speed reflects the degree of pressure change. Both serve as the basis for calculating the trigger threshold, allowing the threshold to dynamically adapt to different operating conditions such as plateau / plain and high / low speed, avoiding the problem of over- or under-adjustment of a fixed threshold in complex scenarios. The vehicle is equipped with a speed interface that establishes a communication connection with the vehicle's Controller Area Network (CAN) bus, enabling rapid reading of real-time vehicle speed signals during driving, thus reflecting the degree of pressure change inside and outside the vehicle. The vehicle is equipped with an altitude sensor (or a GPS altitude conversion module). The altitude sensor can directly collect the current altitude. If a GPS altitude conversion module is used, the current altitude is indirectly obtained by receiving the vehicle's GPS signal and processing the signal using a preset algorithm. As an example, the preset algorithm can be a geoid difference fitting algorithm. The aforementioned differential pressure sensor, vehicle speed interface, and altitude sensor (or GPS altitude conversion module) enable real-time, continuous data acquisition and synchronous transmission.
[0020] Step 120: Calculate the trigger threshold based on the driving status parameters.
[0021] In this embodiment, the trigger threshold is calculated in real time based on driving state parameters, resulting in higher accuracy. Dynamically calculating the trigger threshold based on driving state parameters achieves adaptive matching between the threshold and vehicle driving conditions and ambient air pressure reference, solving the problem of lag or over-triggering when the fixed threshold is applied in high-speed (drastic changes in air pressure difference between inside and outside the vehicle) and high-altitude (low ambient air pressure) scenarios.
[0022] Step 130: Control the opening and closing state of the solenoid valves installed on the vehicle cabin according to the air pressure difference and trigger threshold.
[0023] In this embodiment, when the solenoid valve is open, it connects the vehicle's cabin with the external environment, regulating the cabin air pressure. The solenoid valve's open / closed state includes an open state and a closed state. When the solenoid valve is open, it connects the vehicle's cabin with the external environment; when the solenoid valve is closed, the vehicle's cabin and the external environment are not connected. The solenoid valve is a bidirectional solenoid valve, and its open / closed state can be controlled based on the air pressure difference and a trigger threshold to determine whether the solenoid valve is open.
[0024] By connecting the cabin to the external environment through an electromagnetic valve and implementing active regulation, compared to a passive depressurization structure, it can achieve bidirectional airflow control (exhaust / intake). It can quickly expel high-pressure gas inside the vehicle and draw in outside air when the pressure inside the vehicle is low, completely eliminating the drawback of traditional solutions that can only exhaust in one direction and greatly improving the ear comfort of passengers.
[0025] In this embodiment, when the solenoid valve is open, the pressure difference allows for either exhaust or intake. When the solenoid valve is open, if the cabin air pressure is greater than the external ambient air pressure (i.e., the pressure difference is greater than 0), the high-pressure gas in the cabin is exhausted to the external environment through the solenoid valve, achieving cabin exhaust, until the cabin air pressure and the external ambient air pressure reach equilibrium. If the cabin air pressure is less than the external ambient air pressure (i.e., the pressure difference is less than 0), air from the external environment enters the cabin through the solenoid valve, achieving cabin intake, until the cabin air pressure and the external ambient air pressure reach equilibrium (pressure difference equals 0). When the cabin air pressure equals the external ambient air pressure, the solenoid valve is completely closed.
[0026] This application embodiment dynamically calculates the trigger threshold based on vehicle driving state parameters, overcoming the limitations of traditional technologies that rely on a single fixed threshold. Using driving state parameters as the basis for trigger threshold calculation allows the threshold to dynamically adapt to different vehicle driving conditions, avoiding the problem of over- or under-adjustment of fixed thresholds in complex scenarios. Calculating the trigger threshold based on driving state parameters achieves precise adaptation. Furthermore, by accurately comparing the pressure difference between the vehicle cabin and the external environment with the dynamic trigger threshold, the solenoid valve is controlled, ensuring that the pressure adjustment meets actual needs and significantly improving adjustment accuracy. The method in this application embodiment calculates the trigger threshold based on driving state parameters, and then controls the opening and closing state of the solenoid valve installed in the vehicle cabin according to the pressure difference and the trigger threshold, adjusting the vehicle cabin pressure and significantly improving response speed.
[0027] In an optional implementation, when the driving state parameters include the vehicle speed and the altitude of the vehicle's current location, step 120 calculates the trigger threshold based on the driving state parameters, including: Step 1201: Determine the altitude difference based on the altitude and the initial altitude of the vehicle's location when it last reached barometric pressure equilibrium.
[0028] In this embodiment, considering that the data collected by the altitude sensor is more stable and reliable when the air pressure is balanced, which can effectively avoid the error caused by data fluctuation when the air pressure is not balanced, and that the altitude when the air pressure was balanced most recently is closer to the environmental conditions of the current vehicle location, which can further improve the accuracy of subsequent altitude difference and trigger threshold calculation, the altitude when the air pressure was balanced most recently is selected as the initial altitude.
[0029] As an example, when the cabin air pressure and the external ambient air pressure reach equilibrium, the vehicle automatically records the altitude collected by the altitude sensor at this time as the initial altitude of the vehicle's location when it most recently reached air pressure equilibrium. When air pressure equilibrium is reached again, the original initial altitude is overwritten. As another example, when the cabin air pressure and the external ambient air pressure reach equilibrium, the vehicle automatically records the altitude collected by the altitude sensor at this time and binds a corresponding timestamp to this initial altitude. It can store the initial altitude and corresponding timestamp at least once at air pressure equilibrium. When air pressure equilibrium is reached again, the stored latest initial altitude and corresponding timestamp will be automatically updated to ensure the accuracy of subsequent altitude difference calculations. Based on the time interval between the timestamps recorded for each air pressure equilibrium and the current time, the data with the smallest time interval can be selected from multiple stored sets of initial altitude and corresponding timestamp data, and its corresponding initial altitude can be determined as the initial altitude of the vehicle's location when it most recently reached air pressure equilibrium.
[0030] Step 1202: Obtain the preset baseline threshold, as well as the first coefficient corresponding to the vehicle speed and the second coefficient corresponding to the altitude difference.
[0031] In this embodiment, the altitude difference reflects the change in altitude of the vehicle from its location when it last reached pressure equilibrium to its current location. This provides a crucial basis for compensatory adjustments to the dynamic trigger threshold, ensuring that the system accurately adapts to changes in environmental reference pressure even in scenarios involving altitude changes, such as traveling from plains to mountains or climbing from low-altitude to high-altitude roads, thus avoiding adjustment deviations caused by fixed thresholds. The preset reference threshold, as well as the first coefficient corresponding to vehicle speed and the second coefficient corresponding to altitude difference, can be set and modified according to actual needs.
[0032] Step 1203: Calculate the trigger threshold based on the preset baseline threshold, the first coefficient, the second coefficient, the vehicle speed, and the altitude difference.
[0033] In this embodiment, the trigger threshold is calculated using the function ΔP_threshold=f(V, H). This function can be experimentally calibrated to determine its specific implementation, for example, a linear formula ΔP_threshold=BaseValue+a*V+b*|H-H0|, where ΔP_threshold represents the trigger threshold, BaseValue represents the preset baseline threshold, a represents the first coefficient, b represents the second coefficient, V represents the vehicle speed, H represents the altitude of the vehicle's current location, and H0 represents the initial altitude of the vehicle's location when it last reached pressure equilibrium. The specific form of the trigger threshold function f(V, H) is not limited to a linear formula; it can also be a piecewise linear function or an implementation based on a two-dimensional lookup table, which will not be described in detail here.
[0034] In one optional implementation, step 130 controls the opening and closing state of the solenoid valve installed on the vehicle compartment based on the air pressure difference and a trigger threshold, including: Step 1301: When the absolute value of the air pressure difference is less than or equal to the trigger threshold, control the solenoid valve to close.
[0035] In this embodiment, the absolute value of the air pressure difference can be determined, and the determination of whether to open the solenoid valve and whether to adjust the air pressure in the vehicle cabin can be made by comparing the absolute value of the air pressure difference with the trigger threshold.
[0036] In this embodiment, the solenoid valve is normally closed. When the absolute value of the air pressure difference is less than or equal to the trigger threshold, the solenoid valve remains closed. By not opening the solenoid valve, unnecessary frequent operation is avoided, mechanical wear on the solenoid valve is reduced, component lifespan is extended, and unnecessary airflow noise is also reduced.
[0037] Step 1302: When the absolute value of the air pressure difference is greater than the trigger threshold, control the solenoid valve to open.
[0038] In this embodiment, when the absolute value of the pressure difference exceeds a trigger threshold, an opening control command for the solenoid valve is generated. This command controls the solenoid valve to open. This ensures that adjustment is initiated only when the pressure difference exceeds the range to which the human body can comfortably tolerate, achieving precise control that adjusts only when necessary.
[0039] In an optional implementation, step 1302, which controls the solenoid valve to open when the absolute value of the pressure difference is greater than a trigger threshold, includes: The opening control strategy of the solenoid valve is determined based on the air pressure difference.
[0040] The opening degree of the solenoid valve is controlled according to the opening degree control strategy.
[0041] In this embodiment, the traditional coarse control mode of fully opening / closing the solenoid valve is abandoned. Different opening degrees are matched according to the size of the air pressure difference, avoiding sudden changes in cabin air pressure caused by sudden airflow interruption. This solves the discomfort problems such as ear fullness and tinnitus caused by rapid changes in air pressure from the root.
[0042] In this embodiment, as an example, when the solenoid valve is opened, precise closed-loop control can be achieved through pulse width modulation (PWM). The opening control strategy of the solenoid valve can include opening level (corresponding to the PWM duty cycle range), opening adjustment rate, and opening upper limit threshold. The opening control strategy of the solenoid valve corresponding to different air pressure differences can be preset. For example, when the absolute value of the air pressure difference is greater than or equal to 0.9 kPa, the opening level corresponds to a PWM duty cycle range of 75%-85%, the opening adjustment rate when opening is 18% / 10ms (increasing the duty cycle by 18% every 10 milliseconds), the opening adjustment rate when closing is 12% / 10ms (decreasing the duty cycle by 12% every 10 milliseconds), and the opening upper limit threshold is set to 90%. This rapidly expands the opening to accelerate air pressure balance, and smoothly reduces the speed when closing to avoid sudden airflow stoppage. When the absolute value of the air pressure difference is less than 0.9 kPa and greater than or equal to 0.3 kPa, the opening level corresponds to a PWM duty cycle range of 45%-65%. The opening adjustment rate is 10% / 10ms when opening and 8% / 10ms when closing. The upper limit threshold of the opening is set to 75%, so as to achieve smooth airflow conduction and smooth closure.
[0043] When the absolute value of the air pressure difference is less than or equal to 0.3 kPa, the opening level corresponds to a PWM duty cycle range of 15%-35%. The opening adjustment rate is 5% / 10ms when opening and 4% / 10ms when closing. The upper limit threshold of the opening is set to 40%. The balance is approached through micro-flow adjustment. When closing, the level is slowly reduced to prevent air pressure rebound.
[0044] As an example, if the absolute value of the air pressure difference is continuously monitored by the air pressure differential sensor and drops to below a preset percentage of the trigger threshold, such as 80% or below, it is determined that it is no longer necessary to maintain the current opening degree, and the solenoid valve closing process is initiated.
[0045] In one optional embodiment, the vehicle cabin air pressure regulation method further includes: During the process of adjusting the cabin air pressure, the rate of change of cabin air pressure is obtained.
[0046] The opening control strategy is adjusted according to the rate of change of cabin air pressure.
[0047] The embodiments of this application effectively avoid the problems of over-adjustment or under-adjustment, ensuring that the cabin air pressure always approaches equilibrium at a rate that is comfortable for the human body, further improving the smoothness of the driving experience.
[0048] In this embodiment, the decision to adjust the opening control strategy can be determined based on the rate of change of cabin air pressure. When the rate of change of cabin air pressure is within a preset reasonable range (e.g., the rate of change is greater than or equal to 0.005 kPa / ms and less than or equal to 0.02 kPa / ms), and the pressure difference continues to change in a direction that approaches the equilibrium of air pressure inside and outside the vehicle, it indicates that the current opening control strategy has a high degree of matching with the operating conditions, and it is determined that the opening control strategy should not be adjusted.
[0049] When the rate of change of cabin air pressure is lower than the preset lower limit (e.g., less than 0.005 kPa / ms), and the pressure difference is still greater than 80% of the trigger threshold, it indicates that the current opening is insufficient and the air pressure balancing efficiency is too low, and it is determined that the opening control strategy needs to be adjusted. When the rate of change of cabin air pressure is higher than the preset upper limit (e.g., greater than 0.03 kPa / ms), it indicates that the opening is too large, and the rapid change of air pressure may cause discomfort, and it is also determined that the opening control strategy needs to be adjusted.
[0050] When determining the opening control strategy, the opening adjustment parameters (such as PWM duty cycle adjustment amount and opening adjustment rate correction value) corresponding to different pre-set rates of change in cabin air pressure can be obtained: If the rate of change of air pressure is lower than the preset lower limit, the PWM duty cycle is increased according to the preset rules, such as by 10%-15%, and the opening adjustment rate when it is turned on is increased (such as by 3%-5% / 10ms on the basis of the original rate) to speed up the airflow conduction efficiency.
[0051] If the rate of change of air pressure exceeds the preset upper limit, the PWM duty cycle is reduced according to the preset rules (e.g., reduced by 10%-20%), and the opening adjustment rate when it is turned on is reduced (e.g., reduced by 2%-4% / 10ms based on the original rate) to slow down the rhythm of air pressure change.
[0052] After adjustment, continuously monitor the rate of change and pressure difference in the cabin air pressure. If the rate of change in cabin air pressure is within a preset reasonable range, maintain the adjusted opening control strategy. If it is still not within the preset reasonable range, repeat the above adjustment process until stable and efficient air pressure balance is achieved.
[0053] As another example, when determining whether the solenoid valve needs to be opened based on the air pressure difference and the trigger threshold, the difference between the air pressure difference and the trigger threshold, the real-time rate of change of the air pressure difference, etc., can be obtained. The opening angle of the solenoid valve can be adjusted according to the difference between the air pressure difference and the trigger threshold and the real-time rate of change of the air pressure difference. As an example, the specific way to adjust the opening angle of the solenoid valve according to the difference between the air pressure difference and the trigger threshold and / or the real-time rate of change of the air pressure difference can be: preset multiple sets of corresponding mapping relationships between PWM duty cycles and opening angles. The larger the duty cycle, the larger the opening angle. Based on the difference between the air pressure difference and the trigger threshold and the real-time rate of change of the air pressure difference, the optimal duty cycle is matched: when the difference between the air pressure difference and the trigger threshold is >0.2kPa and the real-time rate of change of the air pressure difference is >0.02kPa / ms, a high duty cycle of 60%-80% is matched to control the opening angle of the solenoid valve to reach 60°-80°, quickly guiding the airflow to shorten the balancing time. When the difference between the pressure difference and the trigger threshold is less than or equal to 0.2 kPa (0.05 kPa < 0.2 kPa), a medium duty cycle of 30%-50% is used, corresponding to an opening angle of 30°-50°, to achieve smooth airflow regulation. When the difference between the pressure difference and the trigger threshold is less than or equal to 0.05 kPa, a low duty cycle of 10%-20% is used, with an opening angle of only 10°-20°, to avoid sudden pressure changes through micro-flow conduction. Simultaneously, parameter feedback is collected every 10 ms. If the real-time rate of change of the pressure difference shows abnormal fluctuations (e.g., a sudden increase exceeding 0.04 kPa / ms), the duty cycle is reduced by 10%-15% in real time, and the opening angle is simultaneously reduced, forming a closed-loop correction to ensure that the opening angle is precisely matched to the operating conditions.
[0054] In one optional implementation, after calculating the trigger threshold based on driving state parameters, the vehicle cabin air pressure regulation method further includes: It obtains the vehicle's window opening / closing status, air conditioning operating mode, and number of occupants in the cabin.
[0055] The trigger threshold is adjusted based on the window opening / closing status, air conditioning operating mode, and number of occupants in the cabin to obtain the adjusted trigger threshold.
[0056] The vehicle's cabin air pressure is adjusted based on the air pressure difference and the adjusted trigger threshold.
[0057] In this embodiment, the vehicle body control module can receive the position signal of the window regulator to accurately determine the real-time opening and closing status of the front and rear windows. The window opening and closing status can be completely closed, partially open, or fully open. The vehicle's air conditioning control unit reads the operating parameters of the air conditioning system to determine the current air conditioning operating mode. Air conditioning operating modes include recirculation, external circulation, ventilation mode, and off status. Infrared sensor arrays or seat pressure sensors installed in the cabin are used to detect the occupancy of each seat in real time, calculating the number of occupants in the cabin. This is also compatible with data from the vehicle's built-in occupant detection system, ensuring the accuracy and real-time nature of the collected results and providing data support for fine-tuning trigger thresholds.
[0058] In this embodiment, the collected window opening / closing status, air conditioning operation mode, and number of occupants in the cabin are first quantified and assigned values. For example, a window fully closed is assigned a value of 1, a partially open value of 0.5, and a fully open value of 0. The air conditioning recirculation value is assigned a value of 1, external circulation value of 0.6, ventilation mode value of 0.3, and closed value of 0. The number of occupants in the cabin is assigned values of 1, 1.2, and 1.4 for 1 person, 2-3 people, and 4 or more people, respectively. Then, a comprehensive correction coefficient is calculated based on preset weights (e.g., window opening / closing status weight 0.4, air conditioning operation mode weight 0.3, and number of occupants weight 0.3). If the window is open or the air conditioning is in external circulation / ventilation mode, it indicates that there is natural airflow exchange between the cabin and the outside, and the air pressure difference is likely to ease on its own. In this case, the initial trigger threshold needs to be increased by 10%-30% (to reduce system sensitivity). If there are many occupants, human breathing will exacerbate cabin pressure fluctuations, and different people have varying tolerances to pressure discomfort. Therefore, the initial trigger threshold needs to be lowered by 5%-15% (to improve system sensitivity). Finally, the optimal trigger threshold for the current scenario is obtained by calculating the adjusted trigger threshold as follows: Initial trigger threshold × Comprehensive correction coefficient, where Comprehensive correction coefficient = (Quantitative value of window opening / closing status × Window weight) + (Quantitative value of air conditioning operation mode × Air conditioning weight) + (Quantitative value of number of occupants × Occupant weight). This achieves dynamic and refined calibration of the trigger threshold.
[0059] In this embodiment, the real-time collected air pressure difference is continuously compared with the adjusted trigger threshold. When the absolute value of the air pressure difference is less than or equal to the adjusted trigger threshold, the vehicle's cabin air pressure is not adjusted, and the solenoid valve is not activated. When the absolute value of the air pressure difference is greater than the adjusted trigger threshold, the vehicle's cabin air pressure is adjusted, the solenoid valve is activated, and air in the cabin is either expelled or drawn into the vehicle's cabin.
[0060] This application also provides an air communication device, which includes a solenoid valve for controlling and regulating the air pressure in the vehicle's cabin according to the relevant steps in the above-described vehicle cabin air pressure regulation method embodiments.
[0061] In one alternative embodiment, the air communication device further includes: a ventilation duct, a grille, an air filter, a solenoid valve, and a silencer.
[0062] The ventilation duct has a first port and a second port. The first port is connected to the external environment of the vehicle, and the second port is connected to the vehicle's cabin.
[0063] Along the direction of air flow from the first port to the second port, a grille, an air filter, a solenoid valve, and a silencer are arranged in sequence.
[0064] The grating is used to filter impurities from the external environment and prevent them from entering the vehicle cabin. The grating is waterproof and insect-proof.
[0065] An air filter is used to filter the air flowing through ventilation ducts.
[0066] A silencer is used to reduce noise generated when air flows through ventilation ducts.
[0067] The air communication device may also include: a housing, a mounting bracket, and an air filter, solenoid valve, and muffler integrated within the housing. By fixing it to the vehicle body using the mounting bracket, miniaturization and ease of installation and maintenance are achieved. For example, the mounting bracket and the air duct are rigidly fixed using standardized connection methods such as bolts and clips, and then the other end of the bracket is securely assembled to a pre-set mounting point on the vehicle body (such as a crossbeam at the bottom of the cabin or the side wall of the engine compartment).
[0068] As an example, when ambient air is drawn into the vehicle's cabin, the airflow path is: ambient air, grille, air filter, solenoid valve, muffler, and vehicle cabin.
[0069] As an example, when exhausting air from the vehicle cabin, the airflow path is: vehicle cabin, muffler, solenoid valve, air filter, grille, and external environment. High-pressure air passes through the muffler and air filter, and then is slowly exhausted or drawn in through the ventilation duct, thus smoothly, quietly, and cleanly eliminating pressure differences. This ensures that the air entering the cabin is clean and free of impurities, and that no pollutants leak out of the exhaust air, while simultaneously eliminating airflow noise. The muffler can employ different structures, such as porous diffuser or resonant cavity mufflers, as long as they achieve the goal of reducing airflow noise. The air filter can be designed as a replaceable filter type or a disposable integrated structure.
[0070] This application utilizes a dynamic trigger threshold determination method based on the fusion of vehicle speed and altitude information, differing from the fixed thresholds of related technologies. It adaptively adjusts sensitivity according to operating conditions, achieving a leap from passive response to active prediction, resulting in a more seamless and comfortable user experience. By explicitly including altitude as one of the core input parameters, this application possesses adaptive capabilities for normal operation in low-pressure environments such as plateaus and mountainous areas, expanding its applicable geographical boundaries. The air filter, solenoid valve, and muffler are integrated within the housing, fundamentally solving the problems of high noise, unreliable air cleanliness, and inconvenient installation inherent in traditional distributed designs.
[0071] like Figure 2 As shown, the active air pressure balancing system of this application includes a multi-parameter sensing module, an intelligent control module, and an air communication device. The multi-parameter sensing module includes a differential pressure sensor, a vehicle speed interface for acquiring vehicle speed signals from the vehicle's CAN bus, and an altitude sensor, which respectively collect the air pressure difference between the vehicle's cabin pressure and the external ambient air pressure, the vehicle speed, and the altitude of the vehicle's current location. The intelligent control module can be located in the vehicle's processor and is used to execute the relevant steps in the above-described vehicle cabin air pressure adjustment method embodiments. The air communication device is used to adjust the vehicle cabin air pressure according to the control commands issued by the intelligent control module. The control commands based on the technical solution of this application may include opening control commands, closing control commands, and opening degree adjustment control commands, etc.
[0072] This application also provides a vehicle that includes the aforementioned air communication device.
[0073] Figure 3 The diagram shows a structural schematic of an embodiment of the vehicle provided in this application. The specific embodiments of this application do not limit the specific implementation of the vehicle.
[0074] like Figure 3 As shown, the vehicle may also include: a processor 402, a communications interface 404, a memory 406, and a communications bus 408.
[0075] The processor 402, communication interface 404, and memory 406 communicate with each other via communication bus 408. The processor 402 is communicatively connected to the air communication device, and the communication interface 404 is used to communicate with other network elements such as clients or other servers. The processor 402 executes program 410, specifically performing the relevant steps in the above-described vehicle cabin air pressure regulation method embodiment.
[0076] Specifically, program 410 may include program code, which includes computer-executable instructions.
[0077] Processor 402 may be a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of this application. The vehicle may include one or more processors of the same type, such as one or more CPUs, or processors of different types, such as one or more CPUs and one or more ASICs.
[0078] Memory 406 is used to store program 410. Memory 406 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.
[0079] This application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the vehicle cabin air pressure regulation method in any of the above method embodiments.
[0080] The algorithms or displays provided herein are not inherently related to any particular computer, virtual system, or other device. Furthermore, the embodiments in this application are not directed to any particular programming language.
[0081] Numerous specific details are set forth in the specification provided herein. However, it will be understood that embodiments of this application may be practiced without these specific details. Similarly, for the purpose of simplification and aiding understanding of one or more aspects of the invention, in the above description of exemplary embodiments of this application, various features of the embodiments are sometimes grouped together in a single embodiment, figure, or description thereof. The claims, which follow the detailed description, are hereby expressly incorporated into that detailed description, wherein each claim itself constitutes a separate embodiment of this application.
[0082] Those skilled in the art will understand that the modules in the device of the embodiment can be adaptively changed and placed in one or more devices different from that embodiment. Modules, units, or components in the embodiment can be combined into a single module, unit, or component, and further, they can be divided into multiple sub-modules, sub-units, or sub-components, except that at least some of such features and / or processes or units are mutually exclusive.
[0083] It should be noted that the above embodiments are illustrative of this application and not restrictive, and those skilled in the art can devise alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses should not be construed as limiting the claims. The word "comprising" does not exclude the presence of elements or steps not listed in the claims. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. This application can be implemented by means of hardware comprising several different elements and by means of a suitably programmed computer. In the unit claims enumerating several means, several of these means may be embodied by the same item of hardware. The use of the words first, second, and third, etc., does not indicate any order. These words can be interpreted as names. The steps in the above embodiments, unless otherwise specified, should not be construed as limiting the order of execution.
Claims
1. A method for regulating air pressure in a vehicle cabin, characterized in that, The method includes: Acquire the pressure difference between the vehicle's cabin pressure and the external ambient pressure, as well as driving status parameters; Calculate the trigger threshold based on the driving status parameters; The opening and closing state of the solenoid valve installed on the vehicle cabin is controlled according to the air pressure difference and the trigger threshold; when the solenoid valve is open, it connects the vehicle cabin with the external environment and regulates the air pressure in the cabin.
2. The method according to claim 1, characterized in that, Controlling the opening and closing state of the solenoid valves installed on the vehicle cabin based on the pressure difference and the trigger threshold includes: When the absolute value of the pressure difference is less than or equal to the trigger threshold, the solenoid valve is controlled to close. When the absolute value of the pressure difference is greater than the trigger threshold, the solenoid valve is controlled to open.
3. The method according to claim 2, characterized in that, The step of controlling the solenoid valve to open when the absolute value of the pressure difference is greater than the trigger threshold includes: The opening control strategy of the solenoid valve is determined based on the pressure difference; The opening degree of the solenoid valve is controlled according to the opening degree control strategy.
4. The method according to claim 3, characterized in that, The method further includes: During the process of adjusting the cabin air pressure, the rate of change of the cabin air pressure is obtained; The opening control strategy is adjusted according to the rate of change of the cabin air pressure.
5. The method according to claim 1, characterized in that, The driving status parameters include the vehicle speed and the altitude of the vehicle's current location. A trigger threshold is calculated based on these driving status parameters, including: The altitude difference is determined based on the altitude and the initial altitude of the vehicle's location when it most recently reached barometric pressure equilibrium. Obtain a preset benchmark threshold, as well as a first coefficient corresponding to the vehicle speed and a second coefficient corresponding to the altitude difference; The trigger threshold is calculated based on the preset benchmark threshold, the first coefficient, the second coefficient, the vehicle speed, and the altitude difference.
6. The method according to claim 1, characterized in that, After calculating the trigger threshold based on the driving state parameters, the method further includes: The vehicle's window opening / closing status, air conditioning operating mode, and number of occupants in the cabin are obtained. The trigger threshold is adjusted based on the window opening / closing status, the air conditioning operating mode, and the number of occupants in the vehicle cabin to obtain the adjusted trigger threshold. The vehicle cabin pressure is adjusted based on the pressure difference and the adjusted trigger threshold.
7. An air communication device, characterized in that, The device includes a solenoid valve, which is used to control and regulate the cabin air pressure of the vehicle according to any one of claims 1 to 6.
8. The air communication device as claimed in claim 7, characterized in that, Also includes: Ventilation ducts, grilles, air filters, and silencers; The ventilation duct is provided with a first port and a second port. The first port is connected to the external environment of the vehicle, and the second port is connected to the vehicle's cabin. Along the direction of air flow from the first port to the second port, the grille, the air filter, the solenoid valve and the silencer are arranged sequentially. The grille is used to filter impurities from the external environment and prevent them from entering the vehicle cabin. The air filter is used to filter the air flowing through the ventilation duct; The silencer is used to reduce the noise generated when air flows through the ventilation duct.
9. A vehicle, characterized in that, The vehicle includes: an air communication device as described in any one of claims 7 or 8.
10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions for causing the computer to perform the vehicle cabin air pressure regulation method as described in any one of claims 1 to 6.