Vehicle anti-external-fogging control method and device, vehicle, medium and product

Abstract

The embodiment of the application provides a vehicle anti-external-fogging control method, device, vehicle, medium and product. The method comprises the following steps: determining whether the glass outer surface of the vehicle has a fogging risk according to a fogging influencing factor and an illumination intensity. If the glass outer surface of the vehicle has a fogging risk, the vehicle is controlled to start a defrosting mode. The air conditioning system of the vehicle is controlled according to the defrosting mode. The fogging influencing factor comprises at least one of a rainfall intensity, an environmental humidity and a glass inner-outer surface temperature difference, and the glass inner-outer surface temperature difference is a temperature difference between a glass inner surface temperature and a glass outer surface temperature. The method is used to improve the driving safety and the control timeliness.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a method, device, vehicle, medium, and product for controlling vehicle external fogging. Background Technology

[0002] In high-humidity environments, such as coastal areas, rainy days, and mountainous regions, if a vehicle is driven at night with the air conditioning system in cooling mode, the outer surface of the windshield is very prone to fogging. This phenomenon can severely impair the driver's visibility, thereby increasing the risk of traffic accidents.

[0003] Currently, once the driver determines that the outer surface of the windshield is fogged up, they can manually trigger the defrosting function. After the defrosting function is activated, the vehicle's air conditioning system will automatically adjust the direction of the air vents to blow directly onto the windshield. At the same time, it will combine the dehumidification function to reduce the moisture content of the air circulating inside and outside the vehicle and increase the temperature of the air vents, thereby quickly dispersing the fog layer on the outer surface of the glass.

[0004] However, existing technologies offer lower driving safety and control timeliness. Summary of the Invention

[0005] This application provides a method, device, vehicle, medium, and product for controlling vehicle external fogging, in order to improve vehicle driving safety and control timeliness.

[0006] In a first aspect, embodiments of this application provide a method for controlling vehicle exterior fogging, including:

[0007] Based on the factors affecting fogging and the light intensity, determine whether there is a risk of fogging on the outer surface of the vehicle's glass; wherein, the factors affecting fogging include at least one of rainfall intensity, ambient humidity, and the temperature difference between the inner and outer surfaces of the vehicle's glass, and the temperature difference between the inner and outer surfaces of the glass is the temperature difference between the outer surface temperature and the inner surface temperature of the glass;

[0008] If there is a risk of fogging on the outer surface of the vehicle's glass, the vehicle will be controlled to activate the defrosting mode.

[0009] The vehicle's air conditioning system is controlled according to the defrosting mode.

[0010] In one possible implementation, when the factors influencing fogging include rainfall intensity, ambient humidity, and the temperature difference between the inner and outer surfaces of the vehicle's glass, determining whether there is a risk of fogging on the outer surface of the vehicle's glass based on the factors influencing fogging and light intensity includes:

[0011] Based on the rainfall intensity, the preset rainfall intensity, and the first preset duration, determine whether the current environment is in an effective rainfall state;

[0012] When it is determined that the current environment is in the state of effective rainfall, the risk of fogging on the outer surface of the vehicle's glass is determined based on the temperature difference between the inner and outer surfaces of the glass and a first preset temperature.

[0013] When it is determined that the current environment is not in an effective rainfall state, the risk of fogging on the outer surface of the vehicle's glass is determined based on the temperature difference between the inner and outer surfaces of the glass, the preset ambient humidity, the second preset temperature, the light intensity, the preset light intensity, and the second preset duration.

[0014] In one possible implementation, determining whether there is a risk of fogging on the outer surface of the vehicle's glass based on the temperature difference between the inner and outer surfaces of the glass, a preset ambient humidity, a second preset temperature, the light intensity, a preset light intensity, and a second preset duration includes:

[0015] Timing begins when the first timing condition is met, and a first duration is obtained; wherein, the first timing condition includes the light intensity being less than the preset light intensity, the temperature difference between the inner and outer surfaces of the glass being greater than the second preset temperature, and the ambient humidity being greater than the preset ambient humidity;

[0016] Stop timing when the first timing condition is not met, and reset the first duration to zero;

[0017] If the first duration is longer than the second preset duration, it is determined that there is a risk of fogging on the outer surface of the vehicle's glass.

[0018] Conversely, it is determined that there is no risk of fogging on the outer surface of the vehicle's glass.

[0019] In one possible implementation, controlling the vehicle to activate the defrost mode if there is a risk of fogging on the outer surface of the vehicle's glass includes:

[0020] If there is a risk of fogging on the outer surface of the vehicle's glass, the vehicle is controlled to activate the defrost mode while maintaining the current air conditioning system's airflow mode.

[0021] In one possible implementation, controlling the vehicle's air conditioning system according to the defrosting mode includes:

[0022] If the current blower air volume of the air conditioning system is less than the target blower air volume corresponding to the defrosting mode, then the blower speed of the air conditioning system is controlled according to the target blower air volume.

[0023] Conversely, the air conditioning system is controlled to maintain the current blower speed.

[0024] In one possible implementation, controlling the vehicle's air conditioning system according to the defrosting mode includes:

[0025] The target heater power of the air conditioning system is calculated based on the current evaporator temperature, the user-set temperature, the target temperature corresponding to the defrosting mode, and the target blower air volume.

[0026] The heater of the air conditioning system is controlled to operate according to the target heater power.

[0027] In one possible implementation, determining whether the current environment is in an effective rainfall state based on the rainfall intensity, a preset rainfall intensity, and a first preset duration includes:

[0028] The timing begins when the rainfall intensity exceeds the preset rainfall intensity, thus obtaining the second duration.

[0029] When the rainfall intensity is less than or equal to the preset rainfall intensity, the timing is stopped and the second duration is reset to zero.

[0030] If the second duration is longer than the first preset duration, then the current environment is determined to be in the effective rainfall state;

[0031] Conversely, it is determined that the current environment is not in the state of effective rainfall.

[0032] In one possible implementation, determining whether there is a risk of fogging on the outer surface of the vehicle's glass based on the temperature difference between the inner and outer surfaces of the glass and a first preset temperature includes:

[0033] If the temperature difference between the inner and outer surfaces of the glass is greater than the first preset temperature, it is determined that there is a risk of fogging on the outer surface of the vehicle's glass.

[0034] Conversely, it is determined that there is no risk of fogging on the outer surface of the vehicle's glass.

[0035] Secondly, embodiments of this application provide a vehicle anti-fogging control device, comprising:

[0036] The determination module is used to determine whether there is a risk of fogging on the outer surface of the vehicle's glass based on fogging influencing factors and light intensity; wherein, the fogging influencing factors include at least one of rainfall intensity, ambient humidity, and the temperature difference between the inner and outer surfaces of the vehicle's glass, and the temperature difference between the inner and outer surfaces of the glass is the temperature difference between the outer surface temperature and the inner surface temperature of the glass.

[0037] The first control module is used to control the vehicle to activate the defrosting mode if there is a risk of fogging on the outer surface of the vehicle's glass.

[0038] The second control module is used to control the vehicle's air conditioning system according to the defrosting mode.

[0039] In one possible implementation, the determining module, when the factors influencing fogging include rainfall intensity, ambient humidity, and the temperature difference between the inner and outer surfaces of the vehicle's glass, is specifically used for:

[0040] Based on the rainfall intensity, the preset rainfall intensity, and the first preset duration, determine whether the current environment is in an effective rainfall state;

[0041] When it is determined that the current environment is in the state of effective rainfall, the risk of fogging on the outer surface of the vehicle's glass is determined based on the temperature difference between the inner and outer surfaces of the glass and a first preset temperature.

[0042] When it is determined that the current environment is not in an effective rainfall state, the risk of fogging on the outer surface of the vehicle's glass is determined based on the temperature difference between the inner and outer surfaces of the glass, the preset ambient humidity, the second preset temperature, the light intensity, the preset light intensity, and the second preset duration.

[0043] In one possible implementation, the determining module is specifically used for:

[0044] Timing begins when the first timing condition is met, and a first duration is obtained; wherein, the first timing condition includes the light intensity being less than the preset light intensity, the temperature difference between the inner and outer surfaces of the glass being greater than the second preset temperature, and the ambient humidity being greater than the preset ambient humidity;

[0045] Stop timing when the first timing condition is not met, and reset the first duration to zero;

[0046] If the first duration is longer than the second preset duration, it is determined that there is a risk of fogging on the outer surface of the vehicle's glass.

[0047] Conversely, it is determined that there is no risk of fogging on the outer surface of the vehicle's glass.

[0048] In one possible implementation, the first control module is specifically used for:

[0049] If there is a risk of fogging on the outer surface of the vehicle's glass, the vehicle is controlled to activate the defrost mode while maintaining the current air conditioning system's airflow mode.

[0050] In one possible implementation, the second control module is specifically used for:

[0051] If the current blower air volume of the air conditioning system is less than the target blower air volume corresponding to the defrosting mode, then the blower speed of the air conditioning system is controlled according to the target blower air volume.

[0052] Conversely, the air conditioning system is controlled to maintain the current blower speed.

[0053] In one possible implementation, the second control module is specifically used for:

[0054] The target heater power of the air conditioning system is calculated based on the current evaporator temperature, the user-set temperature, the target temperature corresponding to the defrosting mode, and the target blower air volume.

[0055] The heater of the air conditioning system is controlled to operate according to the target heater power.

[0056] In one possible implementation, the determining module is specifically used for:

[0057] The timing begins when the rainfall intensity exceeds the preset rainfall intensity, thus obtaining the second duration.

[0058] When the rainfall intensity is less than or equal to the preset rainfall intensity, the timing is stopped and the second duration is reset to zero.

[0059] If the second duration is longer than the first preset duration, then the current environment is determined to be in the effective rainfall state;

[0060] Conversely, it is determined that the current environment is not in the state of effective rainfall.

[0061] In one possible implementation, the determining module is specifically used for:

[0062] If the temperature difference between the inner and outer surfaces of the glass is greater than the first preset temperature, it is determined that there is a risk of fogging on the outer surface of the vehicle's glass.

[0063] Conversely, it is determined that there is no risk of fogging on the outer surface of the vehicle's glass.

[0064] Thirdly, embodiments of this application provide a vehicle, including: a vehicle body, an air conditioning system, a memory, and a processor;

[0065] The memory stores computer-executed instructions;

[0066] The processor executes computer execution instructions stored in the memory, causing the processor to perform the first aspect and / or various possible implementations of the first aspect as described above.

[0067] Fourthly, embodiments of this application provide a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the first aspect and / or various possible implementations of the first aspect.

[0068] Fifthly, embodiments of this application provide a computer program product, including a computer program that, when executed by a processor, implements the first aspect and / or various possible implementations of the first aspect.

[0069] The vehicle anti-fogging control method, device, vehicle, medium, and product provided in this application determine the presence of fogging risk on the outer surface of the glass by using parameters that affect fogging on the outer surface of the glass, such as rainfall intensity, temperature difference between the inner and outer surfaces of the vehicle's glass, ambient humidity, and light intensity. When a fogging risk is detected, the defrost mode is automatically activated and the air conditioning is controlled, eliminating the need for manual operation by the driver. This avoids the delay in operation after the glass has fogged up and prevents safety hazards caused by distracted operation. Furthermore, the comprehensive use of parameters from multiple dimensions ensures the accuracy of risk assessment, further guaranteeing the safety of the vehicle driving in high-humidity environments at night and the timeliness of anti-fogging control. Attached Figure Description

[0070] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0071] Figure 1 This application provides a schematic diagram of the air conditioning system structure.

[0072] Figure 2 Flowchart of the vehicle anti-fogging control method provided in this application Figure 1 ;

[0073] Figure 3 Flowchart of the vehicle anti-fogging control method provided in this application Figure 2 ;

[0074] Figure 4 A schematic diagram illustrating the principle of the vehicle anti-fogging control method provided in this application;

[0075] Figure 5 A schematic diagram of the vehicle anti-fogging control device provided in this application;

[0076] Figure 6 This is a structural diagram of the vehicle provided in this application.

[0077] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0078] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0079] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties. Furthermore, the collection, use and processing of the relevant data must comply with relevant laws, regulations and standards, and corresponding operation entry points are provided for users to choose to authorize or refuse.

[0080] First, the application scenarios involved in this application will be explained:

[0081] In specific high-humidity environments, such as coastal areas, rainy days, and mountainous nights, the relative humidity of the air remains consistently high. Specifically, coastal areas are influenced by maritime air masses, and the air moisture content is often close to saturation; on rainy days, precipitation directly increases atmospheric water vapor; and in mountainous areas at night, radiative cooling leads to the accumulation of near-surface humidity.

[0082] When a vehicle is driven at night in the aforementioned high-humidity environment with the air conditioning system on, a fog layer easily condenses on the cold outer surface of the windshield. This fog layer, composed of dense micro-droplets, strongly scatters headlights and external light sources, severely impairing the driver's visibility. On roads without lighting or with complex road conditions, this blurred vision significantly increases the risk of rear-end collisions, lane departures, and other accidents, directly threatening driving safety.

[0083] Currently, most vehicles rely on drivers to manually activate the defroster. This is typically done via physical buttons on the steering wheel or a touchscreen interface on the center console. Once activated, the air conditioning system performs a series of coordinated actions: switching the airflow mode to defrost, activating the heating elements to raise the airflow temperature, and directing the hot air towards the inner surface of the windshield. The principle is to eliminate fog on the outer surface and inhibit its regeneration by raising the overall temperature of the glass and lowering the humidity inside the vehicle.

[0084] However, this existing solution has two key flaws:

[0085] 1. Delayed Perception and Response: Fogging on the outside of the glass is a gradual process. In low-light conditions at night, the optical contrast of newly formed fog droplets is low, making them difficult for the human eye to detect early. Drivers usually only notice the fog when it has severely impaired their visibility, at which point a safety threat has already been created, and the defogging action has a significant lag.

[0086] 2. Distraction from manual operation: In nighttime driving, which requires a high degree of concentration, manually searching for and activating the defroster inevitably causes the driver's gaze to drift away from the road ahead. This brief shift in attention can lead to significant safety risks, especially at high speeds or in complex road conditions.

[0087] In summary, the defogging function in existing technologies relies on the driver's subjective perception and manual operation, which cannot meet the safety and timeliness requirements of nighttime driving in high humidity environments.

[0088] Based on the aforementioned technical problems, the technical concept of this application is as follows: During the research of vehicle anti-fogging control schemes, the inventors discovered that existing schemes rely solely on the driver's subjective perception for defogging function triggering, resulting in low safety and timeliness of vehicle control. Considering that parameters such as rainfall intensity, temperature difference between the inner and outer surfaces of the vehicle's glass, ambient humidity, and light intensity are directly related to the conditions for fogging on the windshield, and can accurately reflect the risk of fogging on the outer surface of the glass, it is possible to determine whether there is a risk of fogging on the outer surface of the vehicle's glass based on these parameters. Upon determining that there is a risk of fogging, the defrosting mode can be automatically activated and the air conditioning system controlled, thus eliminating the need for manual operation by the driver, solving the problems of untimely defogging and driver distraction, and thereby improving vehicle safety and timeliness of control.

[0089] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0090] Figure 1 The schematic diagram of the air conditioning system provided in this application is as follows: Figure 1 As shown, the air conditioning system includes a heater, an evaporator, a warm air core, and various dampers and air vents. The dampers include face dampers, foot dampers, defrost dampers, and warm air dampers, while the air vents include face vents, foot vents, and defrost vents.

[0091] Specifically, the defrost vents are arranged horizontally along the upper edge of the dashboard, close to the lower edge of the windshield, with their outlets facing the inside of the windshield, directly guiding airflow to the glass surface; the face vents are distributed in the central area of ​​the dashboard, usually symmetrically positioned on the left and right sides or in the middle of the dashboard, at a height roughly level with the driver's or passenger's face, with their outlets facing the upper body of the driver or passenger; the foot vents are located below the dashboard, near the foot area of ​​the driver and passenger seats, with their outlets facing the vehicle floor, delivering airflow to the feet of the driver and passengers.

[0092] In practical applications, after the return air from the vehicle or the fresh air from outside enters the air conditioning system, it first flows through the evaporator to complete the cooling and heat exchange, transforming into cold air. The cold air then splits into two paths: one path passes through the heater core and enters through the heater valve, where it is preheated to become hot air; the other path does not pass through the heater core and remains cold air. Subsequently, the two paths of air are mixed in the mixing zone to form temperature-appropriate mixed air. This mixed air then enters the heater for precise heating, adjusting to the target temperature. Finally, depending on the opening and closing status of the corresponding air damper, it is delivered through the defrost vents, face vents, or foot vents.

[0093] Furthermore, the three-in-one sensor is installed on the inner surface of the glass, which can collect rainfall intensity, the temperature of the inner surface of the vehicle's glass, and light intensity in real time. The glass is the vehicle's windshield.

[0094] In the above embodiments, a heater is added to the defrost vent or the defrost duct. The target power of the added heater can be calculated by the current evaporator temperature, the user-set temperature, the preset minimum outlet temperature of the defrost mode, and the target blower air volume. This allows the defrost vent to send out hot air and blow it onto the inner surface of the glass, thereby increasing the temperature of the inner surface of the glass and preventing fogging.

[0095] Figure 2 Flowchart of the vehicle anti-fogging control method provided in this application Figure 1 ,like Figure 2 As shown, the method includes:

[0096] S21. Based on the factors affecting fogging and the intensity of light, determine whether there is a risk of fogging on the outer surface of the vehicle's glass.

[0097] In this step, factors influencing fogging, such as rainfall intensity, ambient humidity, temperature difference between the inner and outer surfaces of the vehicle's glass, and light intensity, are considered. These factors are directly related to the conditions for fogging on the outside of the windshield. Therefore, based on these parameters, it can be determined whether there is a risk of fogging on the outer surface of the vehicle's glass.

[0098] Among them, the factors affecting fogging include at least one of the following: rainfall intensity, ambient humidity, and the temperature difference between the inner and outer surfaces of the vehicle's glass. The temperature difference between the inner and outer surfaces of the glass is the temperature difference between the outer surface temperature and the inner surface temperature.

[0099] In practical applications, rainfall intensity can be obtained through rain gauges, or through other means such as... Figure 1 The rainfall intensity data was collected by the three-in-one sensor shown. This application does not impose specific restrictions on the method of collecting rainfall intensity data.

[0100] The outer surface temperature of the glass can be determined by the ambient temperature, which can be obtained from the vehicle's external temperature sensor. Ambient humidity refers to the moisture level of the air outside the vehicle, which can be obtained by an external humidity sensor or by accessing official weather information released online.

[0101] It should be understood that if a vehicle lacks a network connection and has no external humidity sensor, it cannot obtain the current ambient humidity. However, the current ambient humidity can be predicted based on the historical ambient humidity corresponding to the vehicle's location. For example, the historical ambient humidity for each month at that location can be averaged, and the resulting value can be used to determine the current ambient humidity.

[0102] The inner surface temperature of a vehicle's glass refers to the real-time temperature of the inner surface of the vehicle's windshield. This temperature can be collected using contact or infrared temperature sensors, or by methods such as... Figure 1 The data was collected by the three-in-one sensor shown.

[0103] Among them, light intensity refers to the real-time brightness of the ambient light outside the vehicle, which can be obtained through a light sensor or by means of other methods. Figure 1 The data was collected by the three-in-one sensor shown.

[0104] It should be understood that the risk of fogging refers to the possibility that the outer surface of the vehicle's windshield meets the conditions for fog droplet condensation, and is used to determine whether the defrosting mode needs to be activated.

[0105] In one possible approach, timing begins when the rainfall intensity exceeds a preset rainfall intensity, obtaining a second duration; timing stops and the second duration is reset to zero when the rainfall intensity is less than or equal to the preset rainfall intensity; if the second duration is longer than the first preset duration, the current environment is determined to be in an effective rainfall state; otherwise, the current environment is determined not to be in an effective rainfall state. Timing begins when the current environment is determined to be in an effective rainfall state and the light intensity is less than a preset light intensity, obtaining a first duration; if the first duration is longer than the second preset duration, it is determined that there is a risk of fogging on the outer surface of the vehicle's glass.

[0106] In one possible approach, timing begins when the light intensity is less than a preset light intensity and the ambient humidity is greater than a preset ambient humidity, and a first duration is obtained. If the first duration is greater than a second preset duration, it is determined that there is a risk of fogging on the outer surface of the vehicle's glass.

[0107] In one possible approach, if the temperature difference between the inner and outer surfaces of the glass is greater than a first preset temperature and the light intensity is less than a preset light intensity, then it is determined that there is a risk of fogging on the outer surface of the vehicle's glass.

[0108] In one possible implementation, when fogging influencing factors simultaneously include rainfall intensity, ambient humidity, and the temperature difference between the vehicle's inner and outer glass surfaces, the system can first determine whether the current environment is under effective rainfall conditions based on the rainfall intensity, a preset rainfall intensity, and a first preset duration. If the current environment is determined to be under effective rainfall conditions, the system can then determine whether there is a risk of fogging on the vehicle's outer glass surface based on the temperature difference between the inner and outer glass surfaces and a first preset temperature. Finally, if the current environment is determined not to be under effective rainfall conditions, the system can determine whether there is a risk of fogging on the vehicle's outer glass surface based on the temperature difference between the inner and outer glass surfaces, a preset ambient humidity, a second preset temperature, light intensity, a preset light intensity, and a second preset duration.

[0109] It should be understood that the specific implementation process and principles of this step will be explained later. Figure 2 The embodiments shown are described in detail here, and will not be repeated here.

[0110] S22. If there is a risk of fogging on the outer surface of the vehicle's glass, control the vehicle to activate the defrost mode.

[0111] In this step, when it is determined that there is a risk of fogging on the outer surface of the vehicle's glass, the vehicle can be actively controlled to activate the defrost mode to avoid obstructed vision due to the driver not noticing the fog or operating it late, while ensuring the timeliness of the defrosting action and providing protection for driving safety.

[0112] In one possible implementation, if there is a risk of fogging on the outer surface of the vehicle's glass, the vehicle is controlled to stop the current air conditioning system's airflow mode and activate the defrost mode.

[0113] For example, the current air conditioning system can have a face blowing mode and a foot blowing mode, etc.

[0114] Reference Figure 1 When the vehicle's control unit determines that there is a risk of fogging on the outer surface of the vehicle's glass, it sends a defrost mode activation command to the air conditioning system. Accordingly, the air conditioning system receives the defrost mode activation command, sets the defrost damper to the open state, and sets the damper corresponding to the current air conditioning system air outlet mode (such as the foot air damper or face air damper) to the closed state, so as to ensure that air is blown from the defrost vents to the inside of the windshield.

[0115] In another possible implementation, if there is a risk of fogging on the outer surface of the vehicle's glass, the vehicle is controlled to activate the defrost mode while maintaining the current air conditioning system's airflow mode.

[0116] Reference Figure 1When the vehicle's control unit determines that there is a risk of fogging on the outer surface of the vehicle's glass, it sends a defrost mode activation command to the air conditioning system. Accordingly, the air conditioning system receives the defrost mode activation command, sets the defrost damper to the open state, and keeps the damper corresponding to the current air conditioning system's air outlet mode (such as the foot air damper or face air damper) open to ensure that air is blown from the defrost vents to the inside of the windshield.

[0117] This implementation method, while meeting the requirements for fogging risk prevention, retains the driver's habitual airflow settings such as blowing air onto the face and feet, achieving a balance between defogging safety and driving comfort. It eliminates the need for drivers to readjust air conditioning settings after defogging, reducing operation frequency, further lowering the risk of driver distraction, and improving user experience and driving focus.

[0118] S23. Control the vehicle's air conditioning system according to the defrosting mode.

[0119] In this step, the defogging effect of the defrosting mode depends on the parameter adjustment of the air conditioning system. Therefore, after turning on the defrosting mode, it is also necessary to control the temperature and fan speed of the air conditioning system to ensure the defogging effect.

[0120] The structure of the air conditioning system can be referenced. Figure 1 The embodiments shown are not described in detail here.

[0121] In practical applications, it is necessary to control both the air volume and temperature of the vehicle's air conditioning system.

[0122] Regarding airflow, if the current blower airflow of the air conditioning system is less than the target blower airflow for defrosting mode, the blower speed of the air conditioning system will be controlled according to the target blower airflow. Conversely, if the airflow is greater than the target blower airflow, the air conditioning system will maintain its current blower speed.

[0123] Wherein, the current blower air volume of the air conditioning system refers to the total air volume delivered by the blower of the air conditioning system, and the target blower air volume corresponding to the defrosting mode refers to the minimum blower air volume that is pre-calibrated for the defrosting mode and can guarantee the defrosting effect. It can be pre-set based on empirical or experimental values, and this application embodiment does not impose specific restrictions on it.

[0124] The blower speed of an air conditioning system refers to the operating rate of the air conditioning blower, which is a core control parameter that determines the blower's air volume. In other words, the higher the blower speed, the greater the corresponding air volume delivered.

[0125] Specifically, after the vehicle's defrost mode is activated, the control unit first obtains the current blower airflow of the air conditioning system and simultaneously retrieves the pre-set target blower airflow for the defrost mode, comparing the two parameters. If the current blower airflow of the air conditioning system is less than the target blower airflow for the defrost mode, the control unit calculates the blower speed corresponding to the target blower airflow and sends a speed adjustment command to the air conditioning system, adjusting the blower speed to match the target blower airflow, thereby increasing the airflow to the level required for defrosting. If the current blower airflow of the air conditioning system is not less than the target blower airflow for the defrost mode, the control unit does not adjust the blower speed, maintaining the current blower speed to meet the defrost airflow requirements while avoiding unnecessary parameter adjustments that could affect the stability of the air conditioning operation.

[0126] When the current blower airflow is insufficient, the blower speed is increased to the target value to ensure sufficient airflow directly blows onto the glass for rapid defogging; when the current airflow meets the standard, the speed is maintained to avoid excessive energy consumption and noise. This solves the problem of forced maximum airflow and excessive energy consumption during defogging in existing technologies. While meeting the defrosting air supply requirements, it also takes into account the operating economy and quietness of the air conditioning system, and ensures the stability of defogging efficiency, avoiding the problem of slow defogging caused by insufficient airflow.

[0127] For the temperature dimension, the target heater power of the air conditioning system is calculated based on the current evaporator temperature, the user-set temperature, the target temperature corresponding to the defrost mode, and the target blower airflow. The air conditioning system heaters are then controlled to operate according to the target heater power.

[0128] The evaporator is the heat exchange component of the air conditioning system for cooling / heating, and it determines the initial temperature of the air entering the heater. The current evaporator temperature refers to the real-time surface temperature of the evaporator in the air conditioning system, which can be collected by an evaporator temperature sensor.

[0129] Furthermore, the heater refers to the core component in a vehicle's air conditioning system responsible for heating the air (such as a positive temperature coefficient (PTC) heater), whose power output determines the degree of air heating.

[0130] The user-set temperature refers to the target interior temperature preset by the driver through the vehicle's air conditioning control interface.

[0131] Specifically, the maximum value between the user-set temperature and the target temperature can be determined as the target outlet air temperature. Then, the target heater power can be calculated using the following formula:

[0132]

[0133] in, For the target heater power, To preset air density, For the target blower air volume, To preset the specific heat capacity of air at constant pressure, Target outlet air temperature, The current evaporator temperature is denoted by k, and k is a preset correction factor.

[0134] For example, the target temperature can be 30°C and the target blower air volume can be 100 m³ / h.

[0135] Understandably, the target heater power meets the need to quickly raise the glass temperature and disperse the fog layer, while avoiding excessive power that would cause the interior to overheat or be too cold that would slow down defogging. This makes the air conditioning control more intelligent, taking into account the defogging effect, energy consumption control and driving experience.

[0136] It should be understood that the first preset duration and the second preset duration can be the same value or different values; similarly, the first preset temperature and the second preset temperature can be the same value or different values, and the embodiments of this application do not impose specific restrictions on this.

[0137] The vehicle anti-fogging control method provided in this application determines whether there is a risk of fogging on the outer surface of the vehicle's glass based on fogging influencing factors and light intensity. If there is a risk of fogging on the outer surface of the vehicle's glass, the vehicle is controlled to activate the defrost mode. The vehicle's air conditioning system is then controlled according to the defrost mode. Fogging influencing factors include at least one of rainfall intensity, ambient humidity, and the temperature difference between the inner and outer surfaces of the vehicle's glass, where the temperature difference is the difference between the inner and outer surface temperatures. In this technical solution, the presence of a risk of fogging on the outer surface of the glass is determined by fogging influencing factors such as rainfall intensity, ambient humidity, and the temperature difference between the inner and outer surfaces of the glass, as well as light intensity. When a fogging risk is determined, the defrost mode is automatically activated and the air conditioning is controlled, eliminating the need for manual operation by the driver. This avoids the lag of operating the system after fogging has occurred and prevents safety hazards caused by distracted operation. Furthermore, the comprehensive use of parameters from multiple dimensions ensures the accuracy of risk assessment, further guaranteeing the safety of the vehicle during nighttime driving in high-humidity environments and the timeliness of anti-fogging control.

[0138] Optionally, in some embodiments, when the temperature difference between the inner and outer surfaces of the glass is less than a third preset temperature, the vehicle is controlled to turn off the defrosting mode.

[0139] For example, the third preset temperature is 5°C, 6°C, 7°C, etc., which can be preset based on empirical or experimental values. This application embodiment does not impose specific limitations on this.

[0140] Figure 3Flowchart of the vehicle anti-fogging control method provided in this application Figure 2 ,like Figure 3 As shown, when the factors affecting fogging include rainfall intensity, ambient humidity, and the temperature difference between the inner and outer surfaces of the vehicle's glass, S21 includes:

[0141] S31. Based on the rainfall intensity, the preset rainfall intensity, and the first preset duration, determine whether the current environment is in an effective rainfall state.

[0142] The preset rainfall intensity refers to the minimum rainfall intensity threshold that can affect air humidity, which is pre-calibrated. The first preset duration is the shortest time during which the rainfall intensity must exceed the preset rainfall intensity. Both the preset rainfall intensity and the first preset duration can be preset based on empirical or experimental values. This application embodiment does not impose specific restrictions on them.

[0143] Understandably, air humidity will remain at a high level during effective rainfall, which is a high-risk scenario for fogging on the outside of the glass, and further assessment of the fogging risk is required.

[0144] In one possible implementation, timing begins when the rainfall intensity exceeds a preset rainfall intensity, resulting in a second duration. Timing stops and the second duration is reset to zero when the rainfall intensity is less than or equal to the preset rainfall intensity. If the second duration is longer than the first preset duration, the current environment is determined to be in a state of effective rainfall. Conversely, if the second duration is shorter than the preset duration, the current environment is determined not to be in a state of effective rainfall.

[0145] Specifically, the system collects rainfall intensity data in real time and continuously compares it with a preset rainfall intensity. When the collected rainfall intensity exceeds the preset intensity, the vehicle control unit starts a timer and records a second duration for which the rainfall intensity exceeds the preset intensity. If, during the timer, the rainfall intensity drops to or below the preset intensity, the timer immediately stops, and the recorded second duration is reset to zero. If the accumulated time exceeds a first preset duration, the system determines that the current environment is in a valid rainfall state; if the first preset duration is not reached, the system determines that the current environment is not in a valid rainfall state and continues to monitor it.

[0146] In practical applications, the rainfall intensity can be 1, and the first preset duration can be 10 seconds. That is, if the rainfall intensity is greater than 1 and the duration (second duration) exceeds 10 seconds, the current environment is determined to be in an effective rainfall state. If the rainfall intensity is less than or equal to 1, or if the rainfall intensity is greater than 1 but the duration is less than or equal to 10 seconds, the current environment is determined not to be in an effective rainfall state.

[0147] It is understandable that the above rainfall intensity is a pre-defined relative quantitative unit, that is, 0 corresponds to no rainfall, and the higher the value, the stronger the rainfall intensity.

[0148] In the above implementation, timing begins after the rainfall intensity exceeds a preset rainfall intensity, and the state is only confirmed as valid rainfall after the second duration reaches the target. This effectively filters out interference from accidental factors such as raindrops splashing onto the sensor. Accurate identification of valid rainfall provides a reliable basis for subsequent fogging risk assessment in different scenarios, avoiding misjudgments caused by using judgment logic adapted to high humidity in non-valid rainfall scenarios. This improves the accuracy of risk identification in the overall solution and lays the foundation for subsequent defogging control.

[0149] S32. When it is determined that the current environment is in an effective rainfall state, determine whether there is a risk of fogging on the outer surface of the vehicle's glass based on the temperature difference between the inner and outer surfaces of the glass and the first preset temperature.

[0150] The first preset temperature refers to the maximum temperature difference threshold that can cause water vapor to condense on the outer surface of the glass, which is pre-calibrated. It can be preset based on empirical or experimental values, and this application embodiment does not impose specific restrictions on it.

[0151] In one possible implementation, if the temperature difference between the inner and outer surfaces of the glass is greater than a first preset temperature, then it is determined that there is a risk of fogging on the outer surface of the vehicle's glass. Conversely, if the temperature difference is less than a preset temperature, then it is determined that there is no risk of fogging on the outer surface of the vehicle's glass.

[0152] In practical applications, the first preset temperature can be 8℃. That is, when the temperature difference is greater than 8℃, it is determined that there is a risk of fogging on the outer surface of the vehicle's glass. Conversely, when the temperature difference is ≤8℃, it is determined that there is no risk of fogging on the outer surface of the vehicle's glass.

[0153] In the above implementation method, considering that the air is saturated when there is effective rainfall, the core of water vapor condensation depends on the temperature difference. By comparing the temperature difference with the first preset temperature, redundant parameter interference is avoided, the determination speed is faster and the accuracy is higher. It can lock in the risk in the early stage of fog formation, buy time for the automatic defrosting mode to start, further improve the timeliness of defogging, and reduce the risk of traffic accidents caused by fog obstruction.

[0154] S33. When it is determined that the current environment is not in an effective rainfall state, determine whether there is a risk of fogging on the outer surface of the vehicle's glass based on the temperature difference between the inner and outer surfaces of the glass, the preset ambient humidity, the second preset temperature, the light intensity, the preset light intensity, and the second preset duration.

[0155] Among them, the preset ambient humidity refers to the minimum ambient humidity threshold that is pre-calibrated and can significantly increase the risk of fogging; the second preset temperature refers to the maximum temperature difference threshold that can cause water vapor condensation in non-rainy scenarios that is pre-calibrated; the preset light intensity refers to the light intensity threshold that is pre-calibrated and can distinguish between weak light and strong light. Scenarios with light intensity lower than the preset light intensity correspond to low light environments such as nighttime or tunnels; and the second preset duration refers to the shortest time that is pre-set to meet the first timing condition and must continue.

[0156] It should be understood that the preset ambient humidity, the second preset temperature, the preset light intensity, and the second preset duration can all be preset based on empirical or experimental values, and this application embodiment does not impose specific limitations on them.

[0157] In one possible implementation, timing begins when a first timing condition is met, and a first duration is acquired. Timing stops when the first timing condition is not met, and the first duration is reset to zero. If the first duration is longer than a second preset duration, it is determined that there is a risk of fogging on the vehicle's exterior glass surface. Conversely, if the first duration is shorter than a second preset duration, it is determined that there is no risk of fogging on the vehicle's exterior glass surface.

[0158] The first timing condition includes light intensity less than preset light intensity, temperature difference between the inner and outer surfaces of the glass greater than second preset temperature, and ambient humidity greater than preset ambient humidity.

[0159] Specifically, timing is triggered and the first duration is continuously accumulated when three conditions are simultaneously met: light intensity is less than a preset light intensity, the temperature difference between the inner and outer surfaces of the glass is greater than a second preset temperature, and the ambient humidity is greater than a preset ambient humidity. If any condition is not met during the timing process, timing is immediately stopped and the first duration is reset to zero. The relationship between the first duration and the second preset duration is continuously monitored. If the first duration is longer than the second preset duration, it indicates that the high-risk parameter state has been stably maintained, and it is determined that there is a risk of fogging on the outer surface of the vehicle's glass. If the first duration never exceeds the second preset duration, it is determined that there is no risk of fogging, and monitoring continues.

[0160] In practical applications, the preset ambient humidity can be 80%, the preset light intensity can be 80, the second preset temperature can be 8℃, and the second preset duration can be 10 minutes. That is, if the ambient humidity is >80%, the temperature difference is greater than 8℃, and the light intensity is <80 for more than 10 minutes, then there is a risk of fogging on the vehicle's outer glass surface. Conversely, if the ambient humidity is ≤80%, the temperature difference is ≤8℃, the light intensity is ≥80, or the duration is ≤10 minutes, then there is no risk of fogging.

[0161] It is understandable that the above preset light intensity is a pre-calibrated relative quantification unit, that is, 0 corresponds to no light, and the higher the value, the stronger the light intensity.

[0162] In this implementation, high-risk scenarios are locked in by the synergy of temperature difference, light intensity and ambient humidity, and the interference of instantaneous fluctuations in parameters is filtered by the second preset duration. This not only avoids the defogging function being accidentally activated due to brief periods of low light and high humidity, but also accurately captures the stable risk of fogging, ensuring the necessity and timeliness of starting the defrosting mode.

[0163] In the above embodiments, considering the air humidity saturation under effective rainfall conditions, the temperature difference between the inner and outer surfaces of the glass simplifies the judgment dimensions while ensuring accuracy; under non-effective rainfall conditions, multiple parameters such as ambient humidity and light intensity, as well as duration conditions, are combined to avoid misjudgment caused by fluctuations in a single parameter, so that risk identification can be adapted to both high-humidity rainfall scenarios and non-rainfall high-humidity scenarios such as mountain nights, thereby improving the universality and reliability of the solution.

[0164] Figure 4 The schematic diagram of the vehicle anti-fogging control method provided in this application is as follows: Figure 4 As shown, the vehicle anti-fogging control method includes three parts: signal reception, logic judgment, and vehicle control.

[0165] Specifically, for the signal receiving section, the vehicle acquires signals of ambient temperature, ambient humidity, rainfall intensity, the temperature of the inner surface of the vehicle's glass, and light intensity. For the logic judgment section, it first determines whether the current environment is in an effective rainfall state based on the rainfall intensity, a preset rainfall intensity, and a first preset duration. If it is determined that the current environment is in an effective rainfall state, it determines whether there is a risk of fogging on the outer surface of the vehicle's glass based on the temperature difference between the inner and outer surfaces of the glass and a first preset temperature. If it is determined that the current environment is not in an effective rainfall state, it determines whether there is a risk of fogging on the outer surface of the vehicle's glass based on the ambient humidity, the temperature difference between the inner and outer surfaces of the glass, a preset ambient humidity, a second preset temperature, light intensity, a preset light intensity, and a second preset duration.

[0166] Furthermore, regarding the vehicle control system, when a risk of fogging on the vehicle's glass exterior is detected, a mode request, an airflow request, and a temperature request are generated. The mode request controls the air conditioning system's mode by controlling the mode motor to maintain the current airflow mode while activating the defrost mode. The airflow request controls the blower speed: if the current blower airflow is less than the target blower airflow for the defrost mode, the blower speed is adjusted to match the target airflow; otherwise, the current blower speed is maintained, thus achieving airflow control. The temperature request controls the heater power: based on the current evaporator temperature, the user-set temperature, and the target blower airflow, the target heater power is calculated, and the heater is controlled to operate at that target power, thus achieving temperature control.

[0167] It should be understood that the vehicle anti-fogging control method provided in the above embodiments can determine the risk of fogging on the outer surface of the vehicle glass based on rainfall intensity, temperature difference between the inner and outer surfaces of the glass, ambient humidity, and light intensity when the air conditioning is turned on in the cooling mode inside the vehicle. When it is determined that there is a risk of fogging, the vehicle is controlled to turn on the defrost mode. If the current blower air volume of the air conditioning system is less than the target blower air volume corresponding to the defrost mode, the blower speed of the air conditioning system is controlled according to the target blower air volume. Otherwise, the current blower speed is maintained to ensure the air volume of the defrost mode, thereby increasing the temperature of the inner surface of the glass and preventing or eliminating fogging on the outer surface of the glass.

[0168] Figure 5 This is a schematic diagram of the vehicle anti-fogging control device provided in this application, as shown below. Figure 5 As shown, the vehicle anti-fogging control device 50 provided in this embodiment includes:

[0169] The determination module 501 is used to determine whether there is a risk of fogging on the outer surface of the vehicle's glass based on the factors affecting fogging and the light intensity; wherein the factors affecting fogging include at least one of rainfall intensity, ambient humidity, and the temperature difference between the inner and outer surfaces of the vehicle's glass, and the temperature difference between the inner and outer surfaces of the glass is the temperature difference between the outer surface temperature and the inner surface temperature of the glass.

[0170] The first control module 502 is used to control the vehicle to activate the defrost mode if there is a risk of fogging on the outer surface of the vehicle's glass.

[0171] The second control module 503 is used to control the vehicle's air conditioning system according to the defrosting mode.

[0172] In one possible implementation, the determining module 501 is specifically used for:

[0173] Based on the rainfall intensity, the preset rainfall intensity, and the first preset duration, determine whether the current environment is in an effective rainfall state.

[0174] When it is determined that the current environment is under effective rainfall, the risk of fogging on the outer surface of the vehicle's glass is determined based on the temperature difference between the inner and outer surfaces of the glass and the first preset temperature.

[0175] When it is determined that the current environment is not in an effective rainfall state, the risk of fogging on the outer surface of the vehicle's glass is determined based on the temperature difference between the inner and outer surfaces of the glass, the preset ambient humidity, the second preset temperature, the light intensity, the preset light intensity, and the second preset duration.

[0176] In one possible implementation, the determining module 501 is specifically used for:

[0177] Timing begins when the first timing condition is met, and the first duration is obtained; wherein, the first timing condition includes light intensity being less than a preset light intensity, the temperature difference between the inner and outer surfaces of the glass being greater than a second preset temperature, and the ambient humidity being greater than a preset ambient humidity.

[0178] Stop timing if the first timing condition is not met, and reset the first duration to zero.

[0179] If the first duration is longer than the second preset duration, it is determined that there is a risk of fogging on the outer surface of the vehicle's glass.

[0180] Conversely, if the windshield does not fog up, it indicates that there is no risk of fogging on the outer surface of the vehicle's windows.

[0181] In one possible implementation, the first control module 502 is specifically used for:

[0182] If there is a risk of fogging on the outer surface of the vehicle's glass, control the vehicle to activate the defrost mode while maintaining the current air conditioning system's airflow mode.

[0183] In one possible implementation, the second control module 503 is specifically used for:

[0184] If the current blower air volume of the air conditioning system is less than the target blower air volume corresponding to the defrost mode, the blower speed of the air conditioning system is controlled according to the target blower air volume.

[0185] Conversely, the air conditioning system is controlled to maintain the current blower speed.

[0186] In one possible implementation, the second control module 503 is specifically used for:

[0187] Calculate the target heater power of the air conditioning system based on the current evaporator temperature, the user-set temperature, the target temperature corresponding to the defrost mode, and the target blower air volume.

[0188] Control the heaters of the air conditioning system to operate according to the target heater power.

[0189] In one possible implementation, the determining module 501 is specifically used for:

[0190] The timing begins when the rainfall intensity exceeds the preset rainfall intensity, thus obtaining the second duration.

[0191] The timing stops and the second duration is reset to zero when the rainfall intensity is less than or equal to the preset rainfall intensity.

[0192] If the second duration is longer than the first preset duration, then the current environment is determined to be in an effective rainfall state.

[0193] Conversely, it indicates that the current environment is not in a state of effective rainfall.

[0194] In one possible implementation, the determining module 501 is specifically used for:

[0195] If the temperature difference between the inner and outer surfaces of the glass is greater than the first preset temperature, it is determined that there is a risk of fogging on the outer surface of the vehicle's glass.

[0196] Conversely, if the windshield does not fog up, it indicates that there is no risk of fogging on the outer surface of the vehicle's windows.

[0197] The vehicle anti-fogging control device provided in this embodiment can execute the method provided in the above method embodiment. Its implementation principle and technical effect are similar, and will not be described in detail here.

[0198] Figure 6 This is a structural diagram of the vehicle provided in this application. Figure 6 As shown, the vehicle 60 provided in this embodiment includes: a vehicle body 601, an air conditioning system 602, at least one processor 603, and a memory 604. Optionally, the vehicle 60 also includes a communication component 605. The air conditioning system 602, processor 603, memory 604, and communication component 605 are connected via a bus 606.

[0199] In a specific implementation, at least one processor 603 executes computer execution instructions stored in memory 604, causing at least one processor 603 to perform the above-described method.

[0200] The specific implementation process of processor 603 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0201] In the above embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0202] The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[0203] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0204] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described method.

[0205] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above-described method.

[0206] The aforementioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as Static Random-Access Memory (SRAM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read-Only Memory (EPROM), Programmable Read-Only Memory (PROM), Read-Only Memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0207] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in an application-specific integrated circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the device.

[0208] The division of units is merely a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0209] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0210] In addition, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0211] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, ROM, RAM, magnetic disks, or optical disks.

[0212] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0213] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the invention is limited only by the appended claims.

Claims

1. A method for controlling vehicle exterior fogging, characterized in that, include: Based on the factors affecting fogging and the light intensity, determine whether there is a risk of fogging on the outer surface of the vehicle's glass; wherein, the factors affecting fogging include at least one of rainfall intensity, ambient humidity, and the temperature difference between the inner and outer surfaces of the vehicle's glass, and the temperature difference between the inner and outer surfaces of the glass is the temperature difference between the inner surface temperature and the outer surface temperature of the glass; If there is a risk of fogging on the outer surface of the vehicle's glass, the vehicle will be controlled to activate the defrosting mode. The vehicle's air conditioning system is controlled according to the defrosting mode.

2. The method according to claim 1, characterized in that, When the factors influencing fogging include rainfall intensity, ambient humidity, and the temperature difference between the inner and outer surfaces of the vehicle's glass, determining whether there is a risk of fogging on the outer surface of the vehicle's glass based on these factors and light intensity includes: Based on the rainfall intensity, the preset rainfall intensity, and the first preset duration, determine whether the current environment is in an effective rainfall state; When it is determined that the current environment is in the state of effective rainfall, the risk of fogging on the outer surface of the vehicle's glass is determined based on the temperature difference between the inner and outer surfaces of the glass and a first preset temperature. When it is determined that the current environment is not in an effective rainfall state, the risk of fogging on the outer surface of the vehicle's glass is determined based on the temperature difference between the inner and outer surfaces of the glass, the preset ambient humidity, the second preset temperature, the light intensity, the preset light intensity, and the second preset duration.

3. The method according to claim 2, characterized in that, The step of determining whether there is a risk of fogging on the outer surface of the vehicle's glass based on the temperature difference between the inner and outer surfaces of the glass, a preset ambient humidity, a second preset temperature, the light intensity, a preset light intensity, and a second preset duration includes: Timing begins when the first timing condition is met, and a first duration is obtained; wherein, the first timing condition includes the light intensity being less than the preset light intensity, the temperature difference between the inner and outer surfaces of the glass being greater than the second preset temperature, and the ambient humidity being greater than the preset ambient humidity; Stop timing when the first timing condition is not met, and reset the first duration to zero; If the first duration is longer than the second preset duration, it is determined that there is a risk of fogging on the outer surface of the vehicle's glass. Conversely, it is determined that there is no risk of fogging on the outer surface of the vehicle's glass.

4. The method according to any one of claims 1-3, characterized in that, If there is a risk of fogging on the outer surface of the vehicle's glass, the method of controlling the vehicle to activate the defrosting mode includes: If there is a risk of fogging on the outer surface of the vehicle's glass, the vehicle is controlled to activate the defrost mode while maintaining the current air conditioning system's airflow mode.

5. The method according to any one of claims 1-3, characterized in that, The step of controlling the vehicle's air conditioning system according to the defrosting mode includes: If the current blower air volume of the air conditioning system is less than the target blower air volume corresponding to the defrosting mode, then the blower speed of the air conditioning system is controlled according to the target blower air volume. Conversely, the air conditioning system is controlled to maintain the current blower speed.

6. The method according to claim 5, characterized in that, The step of controlling the vehicle's air conditioning system according to the defrosting mode includes: The target heater power of the air conditioning system is calculated based on the current evaporator temperature, the user-set temperature, the target temperature corresponding to the defrosting mode, and the target blower air volume. The heater of the air conditioning system is controlled to operate according to the target heater power.

7. The method according to claim 2 or 3, characterized in that, The step of determining whether the current environment is in an effective rainfall state based on the rainfall intensity, the preset rainfall intensity, and the first preset duration includes: The timing begins when the rainfall intensity exceeds the preset rainfall intensity, thus obtaining the second duration. When the rainfall intensity is less than or equal to the preset rainfall intensity, the timing is stopped and the second duration is reset to zero. If the second duration is longer than the first preset duration, then the current environment is determined to be in the effective rainfall state; Conversely, it is determined that the current environment is not in the state of effective rainfall.

8. The method according to claim 2 or 3, characterized in that, The step of determining whether there is a risk of fogging on the outer surface of the vehicle's glass based on the temperature difference between the inner and outer surfaces of the glass and a first preset temperature includes: If the temperature difference between the inner and outer surfaces of the glass is greater than the first preset temperature, it is determined that there is a risk of fogging on the outer surface of the vehicle's glass. Conversely, it is determined that there is no risk of fogging on the outer surface of the vehicle's glass.

9. A vehicle anti-fogging control device, characterized in that, include: The determination module is used to determine whether there is a risk of fogging on the outer surface of the vehicle's glass based on fogging influencing factors and light intensity; wherein, the fogging influencing factors include at least one of rainfall intensity, ambient humidity, and the temperature difference between the inner and outer surfaces of the vehicle's glass, and the temperature difference between the inner and outer surfaces of the glass is the temperature difference between the outer surface temperature and the inner surface temperature of the glass. The first control module is used to control the vehicle to activate the defrosting mode if there is a risk of fogging on the outer surface of the vehicle's glass. The second control module is used to control the vehicle's air conditioning system according to the defrosting mode.

10. A vehicle, characterized in that, include: Vehicle body, air conditioning system, memory, and processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory, causing the processor to perform the method as described in any one of claims 1-8.

11. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any one of claims 1-8.

12. A computer program product, characterized in that, Includes a computer program that, when executed by a processor, implements the method described in any one of claims 1-8.

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