Defrosting control method and apparatus for vehicle, storage medium, electronic device

Abstract

The application discloses a defrosting control method and device of a vehicle, a storage medium and an electronic device, relates to the technical field of vehicles, and the defrosting control method of the vehicle comprises the following steps: obtaining opening degree influence data of a target vehicle, then determining an initial air door opening degree based on the opening degree influence data, further matching the opening degree influence data with scene conditions, determining a defrosting scene, and correcting the initial air door opening degree by using a correction coefficient corresponding to the defrosting scene, so that the air door opening degree can be adjusted according to the defrosting scene to obtain a target air door opening degree, and then controlling the defrosting air door according to the target air door opening degree. This control avoids the problem that in the related scheme, the table is directly looked up based on the environment temperature, the defrosting scene of the vehicle cannot be adapted, and the defrosting effect is poor.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more specifically, to a defrosting control method and apparatus for a vehicle, a storage medium, and an electronic device. Background Technology

[0002] With the rapid development of the automotive industry, vehicle defrosting functionality has become crucial for ensuring driving safety. Specifically, in terms of defrosting, fogging or even frost can easily form when the glass surface temperature is lower than the dew point temperature of the air inside the vehicle, severely affecting the driver's visibility and driving safety. Therefore, an efficient and rapid defrosting control strategy is a key aspect of automotive air conditioning system development.

[0003] In related technologies, defrosting control strategies often rely on a single ambient temperature lookup table or a simple threshold trigger, which cannot cope with complex dynamic changes in fogging. This crude defrosting control strategy is prone to causing poor defrosting performance.

[0004] Currently, there is an urgent need for a new vehicle defrosting control method to achieve efficient and rapid defrosting, thereby improving vehicle driving safety. Summary of the Invention

[0005] This application provides a vehicle defrosting control method and apparatus, storage medium, electronic device, and computer program product to at least solve the problem in the related art that a crude defrosting control strategy easily leads to poor defrosting effect.

[0006] According to one aspect of the embodiments of this application, a defrosting control method for a vehicle is provided, comprising: in response to a defrosting control command, acquiring opening influence data of a target vehicle; wherein the opening influence data refers to data that affects the opening of the defrosting damper of the target vehicle; determining an initial damper opening of the defrosting damper based on the opening influence data, and matching the opening influence data with set scene conditions to determine a defrosting scene for the target vehicle; correcting the initial damper opening based on a correction coefficient corresponding to the defrosting scene to obtain a target damper opening; and controlling the defrosting damper according to the target damper opening to perform defrosting treatment on the target vehicle.

[0007] In an exemplary embodiment, the opening influence data includes: real-time temperature; determining the initial damper opening of the defrosting damper based on the opening influence data includes: matching the real-time temperature with a plurality of preset first temperature ranges to determine the target temperature range to which the real-time temperature belongs; the target temperature range includes: a first temperature point and a second temperature point; a first temperature of the first temperature point is less than a second temperature of the second temperature point; determining a first basic opening corresponding to the first temperature point, and determining a second basic opening corresponding to the second temperature point; inputting the real-time temperature, the first basic opening, the second basic opening, the first temperature, and the second temperature into a pre-constructed damper opening expression to determine the initial damper opening of the defrosting damper; wherein, the damper opening expression is a pre-constructed expression with temperature and basic opening as independent variables and initial damper opening as a dependent variable. Energy consumption data; accumulating the first energy consumption data of each energy unit to obtain the actual energy consumption data.

[0008] In an exemplary embodiment, the opening influence data further includes: real-time humidity, real-time air outlet mode, real-time control mode, and real-time sensitivity level; matching the opening influence data with set scene conditions to determine the defrosting scene of the target vehicle includes: matching real-time temperature with temperature conditions to determine a temperature scene, matching real-time humidity with fogging risk conditions to determine a fogging scene, matching real-time air outlet mode with air outlet mode conditions to determine an air outlet scene, matching real-time control mode with control mode conditions to determine a control mode scene, and matching real-time sensitivity level with sensitivity level conditions to determine a sensitivity level scene; fusing the temperature scene, the fogging scene, the air outlet scene, the control mode scene, and the sensitivity level scene to determine the fused scene as the defrosting scene of the target vehicle.

[0009] In an exemplary embodiment, the defrosting scenarios include: a temperature scenario, a fogging scenario, an air outlet scenario, a control mode scenario, and a sensitivity level scenario. The initial damper opening is corrected based on a correction coefficient corresponding to the defrosting scenario to obtain a target damper opening, including: determining a temperature correction coefficient corresponding to the temperature scenario, a fogging correction coefficient corresponding to the fogging scenario, an air outlet correction coefficient corresponding to the air outlet scenario, a mode correction coefficient corresponding to the control mode scenario, and a level correction coefficient corresponding to the sensitivity level scenario; the product of the temperature correction coefficient, the fogging correction coefficient, the air outlet correction coefficient, the mode correction coefficient, the level correction coefficient, and the initial damper opening is determined as the target damper opening.

[0010] In an exemplary embodiment, determining the temperature correction coefficient corresponding to the temperature scenario includes: determining a second temperature range corresponding to the temperature scenario; the second temperature range includes a third temperature point and a fourth temperature point; the third temperature of the third temperature point is less than the fourth temperature of the fourth temperature point; determining a first temperature compensation coefficient corresponding to the third temperature point, and determining a second temperature compensation coefficient corresponding to the fourth temperature point; and determining the temperature correction coefficient based on the real-time temperature, the third temperature, the fourth temperature, the first temperature compensation coefficient, and the second temperature compensation coefficient.

[0011] In an exemplary embodiment, determining the fog correction coefficient corresponding to the fogging scene includes: determining the fog level associated with the fogging scene, and determining the fog correction coefficient corresponding to the fog level as a first fog correction coefficient; determining the humidity range to which the real-time humidity belongs, and determining a second fog correction coefficient based on the humidity range; and determining the fog correction coefficient corresponding to the fogging scene based on the first fog correction coefficient and the second fog correction coefficient.

[0012] In an exemplary embodiment, controlling the defrost damper according to the target damper opening to defrost the target vehicle includes: determining the current damper opening; determining the damper opening difference based on the current damper opening and the target damper opening; determining the motor speed of the defrost damper motor based on the damper opening difference, and driving the motor to operate according to the motor speed to defrost the target vehicle.

[0013] According to another aspect of the embodiments of this application, a vehicle defrosting control device is also provided, comprising: an acquisition module, configured to acquire opening influence data of a target vehicle in response to a defrosting control command; wherein the opening influence data refers to data that affects the opening of the defrosting damper of the target vehicle; a determination module, configured to determine an initial damper opening of the defrosting damper based on the opening influence data, and to match the opening influence data with set scene conditions to determine a defrosting scene of the target vehicle; a correction module, configured to correct the initial damper opening based on a correction coefficient corresponding to the defrosting scene to obtain a target damper opening; and a control module, configured to control the defrosting damper according to the target damper opening to perform defrosting treatment on the target vehicle.

[0014] According to another aspect of the embodiments of this application, a computer-readable storage medium is also provided, wherein a computer program is stored in the computer-readable storage medium, and the computer program is configured to execute the above-described defrosting control method for the vehicle when it is run.

[0015] According to another aspect of the embodiments of this application, an electronic device is also provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the above-described vehicle defrosting control method through the computer program.

[0016] According to another aspect of the embodiments of this application, a computer program product is also provided, including a computer program that, when executed by a processor, implements the steps of the methods described in various embodiments of this application.

[0017] In this embodiment, the opening influence data of the target vehicle is obtained, and then the initial damper opening is determined based on the opening influence data. Further, the opening influence data is matched with scene conditions to determine the defrosting scene, and the initial damper opening is corrected using the correction coefficient corresponding to the defrosting scene. This allows the initial damper opening to be adjusted according to the defrosting scene to obtain the target damper opening, and then the defrosting damper is controlled based on the target damper opening. This control avoids the problem in related solutions where direct table lookup based on ambient temperature fails to adapt to the actual defrosting scene of the vehicle, resulting in poor defrosting performance. Attached Figure Description

[0018] 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.

[0019] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is a schematic diagram of the hardware environment for an optional vehicle defrosting control method according to an embodiment of this application;

[0021] Figure 2 This is one of the flowcharts of an optional vehicle defrosting control method according to an embodiment of this application;

[0022] Figure 3 This is a second flowchart of an optional vehicle defrosting control method according to an embodiment of this application;

[0023] Figure 4 This is one of the optional fitting relationship diagrams according to an embodiment of this application;

[0024] Figure 5 This is a third flowchart of an optional vehicle defrosting control method according to an embodiment of this application;

[0025] Figure 6 This is a flowchart of an optional vehicle defrosting control method according to an embodiment of this application;

[0026] Figure 7 This is a second optional fitting relationship diagram according to an embodiment of this application;

[0027] Figure 8 This is a structural block diagram of an optional vehicle defrosting control device according to an embodiment of this application. Detailed Implementation

[0028] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0029] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data used in this way can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0030] The methods and embodiments provided in this application can be executed in electronic devices or similar computing devices. Taking running on an electronic device as an example, Figure 1 This is a hardware structure block diagram of the electronic device for the vehicle defrosting control method according to an embodiment of this application. For example... Figure 1 As shown, an electronic device may include one or more ( Figure 1Only one is shown in the image. A processor 102 (which may include, but is not limited to, a microprocessor unit (MPU) or a programmable logic device (PLD)) and a memory 104 for storing data are also shown. In one exemplary embodiment, the electronic device may further include a transmission device 106 for communication functions and an input / output device 108. Those skilled in the art will understand that… Figure 1 The structure shown is for illustrative purposes only and does not limit the structure of the electronic device described above. For example, the electronic device may also include components that are more... Figure 1 The more or fewer components shown, or having the same Figure 1 Equivalent functions or ratios shown Figure 1 The functions shown have more different configurations.

[0031] The memory 104 can be used to store computer programs, such as application software programs and modules, like the computer program corresponding to the vehicle defrosting control method in this embodiment. The processor 102 executes various functional applications and data processing by running the computer program stored in the memory 104, thereby implementing the aforementioned method. The memory 104 may include high-speed random access memory and may also include non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some instances, the memory 104 may further include memory remotely located relative to the processor 102, and these remote memories can be connected to electronic devices via a network. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.

[0032] The transmission device 106 is used to receive or send data via a network. Specific examples of the network described above may include a wireless network provided by a communication provider of the electronic device. In one example, the transmission device 106 includes a Network Interface Controller (NIC), which can connect to other network devices via a base station to communicate with the Internet. In another example, the transmission device 106 may be a Radio Frequency (RF) module used for wireless communication with the Internet.

[0033] To address the aforementioned problems, this embodiment provides a vehicle defrosting control method, applied to an electronic device, specifically a controller for the target vehicle; see reference. Figure 2 The diagram shows a flowchart of a vehicle defrosting control method, which includes the following steps S202-S208:

[0034] Step S202: In response to the defrost control command, acquire the opening influence data of the target vehicle; wherein, the opening influence data refers to the data that affects the opening of the defrost damper of the target vehicle.

[0035] It should be noted that the defrost control command refers to the logic signal received by the controller that instructs the target vehicle to enter defrost or defog mode. The defrost control command can be triggered manually by the user or automatically by the vehicle. For example, the controller may trigger the defrost control command if it determines that defrosting is necessary based on data collected from the vehicle's humidity sensor, vehicle interior temperature sensor, and exterior temperature sensor. The opening influence data refers to the set of real-time data collected from various vehicle sensors, user input interfaces, and system status modules after receiving the defrost control command, used to determine the target opening degree of the defrost damper of the target vehicle.

[0036] Step S204: Determine the initial damper opening of the defrost damper based on the opening influence data, and match the opening influence data with the set scenario conditions to determine the defrost scenario of the target vehicle.

[0037] Understandably, after acquiring the opening influence data, the initial damper opening of the defrost damper can be determined based on this data. The initial damper opening refers to the theoretically achievable basic opening percentage of the defrost damper to meet minimum defrosting requirements. Scenario conditions are a predefined set of thresholds, intervals, or enumerations that can be used to measure real-time opening influence data, thereby mapping this data to identifiable operating scenarios. A defrost scenario is a standardized operating condition label formed through multi-dimensional parameter mapping based on the vehicle's current real-time operating status and user configuration. A defrost scenario is a set of states composed of five dimensions: temperature range, fogging level, airflow direction, control source, and sensitivity preference.

[0038] For example, the heating efficiency of the target vehicle's heat pump air conditioning system varies significantly with temperature (such as ambient temperature). In low-temperature environments, the heat pump's heating capacity decreases, requiring a larger airflow to compensate for the insufficient heat carried by the air per unit volume; while in high-temperature environments, the heat pump is highly efficient, and a smaller airflow is sufficient for defrosting. Therefore, the initial damper opening can be determined based on the real-time temperature (such as real-time ambient temperature) included in the opening influence data to ensure that the initial damper opening matches the actual output capacity of the heat pump.

[0039] Step S206: Correct the initial damper opening based on the correction coefficient corresponding to the defrosting scenario to obtain the target damper opening;

[0040] Specifically, after determining the initial damper opening and the defrosting scenario, a weighted coupling algorithm can be executed to calculate the final target damper opening. That is, the initial damper opening is corrected by the correction coefficient corresponding to the defrosting scenario to obtain the target damper opening.

[0041] Step S208: Control the defrost damper according to the target damper opening to defrost the target vehicle.

[0042] Steps S202-S208 above involve acquiring the opening influence data of the target vehicle, determining the initial damper opening based on this data, and further matching the opening influence data with scenario conditions to determine the defrosting scenario. The initial damper opening is then corrected using a correction coefficient corresponding to the defrosting scenario, allowing the damper opening to be adjusted according to the defrosting scenario to obtain the target damper opening. Finally, the defrosting damper is controlled based on this target opening. This control method avoids the problem of directly looking up ambient temperature data in related solutions, which fails to adapt to the actual defrosting scenario of the vehicle, resulting in poor defrosting performance.

[0043] In some exemplary embodiments, the opening influence data includes: real-time temperature; determining the initial damper opening of the defrost damper based on the opening influence data includes: matching the real-time temperature with a plurality of preset first temperature ranges to determine the target temperature range to which the real-time temperature belongs; the target temperature range includes: a first temperature point and a second temperature point; a first temperature point being less than a second temperature point; determining a first basic opening corresponding to the first temperature point and a second basic opening corresponding to the second temperature point; inputting the real-time temperature, the first basic opening, the second basic opening, the first temperature, and the second temperature into a pre-constructed damper opening expression to determine the initial damper opening of the defrost damper; wherein, the damper opening expression is a pre-constructed expression with temperature and basic opening as independent variables and the initial damper opening as a dependent variable.

[0044] Specifically, the real-time temperature can be compared with multiple pre-stored first temperature ranges to locate the target temperature range to which the real-time temperature belongs. The target temperature range can include: a first temperature point and a second temperature point. Further, according to a pre-stored calibration mapping table, the first basic opening corresponding to the first temperature point and the second basic opening corresponding to the second temperature point are retrieved respectively. The first basic opening and the second basic opening represent the physical basic air volume required to account for the reduction in heat pump heating efficiency at a specific temperature. The real-time temperature, the first basic opening, the second basic opening, the first temperature, and the second temperature are input into a pre-constructed damper opening expression. The damper opening expression can be a linear interpolation expression, which uses temperature and basic opening as independent variables to calculate the initial damper opening.

[0045] For example, the expression for the damper opening is as follows: Pbase =P1+(T amb -T1) (P2-P1) / (T2-T1). Where, P base P1 refers to the initial damper opening; P2 refers to the first basic opening; T refers to the second basic opening; T refers to the initial damper opening. amb T1 refers to the real-time temperature; T2 refers to the first temperature; T2 refers to the second temperature.

[0046] In the above embodiments, by interpolating based on real-time temperature, it is possible to accurately compensate for insufficient heat output caused by low heat pump efficiency at low temperatures, or to avoid excessive airflow at high temperatures. This ensures that the basic airflow matches the actual output capacity of the heat pump at different temperatures, fundamentally solving the problems of slow defrosting at low temperatures and high energy consumption at high temperatures.

[0047] In an exemplary embodiment, the opening influence data further includes: real-time humidity, real-time air outlet mode, real-time control mode, and real-time sensitivity level; matching the opening influence data with set scene conditions to determine the defrosting scene of the target vehicle includes: matching real-time temperature with temperature conditions to determine a temperature scene, matching real-time humidity with fogging risk conditions to determine a fogging scene, matching real-time air outlet mode with air outlet mode conditions to determine an air outlet scene, matching real-time control mode with control mode conditions to determine a control mode scene, and matching real-time sensitivity level with sensitivity level conditions to determine a sensitivity level scene; fusing the temperature scene, fogging scene, air outlet scene, control mode scene, and sensitivity level scene to determine the fused scene as the defrosting scene of the target vehicle.

[0048] Specifically, when determining the defrosting scenario, multi-dimensional independent matching can be performed, such as temperature scenario matching, fogging scenario matching, airflow scenario matching, control mode scenario matching, and sensitivity scenario matching. For temperature scenario matching, the real-time temperature can be compared with preset temperature threshold ranges (such as -40~-20℃ in extreme cold zones, -20~0℃ in low temperature zones, etc.) to determine the current temperature scenario (such as extreme cold conditions). For fogging scenario matching, the real-time humidity and calculated dew point temperature difference can be compared with preset fogging risk level conditions to determine the current fogging scenario (such as severe fogging). For airflow scenario matching, the user-selected airflow direction (blowing towards the face / blowing towards the feet / blowing towards both the face and feet) can be identified to determine the airflow scenario. For control mode scenario matching, the source of the defrosting command (manual button / automatic algorithm) can be identified to determine the control mode scenario. For sensitivity scenario matching, the user settings (low / medium / high) can be read to determine the sensitivity level scenario.

[0049] Furthermore, the five independent scenarios mentioned above can be combined to generate a unique target vehicle defrosting scenario vector. For example, if the matching results are "extreme cold temperature", "fogging level L3", "blowing mode", "manual control", and "high sensitivity", then the final defrosting scenario determined by fusion is: extreme cold, fogging level L3, blowing mode, manual, and high sensitivity. The fused defrosting scenario serves as an index key, used to accurately look up the corresponding correction coefficient from a pre-stored calibration table, and then calculate the final target damper opening.

[0050] In the above embodiments, this multi-dimensional scene matching enables defrosting control to no longer rely solely on a single temperature or a simple fog / no-fog judgment. Through five-dimensional fusion, various operating conditions are abstracted into standardized scene labels, laying the foundation for achieving efficient defrosting control in the future.

[0051] In an exemplary embodiment, the defrosting scenario includes: a temperature scenario, a fogging scenario, an air outlet scenario, a control mode scenario, and a sensitivity level scenario. The initial damper opening is corrected based on the correction coefficient corresponding to the defrosting scenario to obtain the target damper opening, including: determining the temperature correction coefficient corresponding to the temperature scenario, determining the fogging correction coefficient corresponding to the fogging scenario, determining the air outlet correction coefficient corresponding to the air outlet scenario, determining the mode correction coefficient corresponding to the control mode scenario, and determining the level correction coefficient corresponding to the sensitivity level scenario. The product of the temperature correction coefficient, fogging correction coefficient, air outlet correction coefficient, mode correction coefficient, level correction coefficient, and the initial damper opening is determined as the target damper opening.

[0052] Specifically, based on the initial damper opening, five independent correction coefficients (corresponding to temperature, fogging, airflow, control mode, and sensitivity) can be introduced, and the final target damper opening can be calculated using a multiplicative coupling method. This multiplicative coupling allows for synergistic amplification or suppression effects among the various influencing factors. For example, under conditions of extreme cold (high coefficient) + severe fogging (high coefficient), the opening will amplify exponentially, ensuring rapid response; while under conditions of high temperature + no fog, the opening quickly returns to zero, achieving extreme energy savings.

[0053] For example, the target damper opening can be calculated based on the following formula:

[0054] P cor =P base W amb K fog K mode K air K sen ;

[0055] Among them, P cor The target damper opening; P base Refers to the initial damper opening; W amb Temperature correction factor; K fog K refers to the fogging correction factor. mode Model correction coefficient; K air Indicates the wind correction factor; K sen This refers to the gear shift correction factor.

[0056] For example, under conditions of -25°C, severe fogging, manual mode, face-blowing airflow, and sensitivity not being activated, the current operating scenario is determined to be an extremely cold manual defrosting condition. Accordingly, P base =47.5%, W amb =1.25, K fog =1.2, K mode =1.1, K air =1.1, K sen =1.0. Calculate: P cor =47.5%×1.25×1.2×1.1×1.1×1.0≈86.3%. Output P out =86.3%, at which point the damper can be opened wide for rapid defrosting.

[0057] For example, under conditions of 8°C, slight fogging, automatic mode, face-blowing airflow, and high sensitivity, the current operating scenario is determined to be a humid, automatic, high-sensitivity operating condition. Accordingly, P... base =30%, W amb =1.0, K fog =1.0, K mode =1.0, K air =1.1, K sen =1.1.

[0058] Calculate: P cor =30% × 1.0 × 1.0 × 1.0 × 1.1 × 1.1 = 36.3%. Output P out =36.3%, at this point the defogger can be turned on in advance to prevent the fog from getting worse.

[0059] For example, under the conditions of 30°C, no fog, arbitrary mode, arbitrary air outlet, and arbitrary sensitivity, the current operating scenario is determined to be a high-temperature, fog-free, energy-saving operating condition. Accordingly, K... fog =0, calculate: P cor =0. Output P out =0, at this time the damper is completely closed, and it operates with zero energy consumption.

[0060] For example, under conditions of -15°C temperature, 70% humidity inside the vehicle, automatic mode, airflow to the face, and medium sensitivity, the current operating scenario is determined to be the optimal operating condition for the adaptive algorithm. Accordingly, P... base =35%, W amb =1.05, K fog =1.15, K mode =1.0, K air =1.1, K sen =1.0. Calculate: P cor =35%×1.05×1.15×1.0×1.1×1.0≈46.4%. Output P out =46.4%, at which point continuous adaptive and precise control is possible.

[0061] In an exemplary embodiment, determining the temperature correction coefficient corresponding to a temperature scenario includes: determining a second temperature range corresponding to the temperature scenario; the second temperature range includes a third temperature point and a fourth temperature point; the third temperature of the third temperature point is lower than the fourth temperature of the fourth temperature point; determining a first temperature compensation coefficient corresponding to the third temperature point, and determining a second temperature compensation coefficient corresponding to the fourth temperature point; and determining the temperature correction coefficient based on the real-time temperature, the third temperature, the fourth temperature, the first temperature compensation coefficient, and the second temperature compensation coefficient. Specifically, the current second temperature range can be determined according to the temperature scenario. This range is defined by two calibration temperature points: the third temperature point and the fourth temperature point; according to a preset calibration mapping table, the reference compensation coefficients corresponding to these two calibration temperature points are retrieved respectively: the first temperature compensation coefficient and the second temperature compensation coefficient. Based on the real-time temperature, the third temperature, the fourth temperature, the first temperature compensation coefficient, and the second temperature compensation coefficient, linear interpolation is performed to calculate the temperature correction coefficient under the real-time temperature. Through linear interpolation, the temperature correction coefficient changes continuously and smoothly with the real-time temperature, effectively eliminating the step jump of the control signal and improving the stability of the system and the ride comfort.

[0062] In an exemplary embodiment, determining the fogging correction coefficient corresponding to a fogging scenario includes: determining the fogging level associated with the fogging scenario, and defining the fogging correction coefficient corresponding to the fogging level as the first fogging correction coefficient; determining the humidity range to which the real-time humidity belongs, and determining the second fogging correction coefficient based on the humidity range; and determining the fogging correction coefficient corresponding to the fogging scenario based on the first and second fogging correction coefficients. Thus, the fogging correction coefficient is determined through two dimensions: first, the fogging level based on preset rules (the first fogging correction coefficient), reflecting the macroscopic intensity of defogging demand; and second, the humidity range based on real-time sensor data (the second fogging correction coefficient), reflecting microscopic changes in air moisture content. The final coefficient is derived by fusing the two, ensuring both the clarity and stability of the control logic when the fogging level changes, and enabling precise compensation based on subtle differences in actual humidity at the same level, thus improving the finesse of the control.

[0063] In an exemplary embodiment, the defrosting damper is controlled according to the target damper opening to defrost the target vehicle. This includes: determining the current damper opening; determining the damper opening difference based on the current and target openings; determining the motor speed of the defrosting damper motor based on the damper opening difference; and driving the motor according to the motor speed to defrost the target vehicle. By dynamically adjusting the motor speed based on the damper opening difference, the motor operates rapidly when the damper is far from the target position and slowly when it approaches the target position, achieving a smooth motion curve of fast approach and slow arrival, significantly reducing noise and vibration during damper operation.

[0064] Obviously, the embodiments described above are only some embodiments of this application, and not all embodiments. To better understand the above method and the above vehicle defrosting control scheme, in an optional embodiment, a scheme is also provided for explaining and illustrating the above scheme.

[0065] To address the problem of poor defrosting performance in existing technologies, this application provides a vehicle defrosting control method, such as... Figure 3 The flowchart shown is for the vehicle defrosting control method provided in this application:

[0066] When defrosting control is deemed necessary, real-time data acquisition can be initiated to obtain data on the impact of the damper opening. This data includes, but is not limited to, real-time temperature, real-time humidity, real-time airflow mode, real-time control mode, and real-time sensitivity setting. The target damper opening is then calculated based on this data. When calculating the target damper opening, a base damper opening (initial damper opening) is determined based on the real-time temperature. Correction coefficients are then determined based on the real-time temperature, humidity, airflow mode, control mode, and sensitivity setting. These correction coefficients include temperature correction coefficient, fogging correction coefficient, airflow correction coefficient, mode correction coefficient, and sensitivity setting correction coefficient. The target damper opening is then determined by multiplying these coefficients by the initial damper opening. After determining the target damper opening, an opening limit process can be applied to ensure the target damper opening is between 0% and 100%. Finally, the opening limit is used to control the defrost damper motor, and real-time damper position signals are acquired during the control process. The motor speed is adjusted according to the damper position signals, with reference to... Figure 4 The diagram shows the fitting relationship between the motor control signal and the damper opening. The vertical axis represents the motor control signal, and the horizontal axis represents the damper opening. By adjusting the motor output, the damper opening can be precisely controlled. In this embodiment, the defrost damper is independent of the main mode damper, which can achieve complete decoupling between the defrost damper and the main mode damper. Under defrosting conditions, it does not interfere with the original air outlet mode and heating function in the vehicle, thus improving driving comfort.

[0067] refer to Figure 5 The diagram shown is another flowchart of the vehicle defrosting control method provided in this application: When determining the target damper opening, the vehicle defrosting scenario can be determined by coupling and matching the fogging risk level, control mode, air outlet mode, ambient temperature, and sensitivity level with the corresponding scenario conditions. Subsequently, the initial damper opening can be corrected according to the correction coefficient corresponding to the defrosting scenario to obtain the target damper opening.

[0068] refer to Figure 6 The diagram shown is another flowchart of the vehicle defrosting control method provided in this application: the target damper opening is determined by coupling temperature correction coefficient, fogging correction coefficient, air outlet correction coefficient, mode correction coefficient, gear correction coefficient, and initial damper opening. The temperature correction coefficient can be determined using the following formula: W amb =W1+(T amb -T1) (W2-W1) / (T2-T1) is determined. Where W... amb These refer to temperature correction coefficients; W1 refers to the first temperature compensation coefficient; W2 refers to the second temperature compensation coefficient; T1 and T2 refer to T ambThe two temperature points within the second temperature range where the (real-time temperature) falls. For example... Figure 7 The diagram shows the fitting relationship between ambient temperature and the temperature correction coefficient. The vertical axis represents the correction coefficient, and the horizontal axis represents the ambient temperature. Referring to Table 1, which shows the set temperature compensation table, the temperature correction coefficient can be determined by identifying the temperature range to which the real-time temperature belongs and the corresponding temperature compensation coefficient for that range.

[0069] Table 1

[0070]

[0071] Alternatively, the temperature correction factor can also be determined based on an adaptive weighting function for ambient temperature, as shown in Table 2:

[0072] Table 2

[0073]

[0074] When determining the fogging correction factor, you can refer to Table 3 based on the fogging scenario:

[0075] Table 3

[0076]

[0077] Alternatively, when determining the fogging correction factor, it can be based on Table 4, where RH refers to relative humidity:

[0078] Table 4

[0079]

[0080] When determining the outlet correction factor, you can refer to Table 5 based on the outlet scenario:

[0081] Table 5

[0082]

[0083] When determining the mode correction coefficients, you can refer to Table 6 based on the control mode scenario:

[0084] Table 6

[0085]

[0086] To determine the gear correction coefficient, you can refer to Table 7 based on the sensitivity gear scenario:

[0087] Table 7

[0088]

[0089] The vehicle defogging control method provided in this application can achieve the following: 1. Blind-spot-free operating condition adaptation: Full coverage of five-dimensional parameters, adapting to all scenarios from extreme cold to high temperature, dry to humid, active to automatic, completely solving the problem of missing operating conditions in traditional solutions; 2. Significantly improved control precision: Weighted coupling algorithm enables continuously adjustable opening, improving defrosting efficiency by more than 40%, quickly eliminating fog under extreme conditions, and ensuring driving safety; 3. Optimized driving comfort: Independent decoupled damper design, defrosting does not interfere with in-vehicle heating, preventing sudden temperature drops and direct cold air blowing; 4. Reduced vehicle energy consumption: Graded energy-saving control, L0 level (slight fogging) damper fully closed, weakened opening under high temperature and low fog conditions, reducing air conditioning energy consumption by 15%-20%; 5. Improved stability: Linear interpolation + hysteresis control + closed-loop feedback eliminates damper vibration and abnormal noise, extending the service life of the mechanism; 6. Enhanced user adaptability: Adjustable sensitivity mechanism meets the personalized defogging needs of different regions and users, providing an excellent human-machine interaction experience.

[0090] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods according to the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, or network device, etc.) to execute the methods of the various embodiments of this application.

[0091] This embodiment also provides a vehicle defrosting control device for implementing the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that performs a predetermined function. Although the apparatus described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0092] Figure 8 This is a structural block diagram of a vehicle defrosting control device according to an embodiment of this application; as shown... Figure 8 As shown, it includes:

[0093] The acquisition module 82 is used to acquire the opening influence data of the target vehicle in response to the defrosting control command; wherein, the opening influence data refers to the data that affects the opening of the defrosting damper of the target vehicle;

[0094] The determination module 84 is used to determine the initial damper opening of the defrosting damper based on the opening influence data, and to match the opening influence data with the set scene conditions to determine the defrosting scene of the target vehicle.

[0095] Correction module 86 is used to correct the initial damper opening based on the correction coefficient corresponding to the defrosting scenario to obtain the target damper opening;

[0096] The control module 88 is used to control the defrost damper according to the target damper opening to perform defrosting on the target vehicle.

[0097] The aforementioned device acquires opening influence data of the target vehicle, then determines the initial damper opening based on this data. Further, it matches the opening influence data with scenario conditions to determine the defrosting scenario, and uses a correction coefficient corresponding to the defrosting scenario to correct the initial damper opening. This allows the damper opening to be adjusted according to the defrosting scenario to obtain the target damper opening, which is then controlled based on this target opening. This control method avoids the problem of directly looking up ambient temperature data in related solutions, which fails to adapt to the actual defrosting scenario of the vehicle, resulting in poor defrosting performance.

[0098] In an exemplary embodiment, the opening influence data includes: real-time temperature; the determining module 84 is further configured to match the real-time temperature with a plurality of preset first temperature ranges to determine the target temperature range to which the real-time temperature belongs; the target temperature range includes: a first temperature point and a second temperature point; a first temperature of the first temperature point is less than a second temperature of the second temperature point; determine a first basic opening corresponding to the first temperature point, and determine a second basic opening corresponding to the second temperature point; input the real-time temperature, the first basic opening, the second basic opening, the first temperature, and the second temperature into a pre-constructed damper opening expression to determine the initial damper opening of the defrosting damper; wherein, the damper opening expression is a pre-constructed expression with temperature and basic opening as independent variables and initial damper opening as dependent variable.

[0099] In an exemplary embodiment, the opening influence data further includes: real-time humidity, real-time air outlet mode, real-time control mode, and real-time sensitivity level; the determining module 84 is further configured to match the real-time temperature with temperature conditions to determine a temperature scenario, match the real-time humidity with fogging risk conditions to determine a fogging scenario, match the real-time air outlet mode with air outlet mode conditions to determine an air outlet scenario, match the real-time control mode with control mode conditions to determine a control mode scenario, and match the real-time sensitivity level with sensitivity level conditions to determine a sensitivity level scenario; and fuse the temperature scenario, the fogging scenario, the air outlet scenario, the control mode scenario, and the sensitivity level scenario to determine the fused scenario as the defrosting scenario for the target vehicle.

[0100] In an exemplary embodiment, the defrosting scenarios include: a temperature scenario, a fogging scenario, an air outlet scenario, a control mode scenario, and a sensitivity level scenario; the correction module 86 is further configured to determine a temperature correction coefficient corresponding to the temperature scenario, a fogging correction coefficient corresponding to the fogging scenario, an air outlet correction coefficient corresponding to the air outlet scenario, a mode correction coefficient corresponding to the control mode scenario, and a level correction coefficient corresponding to the sensitivity level scenario; and to determine the target damper opening by multiplying the temperature correction coefficient, the fogging correction coefficient, the air outlet correction coefficient, the mode correction coefficient, the level correction coefficient, and the initial damper opening.

[0101] In an exemplary embodiment, the correction module 86 is further configured to determine a second temperature range corresponding to the temperature scenario; the second temperature range includes a third temperature point and a fourth temperature point; the third temperature of the third temperature point is less than the fourth temperature of the fourth temperature point; determine a first temperature compensation coefficient corresponding to the third temperature point, and determine a second temperature compensation coefficient corresponding to the fourth temperature point; and determine a temperature correction coefficient based on the real-time temperature, the third temperature, the fourth temperature, the first temperature compensation coefficient, and the second temperature compensation coefficient.

[0102] In an exemplary embodiment, the correction module 86 is further configured to determine the fog level associated with the fogging scene, determine the fog correction coefficient corresponding to the fog level as the first fog correction coefficient; determine the humidity range to which the real-time humidity belongs, determine the second fog correction coefficient based on the humidity range; and determine the fog correction coefficient corresponding to the fogging scene based on the first fog correction coefficient and the second fog correction coefficient.

[0103] In an exemplary embodiment, the control module 88 is further configured to determine the current damper opening of the defrost damper; determine the damper opening difference based on the current damper opening and the target damper opening; determine the motor speed of the defrost damper motor based on the damper opening difference; and drive the motor to operate according to the motor speed to perform defrosting on the target vehicle.

[0104] Embodiments of this application also provide a storage medium including a stored program, wherein the program executes any of the methods described above when it is run.

[0105] Optionally, in this embodiment, the storage medium may be configured to store program code for performing the following steps:

[0106] S1, in response to the defrosting control command, acquire the opening influence data of the target vehicle; wherein, the opening influence data refers to the data that affects the opening of the defrosting damper of the target vehicle;

[0107] S2, determine the initial opening of the defrosting damper based on the opening influence data, and match the opening influence data with the set scenario conditions to determine the defrosting scenario of the target vehicle;

[0108] S3, the initial damper opening is corrected based on the correction coefficient corresponding to the defrosting scenario to obtain the target damper opening;

[0109] S4, control the defrosting damper according to the target damper opening to perform defrosting on the target vehicle.

[0110] Embodiments of this application also provide an electronic device including a memory and a processor, wherein the memory stores a computer program and the processor is configured to run the computer program to perform the steps in any of the above method embodiments.

[0111] Optionally, the electronic device may further include a transmission device and an input / output device, wherein the transmission device is connected to the processor and the input / output device is connected to the processor.

[0112] Optionally, in this embodiment, the processor can be configured to perform the following steps via a computer program:

[0113] S1, in response to the defrosting control command, acquire the opening influence data of the target vehicle; wherein, the opening influence data refers to the data that affects the opening of the defrosting damper of the target vehicle;

[0114] S2, determine the initial opening of the defrosting damper based on the opening influence data, and match the opening influence data with the set scenario conditions to determine the defrosting scenario of the target vehicle;

[0115] S3, the initial damper opening is corrected based on the correction coefficient corresponding to the defrosting scenario to obtain the target damper opening;

[0116] S4, control the defrosting damper according to the target damper opening to perform defrosting on the target vehicle.

[0117] Optionally, in this embodiment, the storage medium may include, but is not limited to, various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0118] Embodiments of this application also provide a computer program product, including a non-volatile computer-readable storage medium storing the computer program product, wherein the computer program, when executed by a processor, implements the steps of the methods described in various embodiments of this application.

[0119] Optionally, in this embodiment, the computer program described above can be configured to perform the following steps when executed by a processor:

[0120] S1, in response to the defrosting control command, acquire the opening influence data of the target vehicle; wherein, the opening influence data refers to the data that affects the opening of the defrosting damper of the target vehicle;

[0121] S2, determine the initial opening of the defrosting damper based on the opening influence data, and match the opening influence data with the set scenario conditions to determine the defrosting scenario of the target vehicle;

[0122] S3, the initial damper opening is corrected based on the correction coefficient corresponding to the defrosting scenario to obtain the target damper opening;

[0123] S4, control the defrosting damper according to the target damper opening to perform defrosting on the target vehicle.

[0124] Optionally, specific examples in this embodiment can refer to the examples described in the above embodiments and optional implementations, and will not be repeated here.

[0125] Obviously, those skilled in the art should understand that the modules or steps of this application described above can be implemented using general-purpose computing devices. They can be centralized on a single computing device or distributed across a network of multiple computing devices. Optionally, they can be implemented using computer-executable program code, thereby storing them in a storage device for execution by a computing device. In some cases, the steps shown or described can be performed in a different order than those presented here, or they can be fabricated as separate integrated circuit modules, or multiple modules or steps can be fabricated as a single integrated circuit module. Thus, this application is not limited to any particular combination of hardware and software.

[0126] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the principles of this application should be included within the protection scope of this application.

Claims

1. A defrosting control method for a vehicle, characterized in that, include: In response to a defrost control command, the system acquires opening influence data for the target vehicle; wherein, the opening influence data refers to data that affects the opening of the defrost damper of the target vehicle; the opening influence data also includes: real-time humidity, real-time air outlet mode, real-time control mode, and real-time sensitivity level; The initial opening of the defrosting damper is determined based on the opening influence data, and the opening influence data is matched with the set scene conditions to determine the defrosting scene of the target vehicle. The initial damper opening is corrected based on the correction coefficient corresponding to the defrosting scenario to obtain the target damper opening; The defrosting damper is controlled according to the target damper opening to perform defrosting on the target vehicle; The opening degree influence data is matched with the set scene conditions to determine the defrosting scene of the target vehicle, including: The following steps are taken to determine the temperature scenario: matching real-time temperature with temperature conditions; matching real-time humidity with fogging risk conditions; matching real-time air outlet mode with air outlet mode conditions; matching real-time control mode with control mode conditions; and matching real-time sensitivity level with sensitivity level conditions to determine sensitivity level scenario. By integrating the temperature scenario, the fogging scenario, the air venting scenario, the control mode scenario, and the sensitivity setting scenario, the integrated scenario is determined as the defrosting scenario for the target vehicle.

2. The method according to claim 1, characterized in that, The opening influence data includes: real-time temperature; determining the initial damper opening of the defrost damper based on the opening influence data includes: The real-time temperature is matched with a plurality of preset first temperature ranges to determine the target temperature range to which the real-time temperature belongs; the target temperature range includes: a first temperature point and a second temperature point; the first temperature of the first temperature point is lower than the second temperature of the second temperature point; Determine the first basic opening degree corresponding to the first temperature point, and determine the second basic opening degree corresponding to the second temperature point; The real-time temperature, the first basic opening, the second basic opening, the first temperature, and the second temperature are input into a pre-constructed damper opening expression to determine the initial damper opening of the defrosting damper; wherein, the damper opening expression is a pre-constructed expression with temperature and basic opening as independent variables and initial damper opening as dependent variable.

3. The method according to claim 1, characterized in that, The defrosting scenarios include: temperature scenario, fogging scenario, air outlet scenario, control mode scenario, and sensitivity level scenario; the initial damper opening is corrected based on the correction coefficient corresponding to the defrosting scenario to obtain the target damper opening, including: Determine the temperature correction coefficient corresponding to the temperature scenario, the fogging correction coefficient corresponding to the fogging scenario, the air outlet correction coefficient corresponding to the air outlet scenario, the mode correction coefficient corresponding to the control mode scenario, and the gear correction coefficient corresponding to the sensitivity gear scenario. The target damper opening is determined by multiplying the temperature correction coefficient, the fogging correction coefficient, the air outlet correction coefficient, the mode correction coefficient, the gear correction coefficient, and the initial damper opening.

4. The method according to claim 3, characterized in that, Determining the temperature correction factor corresponding to the temperature scenario includes: A second temperature range corresponding to the temperature scenario is determined; the second temperature range includes a third temperature point and a fourth temperature point; the third temperature of the third temperature point is less than the fourth temperature of the fourth temperature point. Determine a first temperature compensation coefficient corresponding to the third temperature point, and determine a second temperature compensation coefficient corresponding to the fourth temperature point; The temperature correction coefficient is determined based on the real-time temperature, the third temperature, the fourth temperature, the first temperature compensation coefficient, and the second temperature compensation coefficient.

5. The method according to claim 3, characterized in that, Determining the fogging correction coefficient corresponding to the fogging scenario includes: Determine the fog level associated with the fogging scene, and determine the fog correction coefficient corresponding to the fog level as the first fog correction coefficient; Determine the humidity range to which the real-time humidity belongs, and determine a second fogging correction factor based on the humidity range; The fogging correction coefficient corresponding to the fogging scenario is determined based on the first fogging correction coefficient and the second fogging correction coefficient.

6. The method according to claim 1, characterized in that, Controlling the defrosting damper according to the target damper opening to perform defrosting on the target vehicle includes: Determine the current opening degree of the defrosting damper; The damper opening difference is determined based on the current damper opening and the target damper opening. The motor speed of the defrosting damper is determined based on the damper opening difference, and the motor is driven to operate according to the motor speed to perform defrosting on the target vehicle.

7. A defrosting control device for a vehicle, characterized in that, The device includes: The acquisition module is used to acquire the opening influence data of the target vehicle in response to the defrost control command; wherein, the opening influence data refers to the data that affects the opening of the defrost damper of the target vehicle; the opening influence data also includes: real-time humidity, real-time air outlet mode, real-time control mode, and real-time sensitivity level; The determination module is used to determine the initial opening of the defrosting damper based on the opening influence data, and to match the real-time temperature with temperature conditions to determine a temperature scenario, the real-time humidity with fogging risk conditions to determine a fogging scenario, the real-time air outlet mode with air outlet mode conditions to determine an air outlet scenario, the real-time control mode with control mode conditions to determine a control mode scenario, and the real-time sensitivity level with sensitivity level conditions to determine a sensitivity level scenario; and to fuse the temperature scenario, the fogging scenario, the air outlet scenario, the control mode scenario, and the sensitivity level scenario to determine the fused scenario as the defrosting scenario for the target vehicle. The correction module is used to correct the initial damper opening based on the correction coefficient corresponding to the defrosting scenario to obtain the target damper opening. The control module is used to control the defrost damper according to the target damper opening to perform defrosting on the target vehicle.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored program, wherein the program, when executed, performs the method according to any one of claims 1 to 6.

9. An electronic device comprising a memory and a processor, characterized in that, The memory stores a computer program, and the processor is configured to execute the method described in any one of claims 1 to 6 through the computer program.

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