A vehicle control method, a vehicle, and a storage medium

Abstract

The application discloses a vehicle control method, a vehicle and a storage medium, to improve the accuracy of defrosting detection. The application receives the probe light intensity reflected by the target area of the vehicle; and when it is determined that defrosting operation is needed according to the probe light intensity and the preset reference light intensity, the defrosting operation is performed. In the embodiment of the application, the defrosting operation is determined by receiving the probe light intensity reflected by the target area and comparing it with the preset reference light intensity, which significantly improves the reliability and accuracy of frost detection, is not affected by severe weather conditions, does not require complex image processing algorithms, can quickly and accurately judge the real frost condition of the glass surface, avoid energy waste caused by excessive defrosting, and at the same time ensure clear driving vision and improve driving safety.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a vehicle control method, a vehicle, and a storage medium. Background Technology

[0002] Current vehicle defrosting technologies primarily rely on thermal heating or image recognition methods. Thermal heating typically takes a long time to melt frost, impacting driving efficiency and consuming significant energy. While image recognition-based intelligent defrosting systems can automatically determine frost conditions, their accuracy drops drastically under adverse weather conditions (such as heavy snow or dense fog), leading to false alarms or missed alarms and an inability to reliably determine the true frost condition on the glass surface. Furthermore, these systems often require complex image processing algorithms and substantial computing resources, increasing system complexity and cost. Summary of the Invention

[0003] In view of this, this application provides a vehicle control method, a vehicle, and a storage medium to improve the accuracy of defrost detection.

[0004] In a first aspect, embodiments of this application provide a vehicle control method applied to a vehicle, the method comprising: Receive the intensity of the probe light reflected back from the target area of ​​the vehicle; When it is determined that defrosting is required based on the detected light intensity and the preset reference light intensity, the defrosting operation is performed.

[0005] In this embodiment, the defrosting operation is determined by receiving the intensity of the probe light reflected back from the target area and comparing it with the quasi-light intensity of a preset base. This significantly improves the reliability and accuracy of frost detection, is unaffected by adverse weather conditions, requires no complex image processing algorithms, and can quickly and accurately determine the actual frost condition on the glass surface. This avoids energy waste caused by excessive defrosting, while ensuring clear driving visibility and improving driving safety.

[0006] In some possible embodiments, determining the need for defrosting based on the detected light intensity and a preset reference light intensity includes: Determine the intensity difference between the reference light intensity and the probe light intensity; If the light intensity difference is greater than the first light intensity error corresponding to the reference light intensity, then it is determined that a defrosting operation is required.

[0007] In some possible embodiments, the method further includes: If the light intensity difference is less than or equal to the first light intensity error, then it is determined whether the detected light intensity is greater than the reference light intensity. If the detected light intensity is greater than the reference light intensity, then the reference light intensity is updated using the detected light intensity.

[0008] In some possible embodiments, after updating the reference light intensity using the probed light intensity, the method further includes: The first light intensity error is updated based on the updated reference light intensity.

[0009] In some possible embodiments, performing the defrosting operation includes: If the light intensity difference is greater than the first light intensity error corresponding to the reference light intensity and less than or equal to the second light intensity error corresponding to the reference light intensity, then the first defrosting operation is performed. If the light intensity difference is greater than the second light intensity error, then the second defrosting operation is performed; The defrosting intensity of the second defrosting operation is greater than that of the first defrosting operation.

[0010] In some possible embodiments, prior to performing the defrosting operation, the method further includes: If the vehicle is stationary, a first notification is sent to the terminal device associated with the vehicle. The first prompt is used to indicate whether a defrosting operation is required.

[0011] In some possible embodiments, before receiving the probe light intensity reflected back from the target area of ​​the vehicle, the method further includes: The frost risk threshold is determined based on the obtained interior and exterior temperatures of the vehicle. The dew point temperature is obtained based on the acquired environmental information of the vehicle. The frost risk value is obtained based on the dew point temperature. The receiving of the detection light intensity reflected back from the target area of ​​the vehicle includes: If the frost risk value is greater than the frost risk threshold, then the detection light intensity reflected back from the target area of ​​the vehicle is received.

[0012] In some possible embodiments, determining the frosting risk threshold based on the obtained interior and exterior temperatures of the vehicle includes: The temperature difference between the inside and outside of the vehicle is obtained based on the temperature inside the vehicle and the temperature outside the vehicle. If the temperature difference between the inside and outside of the vehicle is greater than the preset temperature difference value, the frosting risk threshold is obtained based on the thermal conductivity of the target area and the temperature difference between the inside and outside of the vehicle. If the temperature difference between the inside and outside of the vehicle is less than or equal to the preset temperature difference value, then the frost risk threshold is the preset risk value.

[0013] In some possible embodiments, obtaining the frosting risk value based on the dew point temperature includes: The air temperature-dew point difference is obtained based on the dew point temperature and the outside temperature. The frost risk value is obtained based on the air temperature-dew point difference and the temperature difference between the inside and outside of the vehicle.

[0014] Secondly, embodiments of this application provide a vehicle control device applied to a vehicle, the device comprising: The receiving module is used to receive the intensity of the probe light reflected back from the target area of ​​the vehicle; The defrosting module is used to perform the defrosting operation when it is determined that a defrosting operation is required based on the detected light intensity and the preset reference light intensity.

[0015] In some possible embodiments, the defrosting module is specifically used for: Determine the intensity difference between the reference light intensity and the probe light intensity; If the light intensity difference is greater than the first light intensity error corresponding to the reference light intensity, then it is determined that a defrosting operation is required.

[0016] In some possible embodiments, the defrosting module is also used for: If the light intensity difference is less than or equal to the first light intensity error, then it is determined whether the detected light intensity is greater than the reference light intensity. If the detected light intensity is greater than the reference light intensity, then the reference light intensity is updated using the detected light intensity.

[0017] In some possible embodiments, the defrosting module is also used for: The first light intensity error is updated based on the updated reference light intensity.

[0018] In some possible embodiments, the defrosting module is specifically used for: If the light intensity difference is greater than the first light intensity error corresponding to the reference light intensity and less than or equal to the second light intensity error corresponding to the reference light intensity, then the first defrosting operation is performed. If the light intensity difference is greater than the second light intensity error, then the second defrosting operation is performed; The defrosting intensity of the second defrosting operation is greater than that of the first defrosting operation.

[0019] In some possible embodiments, the defrosting module is also used for: If the vehicle is stationary, a first notification is sent to the terminal device associated with the vehicle. The first prompt is used to indicate whether a defrosting operation is required.

[0020] In some possible embodiments, the defrosting module is also used for: The frost risk threshold is determined based on the obtained interior and exterior temperatures of the vehicle. The dew point temperature is obtained based on the acquired environmental information of the vehicle. The frost risk value is obtained based on the dew point temperature. The receiving of the detection light intensity reflected back from the target area of ​​the vehicle includes: If the frost risk value is greater than the frost risk threshold, then the detection light intensity reflected back from the target area of ​​the vehicle is received.

[0021] In some possible embodiments, the defrosting module is specifically used for: The temperature difference between the inside and outside of the vehicle is obtained based on the temperature inside the vehicle and the temperature outside the vehicle. If the temperature difference between the inside and outside of the vehicle is greater than the preset temperature difference value, the frosting risk threshold is obtained based on the thermal conductivity of the target area and the temperature difference between the inside and outside of the vehicle. If the temperature difference between the inside and outside of the vehicle is less than or equal to the preset temperature difference value, then the frost risk threshold is the preset risk value.

[0022] In some possible embodiments, the defrosting module is specifically used for: The air temperature-dew point difference is obtained based on the dew point temperature and the outside temperature. The frost risk value is obtained based on the air temperature-dew point difference and the temperature difference between the inside and outside of the vehicle.

[0023] Thirdly, another embodiment of this application also provides a vehicle, the vehicle including: a light emitter, a light receiver, and a processor; The light emitter is used to emit light; The light receiver is used to receive the intensity of the detection light reflected back from the target area of ​​the vehicle; The processor is used to execute the defrosting operation when it determines that a defrosting operation is required based on the detected light intensity and the preset reference light intensity.

[0024] Fourthly, another embodiment of this application provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program for causing a computer to perform any of the methods provided in the first aspect of this application.

[0025] Other features and advantages of this application will be set forth in the following description and will be apparent in part from the description or may be learned by practicing the application. The objectives and other advantages of this application may be realized and obtained by means of the structures particularly pointed out in the written description and the accompanying drawings. Attached Figure Description

[0026] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0027] Figure 1 This is a schematic diagram of the overall process of a vehicle control method provided in an embodiment of this application; Figure 2 A schematic flowchart illustrating a vehicle control method for determining whether a defrosting operation is required, provided in an embodiment of this application; Figure 3 A schematic diagram illustrating the update process of the root reference light intensity in a vehicle control method provided in this application embodiment; Figure 4 A schematic diagram illustrating the process of determining whether frost has formed based on dew point temperature in a vehicle control method provided in this application embodiment; Figure 5 A schematic flowchart illustrating the determination of an frost risk threshold in a vehicle control method provided in this application embodiment; Figure 6 A schematic diagram of the overall process of a vehicle control method provided in an embodiment of this application; Figure 7 A schematic diagram of an apparatus for a vehicle control method provided in an embodiment of this application; Figure 8 This is a schematic diagram of an electronic device for a vehicle control method provided in an embodiment of this application. Detailed Implementation

[0028] To better understand the technical solution of this application, the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0029] It should be understood that the described embodiments are merely some, not all, of the embodiments in this application. All other embodiments obtained by those skilled in the art based on the embodiments in this application without inventive effort are within the scope of protection of this application.

[0030] The terminology used in the embodiments of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of this application. The singular forms “a,” “the,” and “the” used in the embodiments of this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.

[0031] It should be understood that the term "and / or" used in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0032] Current vehicle defrosting technologies primarily rely on thermal heating or image recognition methods. Thermal heating typically takes a long time to melt frost, impacting driving efficiency and consuming significant energy. While image recognition-based intelligent defrosting systems can automatically determine frost conditions, their accuracy drops drastically under adverse weather conditions (such as heavy snow or dense fog), leading to false alarms or missed alarms and an inability to reliably determine the true frost condition on the glass surface. Furthermore, these systems often require complex image processing algorithms and substantial computing resources, increasing system complexity and cost.

[0033] To address the aforementioned problems, this application provides a vehicle control method, a vehicle, and a storage medium to solve these problems. The inventive concept of this application can be summarized as follows: receiving the intensity of a detection light reflected from a target area of ​​the vehicle; and, when it is determined that a defrosting operation is required based on the detection light intensity and a preset reference light intensity, performing the defrosting operation.

[0034] In this embodiment, the defrosting operation is determined by receiving the intensity of the probe light reflected back from the target area and comparing it with the quasi-light intensity of a preset base. This significantly improves the reliability and accuracy of frost detection, is unaffected by adverse weather conditions, requires no complex image processing algorithms, and can quickly and accurately determine the actual frost condition on the glass surface. This avoids energy waste caused by excessive defrosting, while ensuring clear driving visibility and improving driving safety.

[0035] For ease of understanding, the vehicle control method provided in this application embodiment will be described in detail below with reference to the accompanying drawings: like Figure 1 The diagram shown is an overall flowchart of a vehicle control method with a vehicle as the execution subject, provided in an embodiment of this application. In step 101: Receive the intensity of the probe light reflected back from the target area of ​​the vehicle.

[0036] In this embodiment of the application, the target area refers to the key glass surface area on the vehicle that needs to be monitored for frost, including but not limited to: the windshield, side windows or rear windows, etc., which are prone to frost and affect the driver's vision.

[0037] In some possible embodiments, a light emitter and a receiver need to be set in the target area, and the target area is covered by an optical detection path formed by the light emitter and the receiver; the light emitted by the light emitter enters the interior of the area at an angle exceeding the critical angle and propagates through total internal reflection at the glass-air interface.

[0038] When the target area is free of frost, light is completely reflected. However, when frost is present, the difference in refractive index of the frost layer disrupts the conditions for total internal reflection, causing a change in the light intensity measured by the receiver. Therefore, by monitoring the changes in light intensity in the target area, the actual frost condition on the glass surface can be accurately determined.

[0039] For example, the light emitter is a device that emits invisible light, such as light with a wavelength range of 780nm to 2500nm. Light in this wavelength range is invisible to the human eye and has good penetrability to glass, enabling effective total internal reflection detection inside the windshield. For example, the light emitter can be an infrared light emitter, a near-infrared light emitter, etc.

[0040] The principle is explained below: The reference light intensity is denoted as The relationship between the detected light intensity and the reference light intensity can be expressed as Equation 1: , (Formula 1) in, To detect light intensity, This is the equivalent attenuation coefficient for frost. This refers to the area covered by frost.

[0041] According to Formula 1, the relative attenuation rate between the probe light intensity and the reference light intensity can be obtained as shown in Formula 2, where: , (Formula 2) in, This represents the relative decay rate.

[0042] As can be seen from Formula 2, the light intensity attenuation rate increases with the increase of the frost area.

[0043] Let the first light intensity error be denoted as The relationship between the first light intensity error and the reference light intensity is shown in Formula 3: , (Formula 3) in, For the pre-set scaling factor, The reflectance of the vehicle's glass surface (a fixed value, for example: Fresnel reflection when dry, approximately 4%). The light absorption coefficient of glass. The thickness of the glass.

[0044] According to Formula 3, there is a positive proportional relationship between the first light intensity error and the reference light intensity, and the first light intensity error is determined by the reference light intensity.

[0045] Based on formulas 2 and 3, we can obtain formula 4: , (Formula 4) in, The second light intensity error is shown in Formula 4. It can be seen that the light intensity difference can be compared with the light intensity error to determine whether frost has formed.

[0046] In step 102: When it is determined that defrosting is required based on the detected light intensity and the preset reference light intensity, the defrosting operation is performed.

[0047] In this embodiment, the real-time received detection light intensity is dynamically compared with the pre-calibrated reference light intensity in a frost-free state to determine whether there is a frost layer on the glass surface. The glass automatically triggers the defrosting device to start the workflow, achieving precise defrosting decisions based on physical optics principles without manual intervention.

[0048] To facilitate a further understanding of the vehicle control method provided in the embodiments of this application, the following will describe the above-mentioned method. Figure 1 Further explanation: In some possible embodiments, determining whether a defrosting operation is needed can be implemented as follows: Figure 2 The process shown is as follows: In step 201: Determine the light intensity difference between the reference light intensity and the probe light intensity.

[0049] In this embodiment of the application, the intensity of the probe light reflected from the target area is collected in real time by the receiver and compared with the reference light intensity determined in advance in the frost-free state. The intensity difference between the two is calculated. The intensity difference quantifies the degree of damage of the frost layer to the total internal reflection light path. The larger the intensity difference, the wider the frost coverage area and the thicker the frost, thus providing a precise physical quantity basis for whether to start defrosting.

[0050] In step 202: Determine whether the light intensity difference is greater than the first light intensity error corresponding to the reference light intensity; if it is greater, proceed to step 203, otherwise proceed to step 204.

[0051] In this embodiment of the application, the first light intensity error represents the normal fluctuation range of light intensity in a frost-free state. If the light intensity difference exceeds the first light intensity error, it indicates that the detected light intensity change has exceeded the normal fluctuation range. It can be determined that the difference in light intensity is caused by frost on the glass, rather than by measurement error, so that it can be accurately determined whether defrosting operation needs to be performed.

[0052] In step 203: Perform the defrosting operation.

[0053] In this embodiment of the application, when it is determined that defrosting is required, the vehicle's defrosting device (including but not limited to heating wires, air conditioning heating system, etc.) is triggered to heat the target area, so that the frost layer melts and the glass transparency is restored.

[0054] In step 204: Receive the intensity of the probe light reflected back from the target area of ​​the vehicle.

[0055] The specific implementation method of this step is the same as that of step 101 above, and will not be repeated here.

[0056] In some possible embodiments, in order to improve defrosting efficiency, the power output and running time parameters of the defrosting device can be adjusted according to the defrosting demand characteristics corresponding to different thicknesses of frost layers, so as to achieve precise defrosting control that matches the degree of frost. Specifically, it can be implemented as follows: if the light intensity difference is greater than the first light intensity error corresponding to the reference light intensity and less than or equal to the second light intensity error corresponding to the reference light intensity, then the first defrosting operation is performed; if the light intensity difference is greater than the second light intensity error, then the second defrosting operation is performed; wherein, the defrosting intensity of the second defrosting operation is greater than the defrosting intensity of the first defrosting operation.

[0057] In this embodiment, by setting two light intensity error thresholds (first light intensity error and second light intensity error), the degree of frost is divided into different levels: when the light intensity difference exceeds the smaller first light intensity error but does not reach or just reaches the larger second light intensity error, it is determined to be light frost, so a first defrosting operation with a lower defrosting intensity can be initiated; when the light intensity difference exceeds the larger second light intensity error, it is determined to be heavy frost, and a second defrosting operation with a higher defrosting intensity is initiated.

[0058] The aforementioned graded control mechanism can dynamically adjust the defrosting intensity according to different frost severity levels, which avoids energy waste caused by using excessive defrosting for mild frost, while ensuring sufficient defrosting capacity for severe frost, thus achieving the best balance between defrosting efficiency and energy consumption.

[0059] For example: when the reference light intensity is 1000, the first light intensity error is 100 (corresponding to light frost), and the second light intensity error is 200 (corresponding to heavy frost), if the detected light intensity is 890, then the light intensity difference is determined to be 110. Since the light intensity difference of 110 is between the first light intensity error of 100 and the second light intensity error of 200, it can be determined that a mild first defrosting operation is required, i.e., only the low-power heating element is turned on for 5 minutes. If the detected light intensity is 750, the light intensity difference is 250, and the light intensity difference exceeds the second light intensity error of 200, then a second defrosting operation with a stronger defrosting intensity is required, i.e., the high-power heating element is turned on and the air conditioner's heating is turned on simultaneously for 15 minutes.

[0060] In some other possible embodiments, when the vehicle is unmanned, in order to ensure that the windshield has a clear view when the user gets in the vehicle and can drive safely without waiting, when a defrosting operation is detected, the following can be implemented: if the vehicle is stationary, a first prompt is sent to the terminal device associated with the vehicle; the first prompt is used to indicate whether a defrosting operation needs to be performed.

[0061] In this embodiment, when the vehicle is stationary, it determines that there is a risk of frost formation based on light intensity difference detection and sends a first prompt to the terminal device associated with the vehicle. This first prompt is used to solicit the user's opinion on whether to initiate a defrosting operation. When the user confirms that a defrosting operation needs to be initiated, a defrosting command can be triggered in the terminal device. After receiving the defrosting command sent by the terminal device, the vehicle performs the defrosting operation.

[0062] Among them, the static state refers to the power supply mode when the vehicle is not started and is not in motion, including situations such as unattended operation inside the vehicle, the whole vehicle system entering energy-saving standby mode (only maintaining the operation of necessary sensors), and hibernation.

[0063] For example, when the vehicle detects that a defrosting operation is needed, it sends a first prompt to the smartphone associated with the vehicle. The first prompt is: "The windshield is frosted, which affects driving. Please confirm whether you need to defrost?" If the user clicks "yes" in the first prompt, it can be confirmed that the user wants to defrost, and the vehicle will start the defrosting operation.

[0064] This embodiment of the application, by sending a first prompt to the terminal device when the vehicle is stationary, grants the user active control over the defrosting operation. This avoids wasting energy when defrosting is not needed and ensures that defrosting preparation is completed in a timely manner when the user needs it, significantly improving travel convenience and user experience. At the same time, the aforementioned human-machine collaborative intelligent decision-making mechanism enables the vehicle to flexibly adjust the defrosting strategy according to the actual needs of different users, effectively reducing system energy consumption while ensuring driving safety, and achieving a balance between intelligence and practicality.

[0065] In other possible embodiments, to ensure the long-term stability and accuracy of the detection, a calibration mechanism is provided. Specifically, when the vehicle is confirmed to have no risk of frost, an update operation of the reference light intensity is performed. This can be implemented as follows: Figure 3 The process shown is as follows: In step 301: when the light intensity difference is less than or equal to the first light intensity error, determine whether the detected light intensity is greater than the reference light intensity.

[0066] In this embodiment, when the light intensity difference is less than or equal to the first light intensity error, it indicates that there is no risk of frost formation on the vehicle. Therefore, it can be further determined whether the current detected light intensity is greater than the reference light intensity. This is because during normal vehicle operation, the windshield may experience slow changes in its optical properties due to factors such as dust accumulation, temperature changes, or minor scratches, causing the originally calibrated reference light intensity to gradually drift.

[0067] In step 302: If the probe light intensity is greater than the reference light intensity, the reference light intensity is updated using the probe light intensity.

[0068] In this embodiment, if the detected light intensity is higher than the reference light intensity, it indicates that the current reference light intensity may be too low, and therefore the reference light intensity needs to be updated to a higher detected light intensity. Replacement is only performed when the detected light intensity is greater than the reference light intensity, which avoids miscalibration caused by noise or transient interference, ensuring that the reference light intensity is adjusted only in a more accurate direction.

[0069] This application updates the reference light intensity using the aforementioned method, effectively improving stability and detection accuracy. By updating the reference light intensity only when the detected light intensity is greater than the reference light intensity, it avoids miscalibration caused by environmental noise or brief interference. It also dynamically adapts to the slow drift of optical characteristics caused by factors such as dust accumulation, temperature changes, or minor scratches on the windshield, ensuring that the reference light intensity always reflects the true frost-free state. This significantly improves the reliability of frost detection, prevents false alarms or missed alarms caused by reference drift, enables more accurate defrosting decisions, reduces unnecessary energy consumption, and extends the service life of the defrosting device.

[0070] It should be noted that the above can be implemented only for a short period of time after the vehicle is powered on. Figure 3 The process is shown below.

[0071] In some other possible embodiments, as shown in Formula 3 above, there is a positive proportional relationship between the first light intensity error and the reference light intensity. Therefore, after updating the reference light intensity using the probe light intensity, the following can be performed: update the first light intensity error according to the updated reference light intensity.

[0072] In this embodiment, the first light intensity error ensures that the error threshold always matches the current environment, reducing the risk of misjudgment.

[0073] Through the aforementioned dynamic update mechanism, the vehicle always maintains the ability to accurately judge changes in light intensity. Regardless of fluctuations in the reference light intensity caused by aging, stains, or environmental changes on the glass surface, it can be correctly compensated, thereby significantly improving detection accuracy and system stability.

[0074] It should be noted that while updating the first light intensity error, the second light intensity error also needs to be updated. The first light intensity error can be obtained from the reference light intensity using Formula 3, and the second light intensity error is twice the first light intensity error.

[0075] In some other possible embodiments, to further improve the determination of whether the vehicle is frosted, therefore during the execution Figure 1 Before the process shown, the following can be implemented: Figure 4 The process shown is as follows: In step 401: Determine the frost risk threshold based on the obtained vehicle interior temperature and exterior temperature.

[0076] In this embodiment of the application, by setting a frosting risk threshold, situations with frosting risk can be screened out, avoiding misjudgments caused by simple environmental parameters, and ensuring that subsequent detection and defrosting processes are triggered only when the vehicle is actually facing a frosting risk, thereby improving the accuracy of decision-making and energy utilization efficiency.

[0077] In some possible embodiments, a frosting risk threshold is determined based on the obtained interior and exterior temperatures of the vehicle. Specifically, this can be implemented as follows: Figure 5 The process shown is as follows: In step 501: the temperature difference between the inside and outside of the vehicle is obtained based on the temperature inside and outside the vehicle.

[0078] In this embodiment of the application, considering that the temperature difference between the inside and outside of the vehicle affects the temperature of the outer surface of the glass and determines the degree of frost risk, the temperature difference between the inside and outside of the vehicle is used to determine the frost risk threshold.

[0079] In step 502: If the temperature difference between the inside and outside of the vehicle is greater than the preset temperature difference value, the frost risk threshold is obtained based on the thermal conductivity of the target area and the temperature difference between the inside and outside of the vehicle.

[0080] In this embodiment of the application, the frost risk threshold is dynamically adjusted by monitoring the temperature difference between the inside and outside of the vehicle. When the temperature difference between the inside and outside of the vehicle is greater than the preset temperature difference value, the risk judgment threshold is increased by combining the thermal conduction characteristics of the target area, which can reflect the heat insulation effect of the heat inside the vehicle on the glass surface.

[0081] For example, the frost risk value can be determined using Formula 5: Riskth = ΔT Thermal conductivity coefficient, (Formula 5) Where Riskth is the risk value for frost formation, and ΔT is the temperature difference between the inside and outside of the vehicle.

[0082] In step 503: If the temperature difference between the inside and outside of the vehicle is less than or equal to the preset temperature difference value, then the frost risk threshold is the preset risk value.

[0083] In this embodiment of the application, when the temperature difference between the inside and outside of the vehicle is small, a preset unified risk standard is used to judge the risk of frost formation.

[0084] For example, when the temperature difference between the inside and outside of the vehicle is less than a preset temperature difference value, the frost risk value can be set to 0.

[0085] For example, the preset temperature difference value can be set to 0.

[0086] In step 402: the dew point temperature is obtained based on the acquired vehicle environmental information.

[0087] In this embodiment of the application, the dew point temperature represents the temperature at which air is cooled to saturation. When the ambient temperature is below this value, water vapor in the air will begin to condense, which will lead to the risk of frost formation.

[0088] In some possible embodiments, to reduce computational load, the temporary computational load can be determined first according to Equation 6, and then the dew point temperature can be obtained according to Equation 7: , (Formula 6) in, For temporary calculations, The outside temperature of the vehicle. For air humidity, , All of these are preset constant values.

[0089] For example, It can be set to 17.27. It can be set to 237.3.

[0090] , (Formula 7) in, This is the dew point temperature.

[0091] In step 403: the frost risk value is obtained based on the dew point temperature.

[0092] In this embodiment of the application, the frosting risk value is dynamically generated in combination with the dew point temperature, which quantifies the probability of frost formation. The frosting risk value reflects the physical conditions under which water vapor condenses into frost.

[0093] In some possible embodiments, the frost risk value is obtained based on the dew point temperature. Specifically, this can be implemented as follows: the air temperature dew point difference is obtained based on the dew point temperature and the outside temperature; and the frost risk value is obtained based on the air temperature dew point difference and the temperature difference between the inside and outside of the vehicle.

[0094] In this embodiment of the application, the degree to which the air is close to saturation is measured by comparing the difference between the dew point temperature and the outside temperature; then, the temperature difference between the inside and outside of the vehicle is taken into account to reflect the coupling effect between the cooling rate of the glass surface and the tendency of water vapor condensation, thereby generating a frost risk value that can accurately characterize the possibility of frost formation.

[0095] For example, Formula 8 can be used to determine the frost risk value: , (Formula 8) in, This represents the risk value for frost formation. Dew point temperature, The outside temperature of the vehicle. For the pre-set correction constant, This refers to the temperature difference between the inside and outside of the vehicle.

[0096] It should be noted that frost only occurs when the ambient temperature is below zero degrees Celsius, therefore it needs to be confirmed with other relevant authorities. Whether it is less than zero degrees Celsius, only Execute subsequent procedures when the temperature is below zero degrees Celsius.

[0097] In step 404: If the frost risk value is greater than the frost risk threshold, then receive the detection light intensity reflected back from the target area of ​​the vehicle.

[0098] In this embodiment of the application, a pre-set frost risk threshold is used as a trigger condition. Further detection procedures are only initiated when the frost risk value indicates a potential frost possibility. The above-mentioned graded detection mechanism effectively avoids additional continuous monitoring, optimizes resource utilization efficiency, and ensures that the detection work is concentrated at the critical moment when it is really necessary to confirm the frost condition, thereby achieving more accurate and efficient frost identification and handling decisions.

[0099] In some other possible embodiments, if the target area is determined to be unobstructed based on the detected light intensity during the defrosting operation, the defrosting operation can be stopped.

[0100] To facilitate a further understanding of the vehicle control method provided in the embodiments of this application, the following is a comprehensive description of the vehicle control method in conjunction with the above content, such as... Figure 6 As shown, where: In step 601: the temperature difference between the inside and outside of the vehicle is obtained based on the temperature inside and outside the vehicle.

[0101] The specific implementation method of this step is the same as that of step 501 above, and will not be repeated here.

[0102] In step 602: Determine whether the temperature difference between the inside and outside of the vehicle is greater than the preset temperature difference value. If so, proceed to step 603; otherwise, proceed to step 604.

[0103] In step 603: the frosting risk threshold is obtained based on the thermal conductivity of the target area and the temperature difference between the inside and outside of the vehicle.

[0104] The specific implementation method of this step is the same as that of step 502 above, and will not be repeated here.

[0105] In step 604: the frost risk threshold is a preset risk value.

[0106] The specific implementation method of this step is the same as that of step 503 above, and will not be repeated here.

[0107] In step 605: the dew point temperature is obtained based on the acquired vehicle environmental information.

[0108] The specific implementation method of this step is the same as that of step 402 above, and will not be repeated here.

[0109] In step 606: the frost risk value is obtained based on the dew point temperature.

[0110] The specific implementation method of this step is the same as that of step 403 above, and will not be repeated here.

[0111] In step 607: Determine whether the frost risk value is greater than the frost risk threshold. If so, proceed to step 608; otherwise, proceed to step 601.

[0112] In step 608: Receive the intensity of the probe light reflected back from the target area of ​​the vehicle.

[0113] The specific implementation method of this step is the same as that of step 101 above, and will not be repeated here.

[0114] In step 609: Determine the light intensity difference between the reference light intensity and the probe light intensity.

[0115] The specific implementation method of this step is the same as that of step 201 above, and will not be repeated here.

[0116] In step 610: Determine whether the light intensity difference is greater than the first light intensity error corresponding to the reference light intensity; if yes, proceed to step 611, otherwise proceed to step 601.

[0117] In step 611: Determine whether the light intensity difference is greater than the second light intensity error. If yes, proceed to step 612; otherwise, proceed to step 613.

[0118] In step 612: Perform the second defrosting operation.

[0119] In step 613: Perform the first defrosting operation.

[0120] This application embodiment achieves accurate and real-time monitoring of frost conditions on vehicle glass surfaces through an optical detection method based on the principle of total internal reflection. Utilizing the total internal reflection characteristics of invisible light within the glass, the frost coverage area and thickness are determined by measuring the intensity of the received probe light. A calibration mechanism dynamically adapts to changes in the optical properties of the windshield, ensuring long-term detection accuracy. Simultaneously, by comparing the frost risk value with the frost risk threshold, defrosting is initiated only when actual frost is confirmed, avoiding unnecessary energy consumption.

[0121] Based on the same inventive concept, after introducing a vehicle control method provided by the embodiments of this application, as follows... Figure 7 As shown, the following describes a vehicle control device 700 provided in this application embodiment, wherein the device includes: Receiver module 7001 is used to receive the intensity of the probe light reflected back from the target area of ​​the vehicle; The defrosting module 7002 is used to perform the defrosting operation when it is determined that a defrosting operation is required based on the detected light intensity and the preset reference light intensity.

[0122] In some possible embodiments, the defrosting module 7002 is specifically used for: Determine the intensity difference between the reference light intensity and the probe light intensity; If the light intensity difference is greater than the first light intensity error corresponding to the reference light intensity, then it is determined that a defrosting operation is required.

[0123] In some possible embodiments, the defrosting module 7002 is also used for: If the light intensity difference is less than or equal to the first light intensity error, then it is determined whether the detected light intensity is greater than the reference light intensity. If the detected light intensity is greater than the reference light intensity, then the reference light intensity is updated using the detected light intensity.

[0124] In some possible embodiments, the defrosting module 7002 is also used for: The first light intensity error is updated based on the updated reference light intensity.

[0125] In some possible embodiments, the defrosting module 7002 is specifically used for: If the light intensity difference is greater than the first light intensity error corresponding to the reference light intensity and less than or equal to the second light intensity error corresponding to the reference light intensity, then the first defrosting operation is performed. If the light intensity difference is greater than the second light intensity error, then the second defrosting operation is performed; The defrosting intensity of the second defrosting operation is greater than that of the first defrosting operation.

[0126] In some possible embodiments, the defrosting module 7002 is also used for: If the vehicle is stationary, a first notification is sent to the terminal device associated with the vehicle. The first prompt is used to indicate whether a defrosting operation is required.

[0127] In some possible embodiments, the defrosting module 7002 is also used for: The frost risk threshold is determined based on the obtained interior and exterior temperatures of the vehicle. The dew point temperature is obtained based on the acquired environmental information of the vehicle. The frost risk value is obtained based on the dew point temperature. The receiving of the detection light intensity reflected back from the target area of ​​the vehicle includes: If the frost risk value is greater than the frost risk threshold, then the detection light intensity reflected back from the target area of ​​the vehicle is received.

[0128] In some possible embodiments, the defrosting module 7002 is specifically used for: The temperature difference between the inside and outside of the vehicle is obtained based on the temperature inside the vehicle and the temperature outside the vehicle. If the temperature difference between the inside and outside of the vehicle is greater than the preset temperature difference value, the frosting risk threshold is obtained based on the thermal conductivity of the target area and the temperature difference between the inside and outside of the vehicle. If the temperature difference between the inside and outside of the vehicle is less than or equal to the preset temperature difference value, then the frost risk threshold is the preset risk value.

[0129] In some possible embodiments, the defrosting module 7002 is specifically used for: The air temperature-dew point difference is obtained based on the dew point temperature and the outside temperature. The frost risk value is obtained based on the air temperature-dew point difference and the temperature difference between the inside and outside of the vehicle.

[0130] Based on the same inventive concept, another embodiment of this application also provides a vehicle, the vehicle including: a light emitter, a light receiver, and a processor; The light emitter is used to emit light; The light receiver is used to receive the intensity of the detection light reflected back from the target area of ​​the vehicle; The processor is used to execute the defrosting operation when it determines that a defrosting operation is required based on the detected light intensity and the preset reference light intensity.

[0131] Corresponding to the above embodiments, this application also provides an electronic device. Figure 8This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. The electronic device 800 may include a processor 801, a memory 802, and a communication unit 803. These components communicate through one or more buses. Those skilled in the art will understand that the structure of the electronic device shown in the figure does not constitute a limitation on the embodiment of this application. It may be a bus-shaped structure or a star-shaped structure, and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0132] The communication unit 803 is used to establish a communication channel, enabling the electronic device to communicate with other devices. It can receive user data from other devices or send user data to other devices.

[0133] The processor 801 serves as the control center of the electronic device, connecting various parts of the device via various interfaces and lines. It executes software programs and / or modules stored in the memory 802, and calls data stored in the memory to perform various functions and / or process data. The processor can be composed of integrated circuits (ICs), such as a single packaged IC or multiple packaged ICs with the same or different functions connected together. For example, the processor 801 may consist only of a central processing unit (CPU). In this embodiment, the CPU may have a single processing core or include multiple processing cores.

[0134] The memory 802 is used to store the execution instructions of the processor 801. The memory 802 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.

[0135] When the execution instructions in memory 802 are executed by processor 801, the electronic device 800 is able to perform operations. Figure 1 Some or all of the steps in the illustrated embodiments.

[0136] In a specific implementation, this application also provides a computer storage medium, wherein the computer storage medium may store a program, which, when executed, may include some or all of the steps of the various embodiments of the vehicle control method provided in this application. The storage medium may be a magnetic disk, optical disk, read-only memory (ROM), or random access memory (RAM), etc.

[0137] Those skilled in the art will clearly understand that the techniques in the embodiments of this application can be implemented using software plus necessary general-purpose hardware platforms. Based on this understanding, the technical solutions in the embodiments of this application, or the parts that contribute to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments of this application or some parts of the embodiments.

[0138] The same or similar parts between the various embodiments in this specification can be referred to mutually. In particular, the device embodiments and terminal embodiments are basically similar to the method embodiments, so the description is relatively simple, and the relevant parts can be referred to the description in the method embodiments.

Claims

1. A vehicle control method, characterized in that, Applied to vehicles, the method includes: Receive the intensity of the probe light reflected back from the target area of ​​the vehicle; When it is determined that defrosting is required based on the detected light intensity and the preset reference light intensity, the defrosting operation is performed.

2. The method according to claim 1, characterized in that, The step of determining whether defrosting is required based on the detected light intensity and a preset reference light intensity includes: Determine the intensity difference between the reference light intensity and the probe light intensity; If the light intensity difference is greater than the first light intensity error corresponding to the reference light intensity, then it is determined that a defrosting operation is required.

3. The method according to claim 2, characterized in that, The method further includes: If the light intensity difference is less than or equal to the first light intensity error, then it is determined whether the detected light intensity is greater than the reference light intensity. If the detected light intensity is greater than the reference light intensity, then the reference light intensity is updated using the detected light intensity.

4. The method according to claim 3, characterized in that, After updating the reference light intensity using the detected light intensity, the method further includes: The first light intensity error is updated based on the updated reference light intensity.

5. The method according to claim 2, characterized in that, Performing the defrosting operation includes: If the light intensity difference is greater than the first light intensity error corresponding to the reference light intensity and less than or equal to the second light intensity error corresponding to the reference light intensity, then the first defrosting operation is performed. If the light intensity difference is greater than the second light intensity error, then the second defrosting operation is performed; The defrosting intensity of the second defrosting operation is greater than that of the first defrosting operation.

6. The method according to claim 1, characterized in that, Before receiving the probe light intensity reflected back from the target area of ​​the vehicle, the method further includes: The frost risk threshold is determined based on the obtained interior and exterior temperatures of the vehicle. The dew point temperature is obtained based on the acquired environmental information of the vehicle. The frost risk value is obtained based on the dew point temperature. The receiving of the detection light intensity reflected back from the target area of ​​the vehicle includes: If the frost risk value is greater than the frost risk threshold, then the detection light intensity reflected back from the target area of ​​the vehicle is received.

7. The method according to claim 6, characterized in that, The step of determining the frost risk threshold based on the obtained interior and exterior temperatures of the vehicle includes: The temperature difference between the inside and outside of the vehicle is obtained based on the temperature inside the vehicle and the temperature outside the vehicle. If the temperature difference between the inside and outside of the vehicle is greater than the preset temperature difference value, the frosting risk threshold is obtained based on the thermal conductivity of the target area and the temperature difference between the inside and outside of the vehicle. If the temperature difference between the inside and outside of the vehicle is less than or equal to the preset temperature difference value, then the frost risk threshold is the preset risk value.

8. The method according to claim 6, characterized in that, The process of obtaining the frost risk value based on the dew point temperature includes: The air temperature-dew point difference is obtained based on the dew point temperature and the outside temperature. The frost risk value is obtained based on the temperature-dew-point difference and the temperature difference between the inside and outside of the vehicle.

9. A vehicle, characterized in that, The vehicle includes: a light emitter, a light receiver, and a processor; The light emitter is used to emit light; The light receiver is used to receive the intensity of the detection light reflected back from the target area of ​​the vehicle; The processor is used to execute the defrosting operation when it determines that a defrosting operation is required based on the detected light intensity and the preset reference light intensity.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored program, wherein, when the program is executed, it controls the device on which the computer-readable storage medium is located to perform the method according to any one of claims 1-8.

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