Air outlet adjusting method and vehicle

Abstract

The application provides an air outlet adjusting method and a vehicle, and relates to the technical field of intelligent cockpits. The method comprises the following steps: acquiring working state information of a front-row air conditioner in a vehicle; when it is determined that a preset air supply condition is met based on the working state information, and a rear-row air conditioner is in an off state, controlling a foot air outlet for supplying air to a rear-row foot area of the vehicle to continuously output a small amount of warm air at an opening degree greater than zero and less than a full opening degree, so as to form an air pressure barrier for blocking the backflow of cold air in the rear row along the bottom of the front-row seat to the front-row passenger area, thereby improving the comfort of riding and taking into account energy consumption.

Description

Technical Field

[0001] This application relates to the field of smart cockpit technology, and in particular to an air outlet regulation method and a vehicle. Background Technology

[0002] With the continuous advancement of vehicle air conditioning control technology, air outlet control is usually automatically adjusted based on the environmental conditions inside and outside the vehicle. By adjusting the air outlet mode and air volume, the needs of passengers for temperature and airflow distribution inside the vehicle are met.

[0003] However, when the vehicle's air conditioning is running in certain modes, front-seat occupants near the bottom of their seats are susceptible to cold airflow, causing discomfort. Turning on the rear air conditioning would then consume additional energy. Summary of the Invention

[0004] This application provides an air outlet adjustment method and vehicle to solve the problem of cold air in the rear area flowing back from the bottom of the front seats to the front passenger area, causing local discomfort to the front passengers.

[0005] In a first aspect, embodiments of this application provide an air outlet adjustment method, including: Obtain the operating status information of the front air conditioning in the vehicle, and determine whether the preset air supply conditions are met based on the operating status information; When the preset air supply conditions are met and the rear air conditioning in the vehicle is in the off state, the target opening degree of the rear foot vent in the vehicle is determined; wherein, the target opening degree is greater than zero and less than the full opening degree of the rear foot vent; the rear foot vent is used to supply air to the rear foot area of ​​the vehicle. Adjust the valve of the rear footwell air vent based on the target opening degree.

[0006] This application embodiment determines, based on the operating status information of the front air conditioning in the vehicle, that when the preset air supply conditions are met and the rear air conditioning is off, the foot vents that supply air to the rear foot area are controlled to continuously output a small amount of warm air at an opening greater than zero and less than the full opening degree. This forms a wind pressure barrier that prevents the cold air in the rear from flowing back to the front passenger area along the bottom of the front seats, thereby improving passenger comfort while taking into account vehicle energy consumption.

[0007] In one possible implementation, determining the target opening of the rear footwell air vents includes: Obtain the temperature information associated with the vehicle and the air outlet temperature of the rear footwell vents in the vehicle. Based on the temperature information and the air outlet temperature, determine whether the preset adjustment conditions are met. When the preset adjustment conditions are met, the target opening degree is determined based on the temperature information and the air outlet mode of the front air conditioner.

[0008] Based on the above technical content, by jointly determining the temperature information and the air outlet temperature, it is ensured that the target opening is triggered only when the vehicle's thermal environment truly requires dynamic adjustment of the rear foot vent opening, thus avoiding unnecessary opening adjustments. When the preset adjustment conditions are met, the target opening is determined by combining the temperature information and the front air outlet mode, so that the wind pressure barrier strength formed by the warm air output from the rear foot vents matches the actual degree of cold air recirculation in the rear and the vehicle's thermal demand. This improves the riding comfort of front passengers and optimizes vehicle energy consumption without turning on the rear air conditioning.

[0009] In one possible implementation, the temperature information includes the cabin temperature; Determining the target opening degree based on the temperature information and the air outlet mode of the front air conditioner includes: The first opening degree to be used is determined based on the cabin temperature and the air outlet mode; wherein, under the same air outlet mode, the higher the cabin temperature, the smaller the corresponding first opening degree to be used. The target opening is determined based on the first opening to be used.

[0010] Based on the above technical content, by constraining the negative correlation between cabin temperature and the first opening degree to be used, the first opening degree to be used will adaptively decrease as the cabin temperature increases. The lower the cabin temperature, the greater the temperature difference between the rear air and the front area, and the stronger the backflow cooling sensation. The larger the first opening degree to be used will be to form a stronger wind pressure barrier. When the cabin temperature increases, the first opening degree to be used will decrease accordingly to save energy consumption, thereby ensuring the riding comfort of the front passengers and the vehicle's energy consumption.

[0011] In one possible implementation, the temperature information also includes the ambient temperature outside the vehicle; Determining the target opening based on the first opening to be used includes: The second opening degree to be used is determined based on the outside ambient temperature; wherein, the higher the outside ambient temperature, the smaller the corresponding second opening degree to be used. The target opening is obtained based on the first opening to be used and the second opening to be used.

[0012] Based on the above technical content, the negative correlation between the outside ambient temperature and the second opening degree to be used is used to characterize the strength of the external cold source. Combined with the setting that the target opening degree increases with the increase of the second opening degree to be used, the target opening degree can adaptively decrease as the outside ambient temperature rises, under the same in-vehicle thermal environment conditions such as cabin temperature and air outlet mode. This allows for the continuous output of a small amount of warm air at a suitable target opening degree, forming a wind pressure barrier with strength matching the actual return flow power. This effectively prevents the cold air in the rear seats from flowing back to the front passenger area along the bottom of the front seats, ensuring the blocking effect while avoiding energy waste.

[0013] In one possible implementation, obtaining the target opening degree based on the first opening degree to be used, the second opening degree to be used, and the recirculated air volume ratio of the front air conditioner includes: The total opening is determined based on the sum of the first opening to be used and the second opening to be used; The target opening degree is obtained by adjusting the total opening degree using the air circulation volume ratio of the front air conditioner; wherein, the larger the total opening degree, the larger the target opening degree, and the larger the air circulation volume ratio, the larger the target opening degree.

[0014] Based on the above technical content, by superimposing the first opening degree to be used and the second opening degree to be used to obtain the total opening degree, and by using the circulating air volume ratio to positively adjust the total opening degree, it can meet the basic opening degree requirements in the vehicle, while ensuring that the additional opening degree compensation in low temperature scenarios takes effect proportionally with the circulating air volume ratio, so that the target opening degree is precisely matched with the actual return flow power, thus avoiding energy waste caused by excessive opening degree, and avoiding failure of the wind pressure barrier caused by insufficient opening degree.

[0015] In one possible implementation, determining the second opening degree to be used based on the external ambient temperature includes: When the ambient temperature outside the vehicle is not greater than a preset first temperature, the second opening degree to be used is determined to be the preset first opening degree; When the ambient temperature outside the vehicle is greater than the preset first temperature but not greater than the preset second temperature, the second opening degree to be used is determined to be the preset second opening degree; When the ambient temperature outside the vehicle is greater than the preset second temperature, the second opening degree to be used is determined to be the preset third opening degree; Wherein, the preset third opening degree is less than the preset second opening degree, the preset second opening degree is less than the preset first opening degree, and the preset second temperature is greater than the preset first temperature.

[0016] Based on the above technical content, by dividing the external ambient temperature into multiple continuous temperature ranges and configuring an opening value that decreases sequentially for each range, the negative correlation between the external ambient temperature and the second opening value can be represented with fewer temperature ranges and discrete opening values. This ensures that the second opening value is smaller when the external ambient temperature is higher, reducing the storage and query overhead of the mapping table. At the same time, the second opening value takes a larger positive value when the external ambient temperature is in the low temperature range and a smaller opening value when the temperature is in the normal range, which will not cause invalid superposition of the basic opening value. Thus, while ensuring the rationality of the opening value in normal scenarios, additional opening compensation is provided for low temperature scenarios.

[0017] In one possible implementation, determining the first opening degree to be used based on the cabin temperature and the air outlet mode includes: From the preset opening mapping table, determine the first opening degree to be used corresponding to the cabin temperature and the air outlet mode; The preset opening mapping table includes the selectable opening corresponding to different cabin temperatures and different air outlet modes; wherein, at the same cabin temperature, when the air outlet mode is foot blowing mode, foot blowing defrost mode, and foot blowing face mode, the corresponding selectable opening decreases sequentially.

[0018] Based on the above technical content, by constraining the sequential decrease of the selectable opening degree corresponding to the three air outlet modes under the same cabin temperature, the first opening degree to be used can match the difference in the proportion of foot air supply under different air outlet modes, thereby ensuring the accuracy of the opening degree determination.

[0019] In one possible implementation, the temperature information includes the outside ambient temperature and the cabin temperature; The step of determining whether the preset adjustment conditions are met based on the temperature information and the outlet air temperature includes: When the ambient temperature outside the vehicle is not greater than a preset third temperature, the air outlet temperature is not less than a preset fourth temperature, and the cabin temperature is not greater than a preset fifth temperature, the preset adjustment conditions are determined to be met.

[0020] Based on the above technical content, by comparing the three temperature thresholds of the outside temperature, the air outlet temperature, and the cabin temperature, the necessity of dynamic adjustment can be confirmed from three dimensions: the intensity of the external cold source, the cold state inside the cabin, and the air outlet conditions. This allows for dynamic adjustment of the target opening degree in specific scenarios where the outside environment is cold, the cabin temperature is low, and the air outlet is sufficiently warm. This avoids unnecessary opening adjustments due to misjudgment, ensuring that the wind pressure barrier strength formed by the warm air output from the rear footwell vents matches the actual thermal environment requirements. Consequently, without turning on the rear air conditioning, the comfort of the front passengers is further improved, and vehicle energy consumption is optimized.

[0021] In one possible implementation, the operating status information includes information on the heating, operation, air intake, and air exhaust of the front air conditioner; The step of determining whether the preset air supply conditions are met based on the working status information includes: When the front air conditioner is in heating mode, the front air conditioner is on, the air intake mode of the front air conditioner is not external circulation mode, and the air outlet mode of the front air conditioner includes foot blowing mode, the preset air supply conditions are determined to be met.

[0022] Based on the above technical content, by jointly determining multiple sub-conditions such as heating mode, on / off status, air intake mode (non-external circulation), and air outlet mode (including foot blowing mode), it can be ensured that the auxiliary air supply to the rear foot vents is triggered only under specific working conditions such as the front air conditioning being in heating mode, air intake being non-external circulation, and air outlet mode including foot blowing mode, thus avoiding false triggering and unnecessary energy consumption increase.

[0023] Secondly, embodiments of this application provide an air outlet regulating device, including: The information acquisition module is used to acquire the working status information of the front air conditioner in the vehicle, and based on the working status information, determine whether the preset air supply conditions are met. The target opening degree determination module is used to determine the target opening degree of the rear foot vents of the vehicle when the preset air supply conditions are met and the rear air conditioning in the vehicle is in the off state; wherein, the target opening degree is greater than zero and less than the full opening degree of the rear foot vents; the rear foot vents are used to supply air to the rear foot area of ​​the vehicle. A valve adjustment module is used to adjust the valve of the rear footwell air outlet based on the target opening degree.

[0024] Thirdly, embodiments of this application provide a vehicle including a memory and a processor. The memory stores a computer program that can run on the processor, and when the processor executes the computer program, it implements the air outlet adjustment method as described in any of the first aspects.

[0025] Fourthly, embodiments of this application provide a computer-readable storage medium storing a computer program that, when executed by a processor, implements the airflow adjustment method as described in any of the first aspects.

[0026] In this embodiment, based on the operating status information of the front air conditioning in the vehicle, when it is determined that the preset air supply conditions are met and the rear air conditioning is in the off state, the rear foot vents that supply air to the rear foot area are controlled to continuously output a small amount of warm air at an opening greater than zero and less than the full opening degree. This forms a wind pressure barrier that prevents the cold air in the rear from flowing back to the front passenger area along the bottom of the front seats, thereby improving passenger comfort and taking into account vehicle energy consumption. This solves the problem in the prior art where the cold air in the rear area flows back to the front passenger area along the bottom of the front seats, causing local discomfort to the front passengers.

[0027] It is understood that the beneficial effects of the second to fourth aspects mentioned above can be found in the relevant descriptions in the first aspect mentioned above, and will not be repeated here.

[0028] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this specification. Attached Figure Description

[0029] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art 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.

[0030] Figure 1 This is a schematic diagram of the airflow recirculation scenario in the foot-blowing mode of the front air conditioner in the existing technology. Figure 2 This is a schematic diagram of an application scenario provided by an embodiment of this application; Figure 3 This is a schematic flowchart of an air outlet adjustment method provided in an embodiment of this application; Figure 4 This is a schematic flowchart of an air outlet adjustment method provided in another embodiment of this application; Figure 5 This is a schematic flowchart of an air outlet adjustment method provided in another embodiment of this application; Figure 6 This is a schematic diagram illustrating an embodiment of the air outlet regulation method provided in this application; Figure 7 This is a schematic diagram of the airflow of the wind pressure barrier provided in the embodiments of this application; Figure 8 This is a schematic diagram of the air outlet regulating device provided in one embodiment of this application; Figure 9 This is a schematic diagram of the structure of a vehicle provided in one embodiment of this application. Detailed Implementation

[0031] The present application will be described more clearly below with reference to specific embodiments. These embodiments will help those skilled in the art to further understand the function of the present application, but do not limit the present application in any way. It should be noted that those skilled in the art can make several modifications and improvements without departing from the concept of the present application. These all fall within the protection scope of the present application.

[0032] It should be understood that, when used in this application specification and the appended claims, the term "comprising" indicates the presence of the described features, integrals, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or a collection thereof.

[0033] It should also be understood that the term “and / or” as used in this application specification and the appended claims means any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0034] In the description of this application and the appended claims, the terms "first," "second," "third," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0035] References to "one embodiment" or "some embodiments" as described in this specification mean that one or more embodiments of this application include a specific feature, structure, or characteristic described in connection with that embodiment. Therefore, the phrases "in one embodiment," "in some embodiments," "in other embodiments," "in still other embodiments," etc., appearing in different parts of this specification do not necessarily refer to the same embodiment, but rather mean "one or more, but not all, embodiments," unless otherwise specifically emphasized. The terms "comprising," "including," "having," and variations thereof mean "including but not limited to," unless otherwise specifically emphasized.

[0036] Furthermore, the term "multiple" mentioned in the embodiments of this application should be interpreted as two or more.

[0037] The applicant discovered that, under low-temperature winter conditions, when the rear seats are unoccupied and only the front air conditioning is on while the rear air conditioning is off, the warm air from the front footwell vents is directed towards the rear seats along the carpet surface. However, the rear area lacks heating, and the air there is cooled by the low-temperature surfaces of the rear and side windows, causing it to sink and accumulate in the rear footwell and under the front seats. When the recirculation valve is in mixed-air or pure recirculation mode, this cold air cannot be replaced by fresh air and instead flows back along the bottom edge of the front seats to the upper part of the front calves, causing front passengers to feel cold and affecting ride comfort.

[0038] Figure 1 This is a schematic diagram illustrating the airflow recirculation scenario in the front air conditioning foot-blowing mode of existing technology. (Example) Figure 1 As shown, front-seat occupants sit in the front seats. The front air conditioning vents are the air delivery points for the front air conditioning system, typically located near the front passenger area to direct airflow towards them. When the front air conditioning is on and the airflow mode is set to foot-blow mode, some of the airflow from the front vents flows along the floor towards the rear of the vehicle (e.g., ...). Figure 1 (As shown by the arrow indicating the "Front Air Conditioning Vent Direction"); simultaneously, the cool air gathered in the rear footwell area flows back towards the front seats along the lower edge of the front seats to the front passenger's leg area (e.g., Figure 1As indicated by the arrow pointing to "recirculated cold air," the front passengers' legs and feet are exposed to a cold airflow. If the rear air conditioning is turned on to eliminate this effect, the rear foot vents will also open fully, delivering a large amount of warm air to the unoccupied rear area, resulting in energy waste. To avoid the front passengers being affected by the recirculated cold airflow, while also considering vehicle energy consumption, it is necessary to provide a new airflow regulation method.

[0039] To improve user comfort while reducing vehicle energy consumption, this application provides an air outlet adjustment method. In this method, when no one is riding in the rear seats or there is no need for heating in the rear seats, and the rear air conditioning is off, the valves of the rear footwell air vents are controlled to maintain a slight opening (e.g., half-open or less) that is greater than zero and less than full opening. This maintains a small amount of airflow from the rear footwell ducts. This small amount of airflow forms a wind pressure barrier in the rear footwell area, blocking the return of cold air and redirecting it to the internal circulation valve of the air conditioning system, thus preventing cold air from flowing back to the upper legs of the front passengers. Therefore, without turning on the rear air conditioning, this method effectively blocks the return of cold air, improves passenger comfort, and avoids energy waste, balancing comfort and vehicle energy consumption.

[0040] Before introducing the air outlet adjustment method provided in the embodiments of this application, let's first combine... Figure 2 The application scenarios of this application are described. Figure 2 A schematic diagram illustrating an application scenario of airflow regulation according to an embodiment of this application is provided. For example... Figure 2 As shown, the equipment involved in this application scenario includes server 101; server 101 stores the judgment rules of preset air supply conditions and the mapping relationship of the target opening degree of the rear foot air vents, and can receive the front air conditioning working status information uploaded by the vehicle, and determine whether the preset air supply conditions are met based on the working status information; when the preset air supply conditions are met and the rear air conditioning is in the off state, server 101 determines the target opening degree of the rear foot air vents and sends the target opening degree to the vehicle to adjust the valve of the rear foot air vents.

[0041] Optionally, the application scenario also includes a host 102 on the vehicle, and the server 101 and the host 102 can communicate via a network. The vehicle host 102 is electrically connected to the valves of the front air conditioning, rear air conditioning, and rear foot vents of the vehicle. It can collect the working status information of the front air conditioning and the status information of the rear air conditioning and send the above information to the server 101. The host 102 can also receive the target opening degree issued by the server 101 and adjust the valve of the rear foot vent based on the target opening degree, so that the rear foot vent continuously outputs a small amount of warm air at the target opening degree to form a wind pressure barrier and prevent the cold air in the rear from flowing back to the front passenger area along the bottom of the front seats.

[0042] In this application, "vehicle" can refer to a vehicle equipped with an air conditioning system. A vehicle's air conditioning system typically includes front and rear air conditioning units. These front and rear air conditioning units can be functional units within the air conditioning system that control the front and rear air ducts respectively. It is understood that in one vehicle model, the air conditioning system includes a single air conditioning assembly that simultaneously controls the front and rear air ducts, and can be respectively referred to as the front and rear air conditioning units; in another vehicle model, the air conditioning system includes two independent air conditioning assemblies that separately control the front and rear air ducts, and are also referred to as the front and rear air conditioning units respectively. The on / off state of the front and rear air conditioning units refers to whether the corresponding air ducts are in the air supply output state.

[0043] In this application, the rear air supply duct can be supplied with air by the air conditioning system, that is, while the air conditioning system supplies air to the front air supply duct, it can also supply air to the rear footwell vents through the rear air supply duct.

[0044] The rear footwell air vents can be air vents on the rear air supply duct, typically including an adjustable valve and an air vent grille. The valve can be adjusted to any degree between a closed and fully open position. The airflow from the rear footwell air vents is directed towards the rear footwell area of ​​the vehicle. For example, the rear footwell air vents can be located near the rear footwell area, near the bottom of the front seats, or in other locations that can supply air to the rear footwell area. This application does not limit the specific location of the rear footwell air vents. When the air vent is located near the bottom of the front seats, it is closest to the gap between the bottom of the front seats and the vehicle floor, which helps to directly form a wind pressure barrier in the cold air return channel.

[0045] Through the above application scenarios, the calculation and configuration management of air outlet adjustment strategies can be realized with the help of servers, while the vehicle host performs local status acquisition and valve control, taking into account both the real-time nature of air outlet adjustment and the flexibility of strategy updates.

[0046] The following is combined Figure 2 Application scenarios, refer to Figures 3-5 This application describes an airflow regulation method provided according to exemplary embodiments. It should be noted that the above application scenarios are shown only to facilitate understanding of the spirit and principles of this application, and the embodiments of this application are not limited in any way. Rather, the embodiments of this application can be applied to any applicable scenario.

[0047] It should be noted that the embodiments of this application can be applied to vehicles. The air outlet adjustment method can be executed by a server or by the vehicle's host 102. That is, the air outlet adjustment method provided by the exemplary embodiments of this application can be executed on a server or a vehicle host.

[0048] The server can be a monolithic server or a distributed server spanning multiple computers or a computer data center. The server can also be of various categories, such as, but not limited to, network servers, application servers, database servers, or proxy servers. Optionally, the server can include hardware, software, or embedded logic components for performing the corresponding functions supported or implemented by the server, or a combination of two or more of the above components. For example, the server can be a blade server, a cloud server, or a server group consisting of multiple servers, which may include one or more of the above-mentioned types of servers. It should be noted that the air outlet adjustment method provided according to the exemplary embodiments of this application can be executed on the same device or on different devices.

[0049] refer to Figure 3 , Figure 3 This is a schematic flowchart illustrating an embodiment of the airflow adjustment method provided in this application. Figure 3 As shown, the method in the embodiments of this application may include: Step 201: Obtain the operating status information of the front air conditioning in the vehicle, and determine whether the preset air supply conditions are met based on the operating status information.

[0050] The operating status information refers to a set of parameters reflecting the current operating status of the front air conditioning system, including but not limited to air outlet mode, air outlet temperature, air outlet volume, operating time, heating / cooling mode, start / stop status, and internal / external circulation status. Preset air supply conditions refer to pre-set trigger conditions used to determine whether auxiliary air supply from the rear footwell vents needs to be activated.

[0051] In this embodiment, the method for obtaining working status information may include at least one of the following: The system reads the status messages periodically sent by the air conditioning controller via the vehicle controller area network (CAN bus) and parses the current air conditioning mode, air temperature, air volume and start / stop status from the status messages. The system sends a status query command to the air conditioning controller through the communication interface between the vehicle host and the air conditioning controller. After receiving the status query command, the air conditioning controller returns the working status information of the front air conditioning, and the vehicle host receives the working status information. By using temperature sensors and air volume sensors installed in the air ducts of the front air conditioner, as well as mode selection sensors installed on the air conditioner control panel, the system collects physical quantities such as air outlet temperature, air volume, and air outlet mode of the front air conditioner in real time, and uses the collected physical quantities as working status information. By using the mode selection switch, fan speed switch, and function buttons on the air conditioning control panel, the system acquires user operation signals for the front air conditioning system, such as heating settings, power on / off operations, air intake mode switching, and air outlet mode switching. The acquired operation signals are then converted into corresponding heating modes, on / off status, air intake modes, and air outlet modes as working status information.

[0052] By using the above-mentioned multiple methods to obtain working status information, it is possible to adapt to the air conditioning system architecture and hardware configuration of different vehicle platforms, ensuring that the working status information of the front air conditioning can be obtained accurately and in a timely manner in all types of vehicles.

[0053] Furthermore, based on the operating status information, it can be determined whether the preset air supply conditions are met. Optionally, the preset air supply conditions may include at least one of the following: The airflow mode in the working status information is either foot blowing mode, foot blowing and face blowing mode, or foot blowing and defrosting mode. The air venting mode of the front air conditioning is a preset air venting mode, and the ambient temperature of the vehicle is lower than the preset ambient temperature threshold; the preset air venting mode may include at least one of the following: foot blowing mode, foot blowing and face blowing mode, and foot blowing and defrosting mode; The front air conditioning is operating in a preset air outlet mode, the ambient temperature of the vehicle is lower than the preset ambient temperature threshold, the air outlet volume is greater than the preset air volume threshold, and the continuous operating time exceeds the preset duration threshold. The front air conditioning operates in the preset air outlet mode, and determines that there are no occupants in the rear seats or that there is no heating demand in the rear seats by detecting the occupancy of the rear seats.

[0054] It should be noted that the above conditions can be used individually as preset air supply conditions or in any combination as preset air supply conditions; when the preset air supply conditions are a combination of multiple conditions, they can be limited to satisfying all conditions at the same time, or they can be limited to satisfying at least one of the conditions. This embodiment does not impose any restrictions on this.

[0055] By limiting the preset air supply conditions to preset air outlet modes, low-temperature heating conditions, and situations where there is no heating demand in the rear seats, a small amount of air supply to the rear foot vents is triggered only in situations where there is a possibility of cold air recirculation in the rear seats and there is a need to prevent recirculation. This avoids accidental triggering under unnecessary conditions and improves the accuracy of wind pressure barrier control. At the same time, in scenarios where there is a heating demand in the rear seats or the front seats are not in foot-blowing mode, the normal control status of the rear foot vents is maintained, which allows passengers to control the rear air conditioning independently without affecting their experience. In addition, since the small amount of air supply only occupies a very small amount of heating air, it can effectively block recirculation while minimizing energy consumption, thus balancing user comfort and vehicle economy.

[0056] Furthermore, to ensure that the auxiliary air supply from the rear footwell vents is triggered at the appropriate time, improve the accuracy of wind pressure barrier control, and take into account vehicle energy consumption, the working status information may optionally include information on the heating, on / off, air intake, and air exhaust of the front air conditioning. Based on the working status information, it is determined whether the preset air supply conditions are met, which may include: when the front air conditioning is in heating mode, the front air conditioning is on, the air intake mode of the front air conditioning is not external circulation mode, and the air exhaust mode of the front air conditioning includes foot blowing mode, the preset air supply conditions are determined to be met.

[0057] Heating mode refers to the operating mode of the front air conditioning system, which aims to raise the temperature inside the vehicle by heating the air supply using a heater core or heat pump system. "Front air conditioning on" means supplying air to the front air ducts and outputting airflow to the front passenger area. Air intake mode refers to the selection of air source for the air conditioning system, including recirculation mode, external recirculation mode, and mixed recirculation mode (i.e., mixed airflow mode). External recirculation mode introduces outside air into the ducts; recirculation mode recirculates the air inside the vehicle; and mixed recirculation mode combines both external and internal air intake. Air outlet mode refers to the air outlet method selected by the air conditioning system, including face blowing mode, foot blowing mode, foot blowing defrost mode, and defrost mode. Foot blowing mode refers to the air outlet direction directed towards the passenger's feet, including standalone foot blowing mode and combined air outlet modes that include foot blowing.

[0058] Therefore, the preset air supply conditions can be composed of four sub-conditions: heating mode, on / off status, air intake mode not being external circulation mode, and air outlet mode including foot blowing mode.

[0059] In one possible implementation, it can be determined whether the front air conditioner is in heating mode, whether it is turned on, whether its air intake mode is not external circulation mode, and whether its air outlet mode includes foot blowing mode. When all four sub-conditions are met, the preset air supply condition is determined to be satisfied. When any one of them is not met, the preset air supply condition is determined not to be satisfied.

[0060] In another possible implementation, the heating mode flag, on status flag, air intake mode code, and air outlet mode code from the operating status information can be combined into a single status word. This status word is then compared with a pre-stored target status word using a mask. If the values ​​of the status word in the heating mode, on status, air intake mode (non-external circulation), and air outlet mode (including foot blowing) all match the corresponding bits of the target status word, it is determined that the preset air supply conditions are met; otherwise, it is determined that the preset air supply conditions are not met.

[0061] It should be noted that the four sub-conditions in the preset air supply conditions correspond to the necessary triggering prerequisites for the air supply adjustment strategy in this embodiment, as explained in detail below: The front air conditioning must be on for the front footwell vents to function. If the front air conditioning is off, there is no airflow flowing backward along the carpet surface to blow air onto the feet, and the rear cool air loses its driving force to return, thus eliminating the need for airflow adjustment.

[0062] The front air conditioning is in heating mode, which is a prerequisite for the formation of a warm air barrier. If the front air conditioning is in cooling mode, the air vents at the rear footwell will output cold air, which cannot form a wind pressure barrier that blocks the backflow with warm air. In addition, delivering cold air to the unoccupied rear seats will also result in energy waste.

[0063] When the front air conditioning intake mode is not in external recirculation mode, it indicates that the intake mode is in internal recirculation mode or mixed airflow mode. In external recirculation mode, outside air continuously enters the vehicle, creating a slight positive pressure inside. The air inside the vehicle is mainly expelled through gaps in the body panels, and the recirculation of cool air from the rear seats to the front is relatively weak. In internal recirculation mode or mixed airflow mode, the blower draws in return air from the vehicle, creating a localized low-pressure area inside. Under this low pressure, the cool air from the rear seats has a clear force to flow forward to fill the gap, and easily recirculates along the lower edge of the front seats. Therefore, when the intake mode is not in external recirculation mode, an airflow adjustment strategy can be implemented to ensure that the air pressure barrier is only triggered when there is a clear recirculation force, avoiding ineffective airflow and energy waste.

[0064] In foot-blowing mode, the airflow flows along the carpet surface toward the rear seats of the vehicle. When this airflow reaches the rear foot area, its temperature decreases and its density increases, causing it to sink and participate in the accumulation of low-temperature air in the rear seats, becoming the direct cause of the recirculation of cold air in the rear seats. If the airflow mode does not include a foot-blowing mode, such as only a face-blowing mode, the airflow does not flow backward along the carpet surface and will not cause the cold air in the rear seats to recirculate, so there is no need to implement an airflow adjustment strategy.

[0065] The advantage of this setting is that by jointly determining multiple sub-conditions such as heating mode, on / off status, air intake mode (non-external circulation), and air outlet mode (including foot blowing mode), it can ensure that the auxiliary air supply to the rear foot vents is triggered only under specific conditions such as the front air conditioning being in heating mode, air intake being non-external circulation mode, and air outlet mode including foot blowing mode, thus avoiding false triggering and unnecessary energy consumption increase.

[0066] Step 202: When the preset air supply conditions are met and the rear air conditioning in the vehicle is turned off, determine the target opening degree of the rear foot vents in the vehicle.

[0067] The rear air conditioning being off means that airflow is not being delivered to the rear passenger area through the rear air ducts, which is different from the rear air conditioning being on. The rear footwell vents are used to deliver air to the rear footwell area of ​​the vehicle; the rear footwell area refers to the space where the feet of rear passengers are located, typically located in front of and below the rear seats. The target opening degree refers to the required opening value of the rear footwell vent valves, used to characterize the degree to which the valves are open. Optionally, the target opening degree is greater than zero but less than the full opening degree of the rear footwell vents. Full opening degree refers to the maximum opening degree that the rear footwell vent valves can achieve when fully open, at which point the air delivery cross-sectional area of ​​the vents is at its maximum.

[0068] In this embodiment, it can be determined whether the rear air conditioning is off by any of the following methods.

[0069] The system reads the status messages periodically sent by the air conditioning controller through the vehicle controller local area network bus, and parses the operating status flag of the rear air conditioning from the status messages. When the operating status flag corresponds to the off state, it is confirmed that the rear air conditioning is in the off state. The vehicle host sends an operation status query command to the air conditioning controller through the communication interface between the vehicle host and the air conditioning controller. After receiving the query command, the air conditioning controller returns the operation status information of the rear air conditioning. The vehicle host determines whether the rear air conditioning is in the off state based on the returned operation status information. The power button status sensor on the air conditioning control panel or the speed sensor of the rear blower are used to collect the power button status or the speed signal of the rear blower. When the power button is in the off position or the speed of the rear blower is zero, it is determined that the rear air conditioning is in the off state.

[0070] The advantage of determining whether the rear air conditioning is off is that if it is on, the rear area has independent heating and a higher temperature, eliminating the problem of cold air from the rear flowing back to the front passenger area along the bottom of the front seats. Simultaneously, when the rear air conditioning is on, the rear foot vents are already under the control of the normal operating logic of the rear air conditioning (e.g., they are open), requiring no additional control from this application. When the rear air conditioning is off, the rear area has no heating and a lower temperature, and the valves of the rear foot vents remain closed after the air conditioning is turned off. In this case, it is necessary to slightly open the valves of the rear foot vents to continuously output a small amount of warm air to form a pressure barrier. Therefore, this application intervenes in situations where backflow prevention is indeed necessary, avoiding conflicts with the normal operating logic of the rear air conditioning and preventing resource occupation caused by ineffective control, thus improving the targeting and reliability of the airflow adjustment strategy.

[0071] In some embodiments of this application, the target opening of the rear footwell air vents can be determined in any of the following ways.

[0072] A fixed opening value corresponding to the target opening is pre-stored. This fixed opening value is greater than zero and less than the full opening of the rear footwell air vents. When the preset air supply conditions are met and the rear air conditioning is off, this fixed opening value is read as the target opening.

[0073] A target opening degree mapping table is pre-stored. This mapping table takes at least one of the following as input parameters: ambient temperature outside the vehicle, cabin temperature, or front air conditioning vent temperature, and outputs the corresponding opening degree value. The target opening degree mapping table can be a one-dimensional polyline table or a two-dimensional grid table, with linear interpolation between adjacent calibration points. When the preset air supply conditions are met and the rear air conditioning is off, the current input parameters are obtained, the target opening degree mapping table is consulted to obtain the corresponding opening value, and this opening value is limited to a range greater than zero and less than the full opening degree, which is then used as the target opening degree.

[0074] The advantage of this setup is that the outside ambient temperature represents the intensity of the external cold source, the cabin temperature represents the current thermal state inside the cabin, and the front air conditioning vent temperature represents the actual heating output of the front air conditioning system. These three factors reflect the driving intensity of the recirculating cold air from three dimensions: the external environment, the cabin state, and the system output. When the outside ambient temperature is lower, the cabin temperature is lower, or the front air conditioning vent temperature is higher, the driving intensity of the recirculating cold air increases, and the opening value output by the mapping table increases accordingly to ensure the reliable formation of the wind pressure barrier. Conversely, the opening value output by the mapping table decreases accordingly to reduce energy consumption, achieving on-demand adjustment of the micro-opening and maximizing the saving of heating energy while ensuring the effectiveness of the barrier.

[0075] When the preset air supply conditions are met and the rear air conditioning is off, the temperature difference between the current cabin temperature and the set temperature, as well as the air volume of the front air conditioning, are obtained; based on the temperature difference and air volume, the initial opening value is calculated according to the preset opening calculation rules; and then the target opening value is determined based on the initial opening value.

[0076] For example, the initial opening value = preset basic opening value + first weighting coefficient × temperature difference + second weighting coefficient × air volume; where, the temperature difference is the difference between the set temperature and the cabin temperature, and the temperature difference represents the heating load caused by the cabin temperature deviating from the set temperature; the set temperature can be the target temperature set by the user through the air conditioning control panel; the air volume represents the air supply intensity of the front air conditioning, and the larger the air supply of the front air conditioning, the stronger the disturbance to the airflow in the cabin, and the easier it is to drive the cold air in the rear to flow back along the bottom of the front seats; the preset basic opening value is a preset small opening constant. The first weighting coefficient and the second weighting coefficient can both be pre-calibrated weighting constants, and their dimensions are adapted to the temperature difference and air volume, respectively, so that the calculation results are expressed in opening units (for example, the temperature difference is measured in °C, the unit of the first weighting coefficient is opening degree / °C, and the unit of the second weighting coefficient is opening degree / air volume). In this embodiment, the first weighting coefficient and the second weighting coefficient can be fixed constants; optionally, different weighting coefficients can also be determined according to the air supply mode of the front air conditioning to adapt to the air supply characteristics under different air supply modes. Alternatively, the first and second weighting coefficients can be determined based on the degree of influence of temperature difference and air volume on the driving intensity of the return cold air. For example, when the temperature difference is relatively large and the heating load is the main influencing factor, the first weighting coefficient can be relatively increased and the second weighting coefficient can be relatively decreased; when the air volume is relatively large and airflow disturbance is the main influencing factor, the second weighting coefficient can be relatively increased and the first weighting coefficient can be relatively decreased.

[0077] Furthermore, the initial opening value can be used as the target opening value; alternatively, the initial opening value can be limited to determine the target opening value. For example, when both the temperature difference and air volume are large, the initial opening value may reach or exceed the full opening. In this case, the target opening value can be output according to the preset maximum opening value (such as the full opening or the product of the full opening and a small preset proportional coefficient). When the cabin temperature is higher than the set temperature, the temperature difference is negative, and the air volume is small, the initial opening value may be less than or equal to zero. In this case, the target opening value can be output according to the preset minimum opening value to avoid issuing non-positive opening commands to the valve.

[0078] The advantages of this setting are: temperature difference and air volume together constitute the influencing factors of the driving strength of the recirculating cold air. The target opening calculated accordingly can follow the changes in operating conditions in real time, so that the strength of the wind pressure barrier matches the recirculation strength, avoiding the barrier being too weak or excessive air supply; and the preset basic opening value, first weight coefficient, second weight coefficient and preset proportional coefficient can all be determined by calibration during the development stage, which makes it easy to flexibly adjust the sensitivity to temperature difference and air volume for different vehicle models.

[0079] By using any of the above methods, when the preset air supply conditions and the rear air conditioning are both met, limiting the target opening of the rear footwell vents to a range greater than zero and less than full opening ensures that the rear footwell vents continuously output a small amount of warm air with only a slight opening. This slight airflow creates a wind pressure barrier in the rear footwell area, effectively preventing cold air from flowing back from the rear seats to the front passenger area, thus improving the comfort of the front passengers. Furthermore, because the opening is limited to a slight range, energy loss caused by excessive opening is avoided.

[0080] Step 203: Adjust the valve of the rear footwell air vent based on the target opening degree.

[0081] In this context, a valve refers to a movable component located within the air duct of the rear footwell air outlet, used to control the cross-sectional area of ​​the air outlet. The size of its opening determines the air volume emitted from the rear footwell air outlet. A valve actuator refers to the power component used to drive changes in the valve opening, such as a stepper motor, proportional solenoid valve, or servo motor.

[0082] The method of adjusting the rear foot vent valve based on the target opening degree can include any of the following methods: A corresponding pulse control signal is generated based on the target opening degree, and the pulse control signal is sent to the stepper motor connected to the valve drive. The stepper motor rotates the corresponding number of steps according to the pulse control signal, and drives the valve baffle to rotate through the gear transmission mechanism, so that the valve opening degree reaches the target opening degree.

[0083] The corresponding duty cycle control signal is calculated based on the target opening degree and output to the proportional solenoid valve connected to the valve. The proportional solenoid valve generates a corresponding electromagnetic force according to the duty cycle control signal, which pushes the valve core of the valve to move to the position corresponding to the target opening degree, thereby adjusting the opening degree of the valve.

[0084] Based on the target opening degree, a corresponding control command is generated and sent to the air conditioning controller via the vehicle controller local area network bus. Upon receiving the control command, the air conditioning controller drives the servo motor connected to the valve to rotate, while simultaneously collecting the actual valve opening degree in real time through a position sensor mounted on the servo motor's output shaft. When the difference between the actual opening degree and the target opening degree is less than a preset difference threshold, the servo motor is stopped, stabilizing the valve opening degree at the target opening degree.

[0085] The difference between the target opening degree and the current actual opening degree of the valve is calculated, and the adjustment step size is determined based on the magnitude of the difference. For example, when the difference is greater than a preset step size threshold, the valve actuator is driven to move towards the target opening degree with a larger adjustment step size; when the difference is less than or equal to the preset step size threshold, the valve actuator is driven to move towards the target opening degree with a smaller adjustment step size until the actual opening degree of the valve reaches the target opening degree.

[0086] Based on the target opening degree, a target change curve for the valve opening degree is generated. This target change curve has time as the independent variable and valve opening degree as the dependent variable. The opening degree changes continuously and gradually with time from the start time to the end time of the adjustment. According to the target change curve, the corresponding opening degree command is issued to the valve actuator in each control cycle, so that the valve opening degree smoothly transitions from the current actual opening degree to the target opening degree, avoiding unnecessary energy loss due to excessive valve opening degree, or failure of the wind pressure barrier due to inaccurate opening degree adjustment.

[0087] In this embodiment, based on the operating status information of the front air conditioning in the vehicle, when it is determined that the preset air supply conditions are met and the rear air conditioning is in the off state, the foot vents that supply air to the rear foot area are controlled to continuously output a small amount of warm air at an opening greater than zero and less than the full opening degree. This forms a wind pressure barrier that prevents the cold air in the rear from flowing back to the front passenger area along the bottom of the front seats, thereby improving passenger comfort while taking into account vehicle energy consumption. This solves the problem in the prior art where the cold air in the rear area flows back to the front passenger area along the bottom of the front seats, causing local discomfort to the front passengers.

[0088] In addition, another embodiment of this application, based on the above-mentioned determination of the target opening degree based on preset air supply conditions and the off state of the rear air conditioning and adjustment of the valve of the rear foot vent, also considers the influence of vehicle-related temperature information and the air outlet temperature of the rear foot vent on the target opening degree. The target opening degree of the rear foot vent can be dynamically adjusted according to the actual temperature conditions inside the vehicle, so that the wind pressure barrier strength formed by the output warm air is matched with the actual degree of cold air recirculation in the rear, thereby improving ride comfort while further optimizing energy consumption. Figure 4 A schematic flowchart of an air outlet adjustment method provided in another embodiment of this application is shown below. Figure 4 As shown, the method includes the following steps: Step 301: Obtain the operating status information of the front air conditioning in the vehicle, and determine whether the preset air supply conditions are met based on the operating status information.

[0089] The specific implementation method of this step can be found in step 201 above, and will not be repeated here.

[0090] Step 302: When the preset air supply conditions are met and the rear air conditioning in the vehicle is turned off, obtain the vehicle-related temperature information and the air outlet temperature of the rear footwell in the vehicle. Based on the temperature information and the air outlet temperature, determine whether the preset adjustment conditions are met.

[0091] Among these, vehicle-related temperature information refers to a set of parameters related to the vehicle's temperature environment, including but not limited to cabin temperature (i.e., interior temperature), outside ambient temperature, and air conditioning set temperature, which reflect the vehicle's thermal environment status. Air outlet temperature refers to the temperature of the air delivered from the rear footwell vents, characterizing the actual temperature level of the warm air output from these vents. Preset adjustment conditions are pre-defined trigger conditions used to determine whether the target opening degree of the rear footwell vents needs to be dynamically adjusted based on temperature conditions. These conditions can be configured according to vehicle thermal environment parameters and comfort requirements.

[0092] The methods for obtaining temperature information and outlet air temperature can include any of the following: The cabin temperature is collected by a cabin temperature sensor located in the front passenger compartment of the vehicle, and the outside ambient temperature is collected by an outside temperature sensor located near the front bumper or exterior rearview mirror. The cabin temperature and the outside ambient temperature are combined to form the vehicle's associated temperature information.

[0093] The system obtains the user-set air conditioning temperature through the vehicle's air conditioning control panel, and collects the air outlet temperature of the front air conditioning system through the air outlet temperature sensor. The system combines the air conditioning set temperature and the air outlet temperature of the front air conditioning system into the temperature information associated with the vehicle.

[0094] The air temperature is collected by a temperature sensor located in the air duct of the rear footwell; or by a temperature sensor located at the rear footwell air vent.

[0095] The system reads temperature messages periodically sent by the air conditioning controller via the vehicle controller's local area network bus, and extracts the cabin temperature, outside ambient temperature, and air conditioning set temperature from these messages as vehicle-related temperature information. Simultaneously, it extracts the air outlet temperature from the rear footwell vents.

[0096] It can also filter and smooth the temperature information and the air outlet temperature to eliminate temperature jumps caused by instantaneous fluctuations in the sensor.

[0097] Furthermore, the method for determining whether the preset adjustment conditions are met based on temperature information and outlet air temperature can include any of the following methods: The temperature difference is calculated by subtracting the set temperature from the cabin temperature. Simultaneously, the outlet air temperature is compared to a preset outlet air temperature threshold. If the temperature difference is greater than the preset difference threshold and the outlet air temperature is not lower than the preset outlet air temperature threshold, the preset adjustment conditions are considered met; otherwise, they are considered not met. The advantage of this setting is that the temperature difference between the set temperature and the cabin temperature characterizes the cabin heating demand, and the outlet air temperature characterizes the conditions for the formation of a warm air barrier. Dynamic adjustments can be triggered when there is a genuine need to increase airflow within the cabin and sufficient warm air to form an effective barrier.

[0098] The vehicle's heat load index is calculated based on the vehicle's associated temperature information, including cabin temperature, outside ambient temperature, and air conditioning set temperature. This heat load index characterizes the heat required to reach the set cabin temperature. Simultaneously, the difference between the outlet air temperature and the target outlet air temperature is calculated. When the heat load index exceeds a preset heat load threshold and the difference between the outlet air temperature and the target outlet air temperature is less than a preset temperature difference threshold, the preset adjustment conditions are deemed met; otherwise, they are deemed not met. The advantage of this setting is that by using the heat load index as a whole to characterize the heat requirement for reaching the set temperature inside the vehicle, and combining this with the deviation between the outlet air temperature and the target outlet air temperature for joint judgment, the airflow adjustment is closer to the overall vehicle thermal equilibrium state.

[0099] Optionally, to improve the accuracy of the preset adjustment conditions and to ensure that the dynamic adjustment of the target opening can accurately adapt to the thermal environment inside and outside the vehicle, the temperature information includes the outside ambient temperature and the cabin temperature; based on the temperature information and the air outlet temperature, it is determined whether the preset adjustment conditions are met, including: when the outside ambient temperature is not greater than the preset third temperature, the air outlet temperature is not less than the preset fourth temperature, and the cabin temperature is not greater than the preset fifth temperature, the preset adjustment conditions are determined to be met.

[0100] Among them, the outside ambient temperature refers to the temperature of the air surrounding the vehicle, used to characterize the coldness of the external environment in which the vehicle is located. The preset third temperature is a pre-set threshold for the outside ambient temperature, used to determine whether the outside environment is cold enough to require auxiliary ventilation. The preset fourth temperature is a pre-set threshold for the air outlet temperature, used to determine whether the air delivered from the rear footwell vents is warm enough to form an effective wind pressure barrier. The preset fifth temperature is a pre-set threshold for the cabin temperature, used to determine whether the cabin is cold enough to require a warmer environment.

[0101] The system can compare the outside ambient temperature with a preset third temperature, the air outlet temperature with a preset fourth temperature, and the cabin temperature with a preset fifth temperature. If all three sub-conditions are met simultaneously (outside ambient temperature not exceeding the preset third temperature, air outlet temperature not less than the preset fourth temperature, and cabin temperature not exceeding the preset fifth temperature), the preset adjustment conditions are deemed satisfied. If any one of these sub-conditions is not met, the preset adjustment conditions are deemed not satisfied. Alternatively, the system can calculate the first difference between the outside ambient temperature and the preset third temperature, the second difference between the air outlet temperature and the preset fourth temperature, and the third difference between the cabin temperature and the preset fifth temperature. If the first difference is less than or equal to zero, the second difference is greater than or equal to zero, and the third difference is less than or equal to zero, the preset adjustment conditions are deemed satisfied; otherwise, the preset adjustment conditions are deemed not satisfied.

[0102] It should be noted that the aforementioned preset temperature thresholds can be determined based on actual vehicle calibration tests and occupant comfort feedback. For example, the third preset temperature can be determined based on the winter climate characteristics of the region where the vehicle is used and the temperature boundary where heating demand increases significantly; the fourth preset temperature can be determined based on the minimum outlet air temperature required for the effective formation of the warm air barrier, combined with the occupants' comfort perception of the supply air temperature; and the fifth preset temperature can be determined based on the upper limit of cabin temperature where occupants' heating demand decreases significantly.

[0103] For example, the preset third temperature can be 0℃, meaning that when the ambient temperature outside the vehicle is not greater than 0℃, the ambient temperature is considered to be cold. The advantage of choosing 0℃ as the preset third temperature is that 0℃ is the freezing point of water and also the dividing point where the demand for heating in winter increases significantly; when the ambient temperature outside the vehicle is not greater than 0℃, the temperature in the rear area is significantly lower, and the temperature difference between the recirculated cold air and the front area is large, which significantly affects the cold feeling of the lower legs of the front passengers; if the ambient temperature outside the vehicle is higher than 0℃, the temperature of the cold air in the rear is relatively high, and the cold feeling caused by the recirculation is not obvious, so there is no need to implement the air outlet adjustment strategy.

[0104] The fourth preset temperature can be 20℃. This means that when the temperature of the air vents blowing on the feet is not less than 20℃, the airflow is considered to have reached the level of warmth required to form an effective air pressure barrier. The advantage of choosing 20℃ as the fourth preset temperature is that 20℃ is the lower limit of human comfort and also the minimum outlet temperature at which the warm air can effectively block cold air while meeting the comfort requirements of the occupants. If the temperature of the air vents blowing on the feet is lower than 20℃, the small amount of air output from the slightly open rear foot vents will be insufficient in temperature to form an effective warm air barrier, and may even exacerbate the cold feeling of the front occupants due to the low output temperature. Therefore, when the temperature of the air vents blowing on the feet is not less than 20℃, the airflow adjustment strategy can achieve the desired effect.

[0105] The fifth preset temperature can be 30℃. This means that when the cabin temperature is no higher than 30℃, the cabin is considered to be in a heating state that requires a temperature increase. The reason for choosing 30℃ as the fifth preset temperature is that 30℃ is the dividing point where people feel warm. When the cabin temperature is higher than 30℃, the occupants already feel warm, the heating demand is reduced, and at this time the temperature difference between the rear air and the front area is small, the backflow of cold air is not obvious, and the backflow of cold air may even be perceived by the occupants as a comfortable cool airflow, so there is no need to implement the air outlet adjustment strategy. When the cabin temperature is no higher than 30℃, the occupants have a heating demand and the backflow of cold air is significant, so the air outlet adjustment strategy needs to be implemented.

[0106] Based on the above technical content, by comparing the three temperature thresholds of the outside temperature, the air outlet temperature, and the cabin temperature, the necessity of dynamic adjustment can be confirmed from three dimensions: the intensity of the external cold source, the cold state inside the cabin, and the air outlet conditions. This allows for dynamic adjustment of the target opening degree in specific scenarios where the outside environment is cold, the cabin temperature is low, and the air outlet is sufficiently warm. This avoids unnecessary opening adjustments due to misjudgment, ensuring that the wind pressure barrier strength formed by the warm air output from the rear footwell vents matches the actual thermal environment requirements. Consequently, without turning on the rear air conditioning, the comfort of the front passengers is further improved, and vehicle energy consumption is optimized.

[0107] Step 303: When the preset adjustment conditions are met, determine the target opening degree based on the temperature information and the air outlet mode of the front air conditioner.

[0108] The temperature information includes the outside ambient temperature and the cabin temperature. Determining the target opening degree can be done in any of the following ways.

[0109] A target opening degree mapping table is pre-stored. This table uses the outside ambient temperature range, cabin temperature range, and front air conditioning venting mode as a joint index, and outputs the corresponding opening degree value. All opening degree values ​​in the mapping table are greater than zero and less than full opening degree, and linear interpolation is used between adjacent calibration points. When preset adjustment conditions are met, the current outside ambient temperature, cabin temperature, and front air conditioning venting mode are obtained, and the target opening degree mapping table is consulted to obtain the corresponding target opening degree.

[0110] The base opening value is calculated based on the cabin temperature and the outside ambient temperature. The base opening value increases as the cabin temperature decreases and as the outside ambient temperature decreases. Then, the opening correction coefficient is determined according to the air outlet mode of the front air conditioner. The base opening value is multiplied by the corresponding opening correction coefficient, and the result is limited to a range greater than zero and less than the full opening degree, which is used as the target opening degree.

[0111] The opening correction coefficient is a preset constant used to characterize the relative size of the opening required to form a wind pressure barrier under different air outlet modes. It can be determined based on the airflow ratio of the foot-blowing duct under that air outlet mode. For example, taking the airflow ratio of the foot-blowing duct in the foot-blowing mode as the baseline ratio, the first correction coefficient is set to 1. In the foot-blowing defrost mode, some airflow is allocated to the defrost duct, and its foot-blowing duct airflow ratio is lower than the baseline ratio. The ratio of the foot-blowing duct airflow ratio in that air outlet mode to the baseline ratio is used as the second correction coefficient. For example, when the foot-blowing duct airflow ratio is 100% in the foot-blowing mode and 70% in the foot-blowing defrost mode, the second correction coefficient is set to 0.7. Since some airflow is diverted to the defrost duct in the foot-blowing defrost mode, the airflow organization in the seat bottom area has a relatively weak impact on the return flow, and the required barrier opening is relatively small. Therefore, the second correction coefficient is usually smaller than the first correction coefficient. The corrected opening is relatively small in the foot-blowing defrost mode, so that a wind pressure barrier matching the return flow intensity can be formed in different air outlet modes, avoiding excessive opening and energy waste.

[0112] The advantage of this setting is that the basic opening value increases as the cabin temperature and the outside ambient temperature decrease, which can adaptively enhance the barrier strength according to the degree of cold outside and the heating demand inside the cabin; and the correction coefficient corresponding to the air outlet mode is used to adapt to different airflow distribution requirements, so that the wind pressure barrier strength matches the return flow intensity in each air outlet mode, thereby taking into account the riding comfort of the front passengers and the vehicle's energy consumption without turning on the rear air conditioning.

[0113] The target opening range is determined based on the airflow mode of the front air conditioning system. When the airflow mode is foot-blowing, the target opening range is within the first range; when the airflow mode is foot-blowing defrosting, the target opening range is within the second range. The maximum value in the first range is greater than the maximum value in the second range. Then, interpolation is performed based on the outside ambient temperature and cabin temperature within their respective ranges to obtain the target opening. For example, bilinear interpolation is performed using the outside ambient temperature and cabin temperature as inputs. When both the outside ambient temperature and cabin temperature are at their lower ends, the target opening is the maximum value of the corresponding opening range; when both are at their higher ends, the target opening is the minimum value of the corresponding opening range; and when they are between the two, the interpolated target opening is obtained. That is, the lower the outside ambient temperature and the lower the cabin temperature, the larger the interpolated target opening.

[0114] Alternatively, the corresponding piecewise function for the air conditioning opening can be selected based on the airflow mode of the front air conditioning system. The first piecewise function is used when the airflow mode is foot-blowing, and the second piecewise function is used when the airflow mode is foot-blowing defrosting. Each piecewise function takes the outside ambient temperature and cabin temperature as input variables and the opening value as the output variable. It is defined according to temperature ranges, and the range of the output variable is constrained to be greater than zero and less than the full opening degree. The target opening degree is calculated by substituting the current outside ambient temperature and cabin temperature into the selected piecewise function.

[0115] By defining a reasonable range of opening values ​​based on the air outlet mode, and then using linear interpolation based on the outside ambient temperature and cabin temperature or by calculating using a piecewise function within that range, the opening range under different air outlet modes is ensured to be reasonable, while also achieving a continuous and smooth change in opening with temperature, avoiding abrupt changes in opening.

[0116] Step 304: Adjust the valve of the rear footwell air vent based on the target opening degree.

[0117] The technical solution provided in this embodiment, through the joint determination of temperature information and air outlet temperature, ensures that the target opening is triggered when the opening of the rear foot vents needs to be dynamically adjusted in the vehicle's thermal environment, thus avoiding unnecessary opening adjustments. When the preset adjustment conditions are met, the target opening is determined by combining temperature information and the front air outlet mode, so that the wind pressure barrier formed by the warm air output from the rear foot vents matches the actual degree of cold air recirculation in the rear and the vehicle's thermal demand. This improves the ride comfort of front passengers and optimizes vehicle energy consumption without turning on the rear air conditioning.

[0118] In addition, another embodiment of this application, based on the above embodiments, also considers the influence of factors such as cabin temperature and outside ambient temperature on the target opening degree. The first opening degree to be used is determined based on cabin temperature and air outlet mode, and the first opening degree to be used is corrected in combination with the outside ambient temperature, so that the target opening degree can comprehensively adapt to the internal and external thermal environment of the vehicle and the air conditioning operation status, improve the accuracy of the target opening degree determination, further enhance the riding comfort of front-seat occupants and optimize vehicle energy consumption. Figure 5 A flowchart illustrating another embodiment of the air outlet adjustment method provided in this application is shown below. Figure 5 As shown, the method includes the following steps: Step 401: Obtain the operating status information of the front air conditioning in the vehicle, and determine whether the preset air supply conditions are met based on the operating status information.

[0119] Step 402: When the preset air supply conditions are met and the rear air conditioning in the vehicle is turned off, obtain the vehicle-related temperature information and the air outlet temperature of the rear footwell in the vehicle. Based on the temperature information and the air outlet temperature, determine whether the preset adjustment conditions are met. The temperature information includes the cabin temperature.

[0120] Step 403: When the preset adjustment conditions are met, determine the first opening degree to be used based on the cabin temperature and air outlet mode.

[0121] The first usable opening degree refers to the opening value determined based on cabin temperature and airflow mode, used to initially characterize the strength required for the wind pressure barrier. Under the same airflow mode, the higher the cabin temperature, the smaller the corresponding first usable opening degree, showing a negative correlation. This is based on the following: a higher cabin temperature indicates a better overall thermal state of the cabin, resulting in a corresponding increase in the temperature of the cold air in the rear area. The smaller the temperature difference between the rear cold air and the front passenger area, the weaker the cooling sensation caused by the cold air recirculation, and the smaller the required wind pressure barrier strength. Therefore, the first usable opening degree decreases as the cabin temperature increases. At the same time, a warmer cabin results in lower heating demand in the front, requiring less additional heat to maintain the wind pressure barrier, and the opening degree can also converge accordingly to balance energy consumption.

[0122] Optionally, determining the first opening to be used may include any of the following methods: A piecewise function is pre-configured for each air outlet mode. Each piecewise function takes cabin temperature as the input variable and a first usable opening degree as the output variable. Within the piecewise function corresponding to the same air outlet mode, the first usable opening degree decreases monotonically as the cabin temperature increases. When the preset adjustment conditions are met, the corresponding piecewise function is selected according to the current air outlet mode, and the current cabin temperature is substituted into the calculation to obtain the first usable opening degree.

[0123] For each air outlet mode, the system pre-stores the corresponding endpoint values ​​between cabin temperature and the first available opening degree. These endpoint values ​​include the maximum first available opening degree corresponding to the cabin temperature being the preset minimum temperature, and the minimum first available opening degree corresponding to the cabin temperature being the preset maximum temperature. When preset adjustment conditions are met, the system obtains the corresponding endpoint value based on the current air outlet mode, and performs linear interpolation between the maximum and minimum first available opening degrees based on the current cabin temperature to obtain the first available opening degree.

[0124] A preset opening degree mapping table can also be stored in advance. This mapping table uses cabin temperature and air outlet mode as a joint index and the opening degree to be selected as the output result, covering multiple cabin temperature values ​​or temperature ranges and multiple air outlet modes. The opening degree to be selected refers to the opening degree value corresponding to a specific combination of cabin temperature and air outlet mode in the mapping table. When the preset adjustment conditions are met, the current cabin temperature and air outlet mode are obtained, and the first opening degree to be used corresponding to the cabin temperature and air outlet mode is determined from the preset opening degree mapping table.

[0125] The airflow modes include foot-blowing mode, foot-blowing defrosting mode, and foot-blowing-face mode. Foot-blowing mode refers to a single airflow mode that directs airflow towards the occupant's feet; foot-blowing defrosting mode is a combined airflow mode that simultaneously delivers airflow to the occupant's feet and the windshield defrost vents; foot-blowing-face mode is a combined airflow mode that simultaneously delivers airflow to the occupant's feet and face. The preset opening degree mapping table includes the selectable opening degrees corresponding to different cabin temperatures and different airflow modes; at the same cabin temperature, the selectable opening degrees for foot-blowing mode, foot-blowing defrosting mode, and foot-blowing-face mode decrease sequentially.

[0126] When querying the mapping table, you can look for an index entry that perfectly matches the current cabin temperature and airflow mode, and read the corresponding selection opening degree as the first available opening degree; or, determine the temperature range to which the current cabin temperature belongs, and then look for the corresponding index entry in combination with the current airflow mode; or, if the current cabin temperature perfectly matches a discrete cabin temperature value in the mapping table, read it; if it falls between two adjacent discrete cabin temperature values, perform linear interpolation based on the selection opening degrees corresponding to the two discrete values, and use the interpolation result as the first available opening degree.

[0127] For example, see Table 1. Table 1 shows an example of the correspondence between cabin temperature, air outlet mode and the selected opening degree (opening degree unit: %).

[0128] Table 1: In Table 1, the selectable opening degree of the three air outlet modes decreases sequentially under the same cabin temperature. Under the same air outlet mode, the selectable opening degree decreases as the cabin temperature increases. All the opening degrees mentioned above are calibration values.

[0129] Regarding cabin temperature, under the same air supply mode, the higher the cabin temperature, the smaller the corresponding selectable opening degree. The higher the cabin temperature, the higher the overall temperature inside the vehicle, the smaller the temperature difference between the rear and front areas, the weaker the feeling of cold air returning, and the smaller the required strength of the wind pressure barrier. Therefore, the opening degree can be reduced accordingly to save energy. Conversely, the lower the cabin temperature, the greater the temperature difference and the stronger the feeling of cold air returning, requiring a larger opening degree to form a stronger wind pressure barrier. For air outlet modes, at the same cabin temperature, the foot-blowing mode corresponds to the largest opening, followed by the foot-blowing defrosting mode, and the foot-blowing and face-blowing mode to the smallest. In the foot-blowing mode, all airflow is output from the foot-blowing outlet, resulting in the largest airflow along the carpet and the strongest force driving the rear cold air back. Therefore, the largest opening is required to form a sufficiently strong wind pressure barrier. In the foot-blowing defrosting mode, a portion of the airflow is allocated to the defrosting outlet, reducing the foot-blowing airflow and weakening the backflow force, thus requiring a correspondingly smaller opening. In the foot-blowing and face-blowing mode, a portion of the airflow is allocated to the face-blowing outlet, further reducing the foot-blowing airflow and weakening the backflow force, thus requiring the smallest opening.

[0130] In this embodiment, by constraining the foot blowing mode, foot blowing defrost mode, and foot blowing face mode corresponding to the selected opening degree to decrease sequentially under the same cabin temperature, the first opening degree to be used can match the difference in the proportion of foot air supply under different air supply modes, thereby ensuring the accuracy of the opening degree determination.

[0131] Step 404: Determine the target opening based on the first opening to be used.

[0132] Optionally, the first opening to be used can be used as the target opening.

[0133] It can also acquire the outside ambient temperature and determine the opening adjustment coefficient based on the difference between the outside ambient temperature and a preset ambient temperature threshold. For example, the opening adjustment coefficient is a preset coefficient that is greater than zero, and it decreases as the difference increases. When the outside ambient temperature is lower than the preset ambient temperature threshold, the difference is negative, the opening adjustment coefficient is greater than one, and the target opening increases; when the outside ambient temperature is higher than the preset ambient temperature threshold, the opening adjustment coefficient is less than one, the difference is positive, and the target opening decreases. The first opening to be used is multiplied by the opening adjustment coefficient to obtain the target opening.

[0134] To ensure that the target opening can simultaneously reflect the combined effects of the in-vehicle thermal environment and the external coldness on the recirculation of cold air, the target opening is determined based on the first opening to be used, which may include: determining the second opening to be used based on the external ambient temperature; and obtaining the target opening based on the first opening to be used and the second opening to be used.

[0135] The higher the ambient temperature outside the vehicle, the smaller the second opening size required, showing a negative correlation between the two. In other words, the colder it is outside the vehicle, the greater the density difference of the cold air in the rear seats and the stronger the driving pressure difference that flows back along the bottom of the seats, requiring a larger opening size to form a sufficient dynamic pressure barrier; the warmer it is outside the vehicle, the more the backflow naturally decreases, and the opening size can be reduced accordingly.

[0136] Determining the second opening to be used can include any of the following methods: A second opening degree mapping table is pre-stored. This mapping table is indexed by the external ambient temperature range and outputs the corresponding second opening degree. The higher the temperature corresponding to the temperature range, the smaller the output second opening degree. When the preset adjustment conditions are met, the mapping table is queried to obtain the second opening degree.

[0137] A piecewise function that takes the outside ambient temperature as input and the second opening degree to be used as output and is monotonically decreasing is pre-configured. The current outside ambient temperature is substituted into the calculation to obtain the second opening degree to be used.

[0138] The endpoint values ​​of the external ambient temperature and the second opening degree to be used are pre-stored, including the maximum second opening degree to be used when the external ambient temperature is the preset minimum temperature, and the minimum second opening degree to be used when the external ambient temperature is the preset maximum temperature; the second opening degree to be used is calculated based on the linear interpolation of the current external ambient temperature between the two.

[0139] The external ambient temperature is divided into multiple continuous temperature ranges, and a decreasing opening value is configured for each temperature range. Optionally, when the external ambient temperature is not higher than a preset first temperature, the second opening value to be used is determined to be the preset first opening value; when the external ambient temperature is higher than the preset first temperature but not higher than a preset second temperature, the second opening value to be used is determined to be the preset second opening value; when the external ambient temperature is higher than the preset second temperature, the second opening value to be used is determined to be the preset third opening value. The preset first temperature is a pre-set first external ambient temperature threshold used to delineate the boundary between the low-temperature range and the medium-temperature range; the preset second temperature is a pre-set second external ambient temperature threshold used to delineate the boundary between the medium-temperature range and the high-temperature range, and the preset second temperature is higher than the preset first temperature; the preset first opening value, preset second opening value, and preset third opening value decrease sequentially to ensure that the higher the external ambient temperature, the smaller the second opening value to be used. For example, when the ambient temperature outside the vehicle is no greater than -20°C, the second opening degree to be used is 10% (10% of the full opening degree); when the ambient temperature outside the vehicle is greater than -20°C but not greater than -10°C, the second opening degree to be used is 5%; when the ambient temperature outside the vehicle is greater than -10°C, the second opening degree to be used is 0%.

[0140] To avoid frequent switching of the opening degree when the ambient temperature fluctuates near the interval boundary, a hysteresis temperature value can be set for each boundary temperature, or the ambient temperature of the vehicle outside the vehicle for multiple consecutive sampling periods can be filtered by moving average before interval determination. The advantage of this setting is that the negative correlation between the ambient temperature of the vehicle outside the vehicle and the second opening degree to be used can be represented with a smaller temperature interval and discrete opening degree values, reducing the storage and query overhead of the mapping table; at the same time, the second opening degree to be used only takes a positive value in the low temperature interval where the ambient temperature of the vehicle outside the vehicle is no greater than -10℃, and takes 0% in the normal temperature interval, so as not to cause invalid superposition of the basic opening degree, thereby providing additional opening degree compensation for low temperature scenarios while ensuring the rationality of the opening degree in normal scenarios.

[0141] Furthermore, the target opening degree can be obtained by summing the first and second opening degrees to be used; alternatively, the target opening degree can be obtained by weighted summing of the first and second opening degrees to be used. The weights corresponding to the first and second opening degrees to be used can be preset fixed weights or weights determined based on the recirculation air volume ratio of the front air conditioner. When the weights are preset fixed weights, both weights can be pre-calibrated constants, and the sum of the two weights equals 1.

[0142] Considering that the recirculation air volume ratio represents the proportion of the recirculated return air volume in the front air conditioning system to the total air volume supplied by the blower, it determines the source of the recirculation driving force. The higher the proportion of recirculation, the more the recirculation driving force depends on the thermal state inside the cabin; the higher the proportion of external recirculation air volume, the stronger the continuous replenishment of cold air from outside the vehicle and the stronger the external cooling supply. Therefore, when the weight is determined based on the recirculation air volume ratio of the front air conditioning system, the recirculation air volume ratio can be used as the weight corresponding to the first usable opening degree, and the difference between 1 and the recirculation air volume ratio can be used as the weight corresponding to the second usable opening degree. This allows the weight to adapt to the air intake mode. When recirculation is the main mode, there is no replenishment of fresh air from outside the vehicle, and the recirculation intensity is mainly determined by the thermal state inside the cabin. The target opening degree tends to reflect the first usable opening degree that reflects the thermal environment inside the vehicle. When the proportion of external recirculation air volume increases, cold air from outside the vehicle continuously replenishes the cabin, the cooling supply is enhanced, and the target opening degree tends to reflect the second usable opening degree that reflects the external cooling supply. Thus, a wind pressure barrier that matches the source of the recirculation driving force can be formed in different air intake modes.

[0143] Specifically, the first opening to be used can be multiplied by the circulating air volume ratio to obtain the first processing value; the difference between 1 and the circulating air volume ratio is used as the weight value; the second opening to be used is multiplied by the weight value to obtain the second processing value; the first processing value and the second processing value are summed to obtain the target opening. For example, the target opening K = R_in × K1 + (1 - R_in) × K2, where K1 is the first opening to be used, K2 is the second opening to be used, and R_in is the circulating air volume ratio (the proportion of internal circulating air volume, defined in the range of 0 to 1, and (0, 1] when the preset adjustment conditions are met).

[0144] The target opening can also be limited to a range greater than zero and less than the full opening. For example, if the calculated target opening is less than a preset minimum opening value, the preset minimum opening value is used as the target opening; if the calculated target opening is greater than a preset maximum opening value, the preset maximum opening value is used as the target opening; otherwise, the calculated target opening is used as the target opening. The preset minimum opening value is greater than zero to ensure the barrier remains continuous and does not fail instantly due to the opening returning to zero; the preset maximum opening value is less than the full opening value to prevent obstruction of front-row airflow and to avoid wind noise. Optionally, the rate of change of the target opening can also be limited to avoid abrupt damper operation.

[0145] Based on the above technical content, the negative correlation between the outside ambient temperature and the second opening degree to be used is used to characterize the strength of the external cold source, and the circulating air volume ratio is used to characterize the influence of the internal recirculation return air ratio on the return flow driving force. The target opening degree is determined based on the in-vehicle thermal environment reflected by the first opening degree to be used, and further takes into account the influence of the outside coldness and the air intake mode. It can adaptively decrease as the outside ambient temperature increases, and can match the influence of the circulating air volume ratio on the airflow distribution. Thus, a small amount of warm air is continuously output with a suitable micro-opening, forming a wind pressure barrier with an intensity that matches the actual return flow force, effectively blocking the cold air in the rear row from flowing back to the front passenger area along the bottom of the front seats, ensuring the blocking effect while avoiding energy waste.

[0146] As another optional implementation method, in order to enable the influence of the in-vehicle thermal environment reflected by the first opening degree to be used and the influence of the outside cold reflected by the second opening degree to be used to be superimposed and reflect the overall effect, and to enable the circulating air volume ratio to uniformly adjust the overall opening degree requirement, the target opening degree can be obtained based on the first opening degree and the second opening degree. This can include: obtaining the total opening degree based on the sum of the first opening degree and the second opening degree; and adjusting the total opening degree using the circulating air volume ratio of the front air conditioner to obtain the target opening degree.

[0147] The sum of the openings reflects the degree of overlap between the first and second openings to be used. The larger the sum of the openings, the larger the target opening; the larger the proportion of circulating air volume, the larger the target opening. In other words, the target opening is positively correlated with both the sum of the openings and the proportion of circulating air volume.

[0148] For example, the target opening can be determined by formula (1): Target opening = (Second opening to be used + First opening to be used) × Circulation air volume ratio. The circulation air volume ratio refers to the ratio of the air volume of the vehicle interior re-entering the vehicle through the circulation damper to the total air volume of the blower. It should be noted that in the internal circulation mode, the external circulation vent is completely closed and all air comes from the return air inside the vehicle, so the circulation air volume ratio is 1; in the external circulation mode, the internal circulation return air vent is completely closed and there is no return air inside the vehicle, so the circulation air volume ratio is 0; in the mixed circulation mode, the internal and external air inlets simultaneously intake air, and the circulation air volume ratio is between 0 and 1. For example, the circulation air volume ratio is 0.6, which means that 60% of the total air volume of the blower is the return air inside the vehicle and 40% is the fresh air outside the vehicle. Since the preset air supply conditions require that the air intake mode is not the external circulation mode, when the preset adjustment conditions are met, the value range of the circulation air volume ratio is (0, 1], and the pure external circulation mode (circulation air volume ratio is 0) does not implement this scheme.

[0149] In formula (1), the first opening to be used is the basic component of the target opening, reflecting the main influence of the in-vehicle thermal environment and air outlet mode on the recirculation of cold air in the rear seats. It is the basic opening required in any scenario that meets the triggering conditions. The second opening to be used is the correction component under low-temperature conditions outside the vehicle. It provides a positive correction value only when the ambient temperature outside the vehicle is not greater than -10℃. It is used to add an extra opening on top of the basic opening to enhance the wind pressure barrier to cope with the stronger recirculation coldness under low-temperature conditions. The two are added together to ensure that additional compensation is provided in low-temperature scenarios while meeting the basic opening requirements. The total opening is multiplied by the circulating air volume ratio so that the target opening increases with the increase of the circulating air volume ratio to match the differences in the wind pressure barrier requirements under different air intake modes. The correspondence between the circulating air volume ratio and the target opening can be determined based on the vehicle test calibration. When the circulating air volume ratio is 1 (pure internal circulation), the target opening is equal to the total opening. When the circulating air volume ratio is between 0 and 1 (mixed circulation mode), the target opening is linearly scaled according to the circulating air volume ratio.

[0150] Based on the above technical content, by superimposing the first opening degree to be used and the second opening degree to be used to obtain the total opening degree, and by using the circulating air volume ratio to positively adjust the total opening degree, it can meet the basic opening degree requirements in the vehicle, while ensuring that the additional opening degree compensation in low temperature scenarios takes effect proportionally with the circulating air volume ratio, so that the target opening degree is precisely matched with the actual return flow power, thus avoiding energy waste caused by excessive opening degree, and avoiding failure of the wind pressure barrier caused by insufficient opening degree.

[0151] To ensure the target opening is adapted to complex conditions such as blower airflow capacity and solar thermal radiation, the airflow rate of the vehicle's air conditioning blower can be acquired and adjusted accordingly. A higher blower airflow results in a smaller adjusted target opening. Similarly, solar radiation information associated with the vehicle can be acquired and used to adjust the target opening; higher solar intensity results in a smaller adjusted target opening. By combining the determined target opening with air conditioning capacity and solar thermal radiation for multi-dimensional adjustments, the opening of the rear footwell vents is ensured to comprehensively adapt to the vehicle's interior thermal environment and air conditioning operation, further improving the comfort of front-seat passengers and optimizing vehicle energy consumption.

[0152] Step 405: Adjust the valve of the rear footwell air vent based on the target opening degree.

[0153] The technical solution provided in this embodiment uses the negative correlation constraint between cabin temperature and the first opening degree to adaptively reduce the first opening degree as the cabin temperature increases. The lower the cabin temperature, the greater the temperature difference between the rear air and the front area, and the stronger the backflow cooling sensation. The larger the first opening degree is, the stronger the wind pressure barrier is formed. When the cabin temperature increases, the first opening degree is reduced accordingly to save energy, thereby ensuring the riding comfort of the front passengers and the vehicle's energy consumption.

[0154] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0155] As an optional embodiment, in order to enable those skilled in the art to further understand the technical solution of the embodiments of this application, the following description is provided in conjunction with specific application scenarios.

[0156] See Figure 6 The triggering conditions for the air outlet adjustment strategy include the following seven sub-conditions, which can be checked in sequence to determine whether the following seven sub-conditions are met: Is the front air conditioning on? Is the air intake mode of the front air conditioning not set to external air circulation mode? Does the front air conditioning include a foot-blowing mode? Is the rear air conditioning turned off? Is the ambient temperature outside the vehicle not greater than 0℃? Is the outlet air temperature not less than 20℃? Is the cabin temperature no higher than 30°C?

[0157] Of the seven sub-conditions mentioned above, the first four are used to determine whether the preset air supply conditions are met (i.e., whether the problem of cold air recirculation in the rear section exists), and the last three are used to determine whether the preset adjustment conditions are met (i.e., whether the cold sensation from the recirculation has reached a level that needs to be addressed by auxiliary air supply). Both conditions must be met simultaneously.

[0158] The air vent adjustment strategy and target opening degree will only be implemented and determined when all seven sub-conditions are met simultaneously: the front air conditioning is on, the air intake mode is not set to external circulation, the air vent mode includes foot blowing mode, the rear air conditioning is off, the outside ambient temperature is not higher than 0℃, the air vent temperature is not lower than 20℃, and the cabin temperature is not higher than 30℃. If any one of the sub-conditions is not met, the original strategy will continue to be implemented. The original strategy refers to controlling the valve opening of the rear foot vents according to the on / off status of the rear air conditioning, that is, when the rear air conditioning is off, the rear foot vents remain completely closed and do not blow air to the rear seats.

[0159] The above-mentioned ambient temperature, air outlet temperature, and cabin temperature can all be obtained by the existing sensors inside the vehicle. Each temperature threshold is a calibrated value, and no additional hardware is required.

[0160] To avoid frequent switching between the airflow adjustment strategy and the original strategy, each of the aforementioned temperature thresholds can be equipped with a hysteresis range (e.g., 2℃ or 4℃). The advantage of setting a hysteresis range is that the data collected by the temperature sensor fluctuates instantaneously. Without a hysteresis range, when the temperature fluctuates around the threshold, it will cause frequent switching between the airflow adjustment strategy and the original strategy, resulting in frequent operation of the valves in the rear footwell vents, affecting passenger comfort and shortening valve lifespan. Taking the outside ambient temperature threshold of 0℃ as an example, when the outside ambient temperature drops from the high temperature side to -1℃, the airflow adjustment strategy is switched to; when it rises from the low temperature side to +1℃, it switches back to the original strategy, forming a hysteresis band with a width of 2℃, effectively avoiding frequent strategy switching.

[0161] When the above triggering conditions are met, the first opening degree to be used can be determined by looking up a table based on the cabin temperature and the front airflow mode. For example, the preset opening degree mapping table stores the opening degrees to be selected for different cabin temperatures and different airflow modes. Under the same cabin temperature, when the airflow mode is foot blowing mode, foot blowing defrost mode, or foot blowing and face blowing mode, the corresponding opening degree to be selected decreases sequentially.

[0162] Furthermore, the target opening can be determined based on the first opening to be used. For example, the first opening to be used can be corrected by combining the outside ambient temperature and the airflow ratio: Target opening = (Second opening to be used corresponding to the outside ambient temperature + First opening to be used) × Airflow ratio. The second opening to be used can be obtained from a table based on the outside ambient temperature; for example, 10% when the outside ambient temperature is no greater than -20℃, 5% when it is greater than -20℃ but no greater than -10℃, and 0% when it is greater than -10℃. The airflow ratio is 1, 0, and a value between 0 and 1 in pure internal circulation, pure external circulation, and mixed airflow modes, respectively. By correcting the second opening to be used according to the outside ambient temperature and scaling the overall opening by the airflow ratio, the target opening is made to match both the in-vehicle thermal environment and air outlet mode, as well as the outside coldness and internal circulation recirculation power.

[0163] Furthermore, the valves of the rear footwell air vents can be adjusted based on the target opening degree. After adjusting the valves of the rear footwell air vents to the target opening degree, the airflow status in the cabin can be seen in [the relevant documentation / reference]. Figure 7 . Figure 7 This is a schematic diagram of the airflow through a wind pressure barrier provided in an embodiment of this application. Figure 7 As shown, the front passenger is seated in the front seat, and their legroom is as follows: Figure 7 As shown in the "passenger leg area" section; the airflow from the front air conditioning vents flows along the floor surface of the vehicle towards the rear (e.g., Figure 7 (As shown by the arrow in "Front row air conditioning vent direction"); when the valve is at the target opening, the rear foot vents continuously output a small amount of warm air at a slight opening (e.g. Figure 7As indicated by the arrow pointing to the "airflow direction of the rear footwell vents," this small amount of warm air forms a wind pressure barrier in the area under the front seats. Due to this barrier, the cold air gathered in the rear footwell area cannot flow back along the lower edge of the front seats to the lower legs of the front passengers; instead, it is blocked and redirected (as shown by...). Figure 7 (As indicated by the arrow in the middle, "the return flow of cold air is blocked and redirected"), thus preventing front-seat occupants from being affected by the cold airflow.

[0164] The solution provided in this embodiment effectively addresses the issue of cold legs for front passengers in the driver and front passenger seats by automatically controlling the valve opening of the rear footwell air vents without adding any hardware, while avoiding energy waste caused by fully opening the rear footwell air vents. Specifically, through the joint determination of seven triggering conditions, the airflow adjustment strategy is ensured to be triggered only when the problem of cold air recirculation in the rear seats actually exists and can be effectively resolved; through the negative correlation mapping between cabin temperature, airflow mode, and opening degree, the opening degree is matched to the recirculation intensity under different thermal environments and airflow modes; low-temperature correction is applied to the initial value of the outside ambient temperature to cope with stronger cooling in low temperatures; multiplicative scaling of the circulating air volume ratio ensures a linear match between the opening degree and the recirculation power; and hysteresis intervals are used to avoid frequent strategy switching. Thus, the valves of the rear footwell air vents always operate at a slight opening just enough to form a wind pressure barrier, ensuring the effectiveness of blocking the recirculation of cold air from the rear seats while maximizing energy savings.

[0165] Figure 8 This is a schematic diagram of the air outlet regulating device provided in one embodiment of this application. Figure 8 As shown, the air outlet regulating device provided in this embodiment may include: an information acquisition module 501, a target opening degree determination module 502, and a valve regulating module 503.

[0166] The information acquisition module 501 is used to acquire the working status information of the front air conditioner in the vehicle and determine whether the preset air supply conditions are met based on the working status information; the target opening degree determination module 502 is used to determine the target opening degree of the rear foot vents in the vehicle when the preset air supply conditions are met and the rear air conditioner in the vehicle is in the off state; wherein the target opening degree is greater than zero and less than the full opening degree of the rear foot vents; the rear foot vents are used to supply air to the rear foot area of ​​the vehicle; and the valve adjustment module 503 is used to adjust the valve of the rear foot vents based on the target opening degree.

[0167] In one possible implementation, the target opening degree determination module 502 is used to acquire the temperature information associated with the vehicle and the air outlet temperature of the rear footwell vents in the vehicle, and determine whether a preset adjustment condition is met based on the temperature information and the air outlet temperature; when the preset adjustment condition is met, the target opening degree is determined according to the temperature information and the air outlet mode of the front air conditioner.

[0168] In one possible implementation, the temperature information includes the cabin temperature; the target opening determination module 502 is used to determine a first opening to be used based on the cabin temperature and the air outlet mode; wherein, under the same air outlet mode, the higher the cabin temperature, the smaller the corresponding first opening to be used; and the target opening is determined based on the first opening to be used.

[0169] In one possible implementation, the temperature information further includes the ambient temperature outside the vehicle; the target opening determination module 502 is used to determine a second opening to be used based on the ambient temperature outside the vehicle; wherein, the higher the ambient temperature outside the vehicle, the smaller the corresponding second opening to be used; and the target opening is obtained based on the first opening to be used and the second opening to be used.

[0170] In one possible implementation, the target opening degree determination module 502 is used to determine the total opening degree based on the sum of the first opening degree to be used and the second opening degree to be used; and to adjust the total opening degree using the circulating air volume ratio of the front air conditioner to obtain the target opening degree; wherein, the larger the total opening degree, the larger the target opening degree, and the larger the circulating air volume ratio, the larger the target opening degree.

[0171] In one possible implementation, the target opening determination module 502 is configured to: determine the second opening to be used as a preset first opening when the external ambient temperature is not greater than a preset first temperature; determine the second opening to be used as a preset second opening when the external ambient temperature is greater than the preset first temperature but not greater than a preset second temperature; and determine the second opening to be used as a preset third opening when the external ambient temperature is greater than the preset second temperature; wherein the preset third opening is less than the preset second opening, the preset second opening is less than the preset first opening, and the preset second temperature is greater than the preset first temperature.

[0172] In one possible implementation, the target opening determination module 502 is used to determine a first opening to be used corresponding to the cabin temperature and the air outlet mode from a preset opening mapping table; the preset opening mapping table includes the openings to be selected corresponding to different cabin temperatures and different air outlet modes; wherein, at the same cabin temperature, when the air outlet mode is foot blowing mode, foot blowing defrost mode, or foot blowing face mode, the corresponding opening to be selected decreases sequentially.

[0173] In one possible implementation, the temperature information includes the outside ambient temperature and the cabin temperature; the target opening determination module 502 is used to determine that the preset adjustment conditions are met when the outside ambient temperature is not greater than a preset third temperature, the air outlet temperature is not less than a preset fourth temperature, and the cabin temperature is not greater than a preset fifth temperature.

[0174] In one possible implementation, the working status information includes information on the heating, on / off, air intake, and air exhaust of the front air conditioner; the target opening degree determination module 502 is used to determine that the preset air supply conditions are met when the front air conditioner is in heating mode, the front air conditioner is on, the air intake mode of the front air conditioner is not external circulation mode, and the air exhaust mode of the front air conditioner includes foot blowing mode.

[0175] It should be noted that the information interaction and execution process between the above-mentioned devices / units are based on the same concept as the method embodiments of this application. For details on their specific functions and technical effects, please refer to the method embodiments section, and they will not be repeated here.

[0176] Figure 9 This is a schematic diagram of the structure of a vehicle provided in one embodiment of this application. Figure 9 As shown, the vehicle 600 in this embodiment includes a processor 610 and a memory 620, wherein the memory 620 stores a computer program 621 that can run on the processor 610. When the processor 610 executes the computer program 621, it implements the steps in any of the above method embodiments, for example... Figure 3 Steps 201-203 are shown. Alternatively, when processor 610 executes computer program 621, it implements the functions of each module / unit in the above-described device embodiments, for example... Figure 8 The functions of modules 501-503 are shown.

[0177] For example, computer program 621 may be divided into one or more modules / units, one or more of which are stored in memory 620 and executed by processor 610 to complete this application. The one or more modules / units may be a series of computer program instruction segments capable of performing a specific function, which describe the execution process of computer program 621 in vehicle 600.

[0178] Those skilled in the art will understand that Figure 9 This is merely an example of a vehicle and does not constitute a limitation on the vehicle. It may include more or fewer components than shown, or combinations of certain components, or different components, such as input / output devices, network access devices, buses, etc.

[0179] The processor 610 can be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or any conventional processor.

[0180] The memory 620 can be an internal storage unit of the vehicle, such as a hard drive or memory, or an external storage device, such as a plug-in hard drive, smart media card (SMC), secure digital (SD) card, flash card, etc. The memory 620 can also include both internal and external storage devices. The memory 620 is used to store computer programs and other programs and data required by the vehicle. The memory 620 can also be used to temporarily store data that has been output or will be output.

[0181] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is merely an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit. Furthermore, the specific names of the functional units and modules are only for easy differentiation and are not intended to limit the scope of protection of this application. The specific working process of the units and modules in the above system can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0182] An embodiment of this application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described airflow regulation method.

[0183] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0184] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0185] In the embodiments provided in this application, it should be understood that the disclosed devices / vehicles and methods can be implemented in other ways. For example, the device / vehicle embodiments described above are merely illustrative. For instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0186] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0187] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0188] If the integrated module / unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, all or part of the processes in the methods of the above embodiments can also be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include: any entity or device capable of carrying the computer program code, a recording medium, a USB flash drive, a portable hard drive, a magnetic disk, an optical disk, a computer memory, a read-only memory (ROM), a random access memory (RAM), an electrical carrier signal, a telecommunication signal, and a software distribution medium, etc.

[0189] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A method for regulating airflow, characterized in that, include: Obtain the operating status information of the front air conditioning in the vehicle, and determine whether the preset air supply conditions are met based on the operating status information; When the preset air supply conditions are met and the rear air conditioning in the vehicle is in the off state, the target opening degree of the rear foot vent in the vehicle is determined; wherein, the target opening degree is greater than zero and less than the full opening degree of the rear foot vent; the rear foot vent is used to supply air to the rear foot area of ​​the vehicle. Adjust the valve of the rear footwell air vent based on the target opening degree.

2. The air outlet adjustment method according to claim 1, characterized in that, Determining the target opening of the rear footwell air vents includes: Obtain the temperature information associated with the vehicle and the air outlet temperature of the rear footwell vents in the vehicle. Based on the temperature information and the air outlet temperature, determine whether the preset adjustment conditions are met. When the preset adjustment conditions are met, the target opening degree is determined based on the temperature information and the air outlet mode of the front air conditioner.

3. The air outlet adjustment method according to claim 2, characterized in that, The temperature information includes cabin temperature; Determining the target opening degree based on the temperature information and the air outlet mode of the front air conditioner includes: The first opening degree to be used is determined based on the cabin temperature and the air outlet mode; wherein, under the same air outlet mode, the higher the cabin temperature, the smaller the corresponding first opening degree to be used. The target opening is determined based on the first opening to be used.

4. The air outlet adjustment method according to claim 3, characterized in that, The temperature information also includes the ambient temperature outside the vehicle; Determining the target opening based on the first opening to be used includes: The second opening degree to be used is determined based on the outside ambient temperature; wherein, the higher the outside ambient temperature, the smaller the corresponding second opening degree to be used. The target opening is obtained based on the first opening to be used and the second opening to be used.

5. The air outlet adjustment method according to claim 4, characterized in that, The step of obtaining the target opening based on the first opening to be used and the second opening to be used includes: The total opening is determined based on the sum of the first opening to be used and the second opening to be used; The target opening degree is obtained by adjusting the total opening degree using the air circulation volume ratio of the front air conditioner; wherein, the larger the total opening degree, the larger the target opening degree, and the larger the air circulation volume ratio, the larger the target opening degree.

6. The air outlet adjustment method according to claim 4, characterized in that, The step of determining the second opening degree to be used based on the outside ambient temperature includes: When the ambient temperature outside the vehicle is not greater than a preset first temperature, the second opening degree to be used is determined to be the preset first opening degree; When the ambient temperature outside the vehicle is greater than the preset first temperature but not greater than the preset second temperature, the second opening degree to be used is determined to be the preset second opening degree; When the ambient temperature outside the vehicle is greater than the preset second temperature, the second opening degree to be used is determined to be the preset third opening degree; Wherein, the preset third opening degree is less than the preset second opening degree, the preset second opening degree is less than the preset first opening degree, and the preset second temperature is greater than the preset first temperature.

7. The air outlet adjustment method according to claim 3, characterized in that, The step of determining the first opening degree to be used based on the cabin temperature and the air outlet mode includes: From the preset opening mapping table, determine the first opening degree to be used corresponding to the cabin temperature and the air outlet mode; The preset opening mapping table includes the selectable opening corresponding to different cabin temperatures and different air outlet modes; wherein, at the same cabin temperature, when the air outlet mode is foot blowing mode, foot blowing defrost mode, and foot blowing face mode, the corresponding selectable opening decreases sequentially.

8. The air outlet adjustment method according to claim 2, characterized in that, The temperature information includes the outside ambient temperature and the cabin temperature. The step of determining whether the preset adjustment conditions are met based on the temperature information and the outlet air temperature includes: When the ambient temperature outside the vehicle is not greater than a preset third temperature, the air outlet temperature is not less than a preset fourth temperature, and the cabin temperature is not greater than a preset fifth temperature, the preset adjustment conditions are determined to be met.

9. The air outlet adjustment method according to any one of claims 1 to 8, characterized in that, The operating status information includes information on the heating, operation, air intake, and air exhaust of the front air conditioner; The step of determining whether the preset air supply conditions are met based on the working status information includes: When the front air conditioner is in heating mode, the front air conditioner is on, the air intake mode of the front air conditioner is not external circulation mode, and the air outlet mode of the front air conditioner includes foot blowing mode, the preset air supply conditions are determined to be met.

10. A vehicle comprising a memory and a processor, the memory storing a computer program executable on the processor, characterized in that, When the processor executes the computer program, it implements the air outlet adjustment method as described in any one of claims 1 to 9.

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