Motorcycle self-adaptive lamp system based on inertial element

Abstract

The invention discloses a motorcycle self-adaptive vehicle lamp system based on an inertial element, and relates to the technical field of self-adaptive vehicle lamps, the system comprises an inertial sensing module, a vehicle lamp angle control module, a brightness adjusting module and a single chip microcomputer control unit; the inertia sensing module obtains the roll angle delta phi of a vehicle body, the y-axis acceleration and the vehicle speed through a gyroscope and a speed sensor. The vehicle lamp angle control module drives a vehicle lamp to rotate around an x axis and a y axis by using double steering engines, and dynamically adjusts the light axis of the vehicle lamp; the brightness adjusting module senses the environment illumination intensity by means of a light sensor and linearly adjusts the vehicle lamp brightness; the single-chip microcomputer control unit integrates inertia sensing data and illumination data and outputs a steering engine control signal and a brightness adjusting signal, self-adaptive adjustment of the motorcycle lamp along with the posture of a motorcycle body and ambient illumination is achieved, and the safety and the illumination effect of the motorcycle during night driving are improved.

Description

Technical Field

[0001] The present invention relates to the technical field of adaptive vehicle lights, and in particular to a motorcycle adaptive vehicle light system based on inertial components. Background Art

[0002] With the further demand for road driving safety protection measures, the adaptive vehicle light system has become a new direction for the development of vehicle lights, and vehicle manufacturers at home and abroad have carried out a certain degree of development and production on it. At present, the adaptive vehicle light system is becoming increasingly popular and has shown a positive role in protecting driver safety and saving energy.

[0003] Currently, the vehicle light adaptive dimming method developed by Shenzhen Ouye Semiconductor Co., Ltd. (Patent No.: CN115534801B) realizes light control based on camera detection of the target distance; the adaptive vehicle light anti-glare line-of-sight difference correction algorithm and system of Changzhou Xingyu Vehicle Light Co., Ltd. (Patent No.: CN118514602A) compensates for the perspective deviation caused by the physical position difference between the camera and the vehicle lights through geometric modeling to achieve precise anti-glare light control. However, these studies mainly focus on small passenger cars and rely on expensive sensors such as cameras, lidar, and millimeter-wave radars, and the algorithms are difficult to implement on motorcycles.

[0004] In the field of motorcycles, the motorcycle light module and adjustment device of Zhejiang Chunfeng Power Co., Ltd. (Patent No.: CN117775159A) can adjust the left and right inclination angles of the lights to reduce the lighting blind area; the motorcycle vehicle light adaptive adjustment device of Zhejiang Lvju Vehicle Industry Co., Ltd. (Patent No.: CN118935284A) mainly adjusts the color of the vehicle lights to optimize the penetration effect. However, existing motorcycle vehicle light research mainly focuses on roll angle, pitch angle, brightness, or color adjustment, and there is a problem of low adjustment freedom. It is impossible to adjust the yaw angle of the vehicle lights, making it difficult to search the road conditions of the bend center in advance during cornering, and it is also difficult to balance brightness adaptive adjustment and vehicle light angle adjustment. Therefore, there is an urgent need for a motorcycle adaptive vehicle light system that can simultaneously achieve angle and brightness adaptive adjustment. Summary of the Invention

[0005] The purpose of the present invention is to provide a motorcycle adaptive vehicle light system based on inertial components, which can automatically adjust the vehicle light angle according to the vehicle body posture and automatically adjust the brightness according to the ambient light, so as to improve driving safety and energy utilization efficiency.

[0006] To achieve the above purpose, the present invention provides a motorcycle adaptive vehicle light system based on inertial components, including an inertial sensing module, a vehicle light angle control module, a brightness adjustment module, and a single-chip microcomputer control unit;

[0007] The inertial sensing module includes a gyroscope and a speed sensor, which are used to obtain the body roll angle Δφ of the vehicle body around the x-axis and the acceleration a along the y-axis y and the vehicle speed v 车 ;

[0008] The headlight angle control module drives the headlights to rotate around the x-axis and y-axis through a double servo, so that the optical axis of the headlights is dynamically adjusted with the headlight attitude;

[0009] The brightness adjustment module senses the ambient light intensity through a light sensor and linearly adjusts the brightness of the headlights based on the light intensity;

[0010] The single-chip microcomputer control unit integrates the data of the inertial sensing module and the light data of the light sensor, and outputs a servo control signal and a brightness adjustment signal.

[0011] Preferably, the headlight angle control module includes a two-degree-of-freedom rotating bracket and a double servo. The control signal of the double servo is processed by angle limit processing. The double servo includes servo A and servo B. Servo A and servo B are orthogonally arranged. Servo B is fixed on the two-degree-of-freedom rotating bracket.

[0012] The output shaft of servo A is coaxially connected to rotating pair A. One end of rotating pair A is fixedly connected to the headlight through a two-degree-of-freedom rotation to drive the headlight to rotate around the x-axis and adjust the α angle;

[0013] The output shaft of servo B is coaxially connected to rotating pair B. One end of rotating pair B is connected to the two-degree-of-freedom rotating bracket, and the other end of rotating pair B is fixedly connected to the headlight to drive the headlight to rotate around the y-axis and adjust the β angle.

[0014] Preferably, the angle α of the headlight rotating around the x-axis is equal in magnitude and opposite in direction to the body roll angle Δφ of the vehicle body, realizing synchronous compensation of the headlight with the body roll.

[0015] Preferably, the minimum value of the β angle satisfies the safety sight distance s0 for curve lighting coverage, and the maximum value of the β angle satisfies that the distance from the intersection of the optical axis and the expected driving lane to the front end of the vehicle ≤ 100H, where H represents the body mounting height, and the maximum value of the β angle is limited to 45°.

[0016] Preferably, the light sensor uses the BH1750 module to collect the ambient light intensity in real time and transmit it to the single-chip microcomputer control unit. The single-chip microcomputer control unit linearly adjusts the output power of the headlight drive circuit according to the light intensity percentage.

[0017] According to the specific embodiments provided by the present invention, the following technical effects of the present invention are disclosed:

[0018] 1) Dynamic angle adaptability: By using inertial components to sense the vehicle body attitude, the headlights can be synchronously and reversely adjusted with the vehicle body roll, and the left and right deflection angles can be automatically adjusted according to the vehicle speed and safety sight distance, eliminating the blind area of curve lighting and illuminating the bend center and dangerous areas in advance.

[0019] 2) Intelligent brightness adjustment: The light sensor continuously senses the ambient light and automatically adjusts the headlight brightness linearly, avoiding the waste of electric energy in strong light and enhancing the lighting in weak light, taking into account both driving safety and energy conservation.

[0020] 3) Precise control with two degrees of freedom: The orthogonal layout of two servos enables the headlight to rotate around the x-axis (roll) and y-axis (yaw), supporting yaw angle adjustment and adapting to dynamic scenarios such as motorcycle cornering.

[0021] The technical solution of the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. Description of the Drawings

[0022] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the accompanying drawings required for use in the embodiments will be briefly introduced below. Obviously, the accompanying drawings in the following description are only some embodiments of the present invention, and those of ordinary skill in the art can also obtain other drawings based on these drawings without creative efforts.

[0023] Figure 1 Structural schematic diagram of an embodiment of a motorcycle adaptive headlight system based on inertial elements of the present invention;

[0024] Figure 2 Structural schematic diagram of the headlight angle control module of an embodiment of the present invention;

[0025] Figure 3 Flowchart of the headlight attitude control algorithm of an embodiment of the present invention;

[0026] Figure 4 Flowchart of the headlight brightness control algorithm of an embodiment of the present invention;

[0027] Figure 5 Schematic diagram of the headlight curve safety sight distance model of an embodiment of the present invention;

[0028] Figure 6 Schematic diagram of the maximum headlight rotation angle of an embodiment of the present invention.

[0029] Reference Signs

[0030] 1. Servo A; 2. Revolute pair A; 3. Revolute pair B; 4. Two-degree-of-freedom rotating bracket; 5. Servo B; 6. Headlight. Detailed Embodiments

[0031] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0032] To make the above objects, features, and advantages of the present invention more obvious and understandable, the present invention will be further described in detail below in conjunction with the accompanying drawings and specific embodiments.

[0033] Embodiment

[0034] As Figure 1 shown, a motorcycle adaptive headlight system based on inertial components includes an inertial sensing module, a headlight angle control module, a brightness adjustment module, and a single-chip microcomputer control unit.

[0035] The inertial sensing module includes a gyroscope and a speed sensor. The gyroscope uses the MPU6050 model integrated with an accelerometer to collect the roll angle Δφ of the vehicle body around the x-axis and the acceleration ay along the y-axis. The speed sensor is measured by a Hall effect sensor or GPS to collect the vehicle speed v 车 (unit: m / s), and transmits it to the single-chip microcomputer through the I2C bus.

[0036] As Figure 2 shown, the headlight angle control module drives the headlight 6 to rotate around the x-axis and y-axis through a double servo, so that the optical axis of the headlight 6 is dynamically adjusted with the attitude of the headlight 6. The headlight 6 is connected to the double servo through a double-degree-of-freedom rotating bracket 4. The double servo includes servo A1 and servo B5. Servo A1 and servo B5 are orthogonally arranged. Servo B5 is fixed on the double-degree-of-freedom rotating bracket 4. Servo A1 and servo B5 use the SG90 model and are respectively connected to the single-chip microcomputer control unit through digital pins (D10, D11). The control signals of the double servo are processed by angle limit processing.

[0037] The output shaft of servo A1 is coaxially connected to rotating pair A2. One end of rotating pair A2 is fixedly connected to the headlight 6 through a double-free rotation to drive the headlight 6 to rotate around the x-axis and adjust the α angle; the angle α of the headlight 6 rotating around the x-axis is equal in magnitude and opposite in direction to the roll angle Δφ of the vehicle body, realizing synchronous compensation of the headlight 6 with the vehicle body roll.

[0038] The output shaft of servo B5 is coaxially connected to rotating pair B3. One end of rotating pair B3 is connected to the double-degree-of-freedom rotating bracket 4, and the other end of rotating pair B3 is fixedly connected to the headlight 6 to drive the headlight 6 to rotate around the y-axis and adjust the β angle. The angle β of the headlight 6 rotating around the y-axis is calculated according to the safety sight distance model. The calculation process is as follows:

[0039] First, discuss the minimum value β of the rotation anglemin , it is stipulated that the safe sight distance s0 is the distance that the vehicle will not collide when braking immediately after detecting an obstacle ahead. Then, we have:

[0040] s0 = v 车 ×t0 + s1

[0041] Where t0 is the reaction time of the driver and s1 is the braking distance.

[0042] Taking the safe sight distance as a reference, that is, starting from the driver within the curve, the position where the safe sight distance s0 is reached when driving forward is the place that the curve lighting should at least illuminate. The safe sight distance model is as follows:

[0043]

[0044] μ is the road surface adhesion coefficient and g is the acceleration due to gravity.

[0045] Taking the reaction time of the driver as 0.8 s, the braking distance is calculated with reference to the Chunfeng 250SR:

[0046]

[0047] As Figure 5 shown, we have:

[0048]

[0049] Secondly, discuss the maximum value of the rotation angle β max . According to the relevant regulations on the maximum value of the headlight rotation angle of the AFS system in the international ECE standard, the maximum value of the distance from the intersection of the optical axis and the expected driving lane to the front end of the vehicle is 100 times the vehicle body mounting height H. As Figure 6 shown, we have:

[0050]

[0051] Where R represents the turning radius, the arc length S represents the path that will be traveled along the road curve, and s2 represents the maximum value of the distance from the intersection of the optical axis and the expected driving lane to the front end of the vehicle. Taking H = 1 m, the calculation gives:

[0052]

[0053] Considering that the "Installation Regulations for Motorcycle Lighting and Light Signaling Devices" stipulates that the maximum horizontal deflection angle of the headlight is 45°, the following situations are discussed:

[0054] If β min <β max <45°, then β = (β min +β max ) / 2;

[0055] If there is β max <β min then β = β max ;

[0056] If there is β min <45°<β max then β = 45°;

[0057] If 45° < β min <β max then β = 45°;

[0058] If there is β max <45° < β min then β = β min ;

[0059] If 45° < β max <β min then β = 45°.

[0060] Therefore, the maximum value of the β angle is limited to 45°.

[0061] The vehicle lamp 6 integrates a high-brightness LED lamp group and is connected to the PWM pin (D3) of the single-chip microcomputer through a BC857 triode drive circuit to achieve brightness adjustment.

[0062] The brightness adjustment module senses the ambient light intensity through a light sensor and linearly adjusts the brightness of the vehicle lamp 6 based on the light intensity; the light sensor uses a BH1750 module to collect the ambient light intensity in real time and transmit it to the single-chip microcomputer control unit.

[0063] The single-chip microcomputer control unit integrates the data of the inertial sensing module and the light data of the light sensor, outputs a servo control signal, and linearly adjusts the output power of the vehicle lamp drive circuit according to the light intensity percentage to achieve brightness adaptive adjustment. The single-chip microcomputer control unit uses the Arduino UNO R3 model and has a vehicle lamp attitude control algorithm and a vehicle lamp brightness control algorithm built in.

[0064] The flow of the vehicle lamp attitude control algorithm is as Figure 3 shown, and specifically includes:

[0065] 1) Data acquisition: Obtain attitude data through a gyroscope and obtain speed / acceleration data using GPS positioning.

[0066] 2) Attitude calculation: Input the attitude data and speed / acceleration data into the attitude control algorithm for processing.

[0067] 3) Angle judgment: Judge whether the calculation result meets the maximum value of the vehicle lamp rotation angle of the AFS system;

[0068] If the condition is met, directly perform the steering gear control angle output to finally achieve the headlight attitude control.

[0069] If the condition is not met, first perform the corner limit processing, then perform the steering gear control angle output, and finally achieve the headlight 6 attitude control.

[0070] The process of the headlight brightness control algorithm is as Figure 4 shown, specifically including:

[0071] 1) Obtain the light intensity: Determine the current light intensity through the light sensor data.

[0072] 2) Judge the light requirement: Check whether the current light intensity meets the human eye light requirement;

[0073] If it is met, maintain the current emitted light intensity.

[0074] If it is not met, adjust the light intensity using the light superposition theorem.

[0075] 3) Loop monitoring: After adjustment or maintaining the intensity, obtain the light sensor data again and repeat the above process to achieve the dynamic adjustment of the light intensity.

[0076] For the rest of the technical features in the above embodiments, those skilled in the art can flexibly select according to the actual situation to meet different specific actual needs. However, it is obvious to those of ordinary skill in the art that these specific details do not have to be adopted to implement the present invention. In other instances, to avoid confusing the present invention, well-known components, structures, or parts are not specifically described, and they are all within the scope of the technical solutions claimed in the claims of the present invention.

[0077] Modifications and changes made by those skilled in the art that do not depart from the spirit and scope of the present invention shall fall within the protection scope of the appended claims of the present invention. In the above description, to provide a thorough understanding of the present invention, a large number of specific details are elaborated. However, it is obvious to those of ordinary skill in the art that these specific details do not have to be adopted to implement the present invention. In other instances, to avoid confusing the present invention, well-known technologies are not specifically described, such as specific construction details, working conditions, and other technical conditions.

[0078] In this article, specific examples are used to elaborate on the principles and implementation manners of the present invention. The description of the above embodiments is only used to help understand the method and its core idea of the present invention; at the same time, for those of ordinary skill in the art, according to the idea of the present invention, there will be changes in the specific implementation manners and application scopes. In summary, the content of this specification should not be construed as a limitation to the present invention.

Claims

1. An adaptive motorcycle headlight system based on inertial components, characterized in that: It includes an inertial sensing module, a vehicle headlight angle control module, a brightness adjustment module, and a single-chip microcomputer control unit; The inertial sensing module includes a gyroscope and a velocity sensor to obtain the body roll angle Δφ around the x-axis and the y-axis acceleration a y and vehicle speed V 车 ; The vehicle headlight angle control module drives the vehicle headlights to rotate around the x-axis and y-axis through a double servo, so that the optical axis of the vehicle headlights is dynamically adjusted with the attitude of the vehicle headlights; The brightness adjustment module senses the ambient light intensity through a light sensor and linearly adjusts the brightness of the vehicle headlights based on the light intensity; The single-chip microcomputer control unit integrates the data of the inertial sensing module and the light data of the light sensor, and outputs a servo control signal and a brightness adjustment signal.

2. The adaptive motorcycle headlight system based on inertial components according to claim 1, characterized in that: The vehicle headlight angle control module includes a double-degree-of-freedom rotating bracket and a double servo. The control signal of the double servo is processed by angle limit. The double servo includes servo A and servo B. Servo A and servo B are arranged orthogonally. Servo B is fixed on the double-degree-of-freedom rotating bracket, The output shaft of servo A is coaxially connected with rotating pair A. One end of rotating pair A is fixedly connected with the vehicle headlights through a double-free rotation, driving the vehicle headlights to rotate around the x-axis and adjusting the α angle; The output shaft of servo B is coaxially connected with rotating pair B. One end of rotating pair B is connected with the double-degree-of-freedom rotating bracket, and the other end of rotating pair B is fixedly connected with the vehicle headlights, driving the vehicle headlights to rotate around the y-axis and adjusting the β angle.

3. The adaptive motorcycle headlight system based on inertial elements according to claim 1, wherein: The angle α of the vehicle headlights rotating around the x-axis is equal in magnitude and opposite in direction to the vehicle body roll angle Δφ, realizing synchronous compensation of the vehicle headlights with the vehicle body roll.

4. The adaptive motorcycle headlight system based on inertial elements according to claim 3, characterized in that: The minimum value of the β angle satisfies the safety sight distance s0 for curve lighting coverage. The maximum value of the β angle satisfies that the distance from the intersection of the optical axis and the expected driving lane to the front end of the vehicle ≤ 100H, where H represents the vehicle body installation height, and the maximum value of the β angle is limited to 45°.

5. The adaptive motorcycle headlight system based on inertial components according to claim 1, characterized in that: The light sensor uses a BH1750 module to collect the ambient light intensity in real time and transmit it to the single-chip microcomputer control unit. The single-chip microcomputer control unit linearly adjusts the output power of the vehicle headlight drive circuit according to the light intensity percentage.

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