Self-adaptive control method for vehicle lamp

Abstract

The invention discloses a self-adaptive control method for a vehicle lamp, and belongs to the technical field of vehicle headlamp control, the self-adaptive control method is implemented based on the self-adaptive vehicle lamp, the self-adaptive vehicle lamp comprises a main light lamp and a light supplementing lamp, and a light area irradiated by the main light lamp during working is a main light area; a light area irradiated by the light supplement lamp during working is a light supplement area; when the self-adaptive vehicle lamp works, the light supplementing areas are overlapped at different positions of the main light area according to a preset compensation algorithm. The light supplementing area comprises a low-beam light supplementing area, a high-beam light supplementing area and a high-position light supplementing area; when the vehicle runs, the adaptive vehicle lamp overlaps the low-beam light supplementing area in the main light area according to a preset compensation algorithm, or overlaps the high-beam light supplementing area above the main light area, or overlaps the high-position light supplementing area below the main light area. According to the adaptive control method for the vehicle lamp, the technical problem that dynamic light compensation cannot be performed on the area irradiated by the vehicle lamp in the prior art is solved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle headlamp control, and in particular to an adaptive control method for vehicle headlights. Background Art

[0002] Safety is a constant and paramount concern in automotive development. While the current focus of autonomous driving development is on daytime operation, automotive lighting is not an isolated exterior component. On the contrary, future autonomous vehicles will need to consider the safety of pedestrians and surrounding vehicles both day and night. The more advanced and comprehensive lighting technology is, the more it can reduce nighttime driving accidents.

[0003] Currently, analysis of available traffic accident data indicates that the probability of nighttime traffic accidents is 2.5 times higher than daytime, with more than half of all accidents occurring at night. This is due to factors such as poor lighting conditions and poor lighting habits, which impair drivers' visual function and lead to improper driving maneuvers, such as sudden braking, which are the primary culprits of accidents. Therefore, it is imperative to prioritize lighting safety for nighttime driving and find effective solutions.

[0004] Specifically, common automotive HID and xenon headlights often emit particularly glaring beams, especially when used improperly. For example, when approaching at night, drivers of oncoming vehicles can easily experience dizziness, which inevitably creates the risk of an accident. Therefore, the concept of glare-free Adaptive Driving Beam (ADAB) has been proposed. This adaptive high-beam system uses a camera sensor to process the position and distance of oncoming vehicles, dynamically dimming or blocking the light in areas such as the cockpit where glare needs to be avoided. This system not only provides a wider field of view for the driver but also reduces the risk of glare. Consequently, adaptive high-beam systems are a hot topic in the field of research for major automotive lighting companies and a cutting-edge focus in future automotive safety lighting.

[0005] Based on this, Chinese patent publication CN112721794A discloses a vehicle headlamp high-beam adaptive control system, comprising a human-machine interaction module, a vehicle lighting control main module, a vehicle road condition perception module, and an ADB headlamp array light source control module. The vehicle road condition perception module comprises an ADAS camera unit, an ADAS camera unit, and a target obstruction information processing unit. The technical solution disclosed in this patent primarily utilizes on-board machine vision technology. The vehicle road condition perception module obtains traffic information on the road ahead of the vehicle and detects ADB targets on the road ahead that are subject to obstruction. For fast-moving ADB targets, the vehicle road condition perception module performs polar coordinate transformation and position prediction to obtain information about the effective obstruction area of ​​the ADB target. The lighting control module receives this information and converts it into on / off control for individual ADB array light sources, ultimately achieving adaptive headlamp control with a predictive mechanism.

[0006] However, the adaptive headlight control systems disclosed in the prior art still have the technical problem of being unable to dynamically compensate for the lighting conditions in the area illuminated by the headlights. Specifically, looking at the development history of the existing adaptive headlight control systems, we can see that: The first generation of adaptive headlights, known as the Adaptive Front-lighting System (AFS), primarily features vertical and horizontal adjustment. During normal driving, acceleration, and deceleration, the system adjusts the vehicle's pitch based on steering angle, causing changes in the vehicle's pitch due to acceleration and deceleration, uneven roads, and uphill and downhill conditions, thereby expanding the field of view and reducing glare.

[0007] The second-generation adaptive headlight system, called Multi-Function Adaptive Front Lighting (AFS), differs significantly from the previous generation in the addition of a camera sensor capable of identifying vehicle distance and angle, forming a complete closed-loop system. Furthermore, it adds rural mode, urban mode, highway mode, and extreme weather mode to the first generation. This system can illuminate farther than traditional low beams, extending distant vision and improving reaction distance. This is achieved by raising the headlights or changing the headlight light distribution design. For example, in urban mode, the system illuminates a wider area than traditional low beams, improving the driver's field of view to either side and preventing pedestrians from suddenly appearing. This can be achieved by rotating the left and right headlights along the road or changing the light distribution design of the light guides within the headlights.

[0008] The third-generation adaptive headlights, also known as the aforementioned ADB adaptive high-beam headlights, not only extend long-range vision and improve reaction distance, but most importantly, achieve glare-free high-beam operation. In open driving conditions, such as when there are no oncoming vehicles, ADB can be activated manually or automatically. Once cameras or other sensors detect oncoming traffic, the system dynamically dims the beam in areas such as the cockpit where glare is needed, or blocks the beam in those areas with structures such as light barriers and rollers. Furthermore, the system can adjust the beam pattern to suit different road conditions, such as urban, rural, highway, and intersection conditions. Compared to the previous generation, ADB headlights primarily feature a top-level shading function, with the addition of mechanical structures such as light barriers, rollers, and light guides. The bottom-level side-to-side and up-and-down adjustments remain similar to the previous generation. Emerging technologies have also been incorporated into the light source, such as upgrading xenon lamps to LED matrix headlights and laser headlights.

[0009] However, the current working mode of ADB adaptive high beam headlights mainly relies on the pre-installed structural system of the vehicle when it leaves the factory, such as the interaction between mechanical structures such as light barriers, rollers, light guides and electronic structures such as cameras or other sensors; making it difficult for users to improve the adaptive lighting of the vehicle after it leaves the factory; moreover, the current adaptive headlights mainly focus on the adaptive adjustment of the main light pattern of the headlights, for example, overall adjustment of the up, down, left and right main light pattern of the headlights, but cannot perform dynamic superimposed compensation control of the main light pattern of the headlights as needed. Summary of the Invention

[0010] Based on this, it is necessary to provide an adaptive control method for vehicle lights in order to solve the technical problem that the existing technology cannot dynamically compensate for the area illuminated by vehicle lights.

[0011] An adaptive control method for vehicle lights is implemented based on adaptive vehicle lights. The adaptive vehicle lights include a main light and a fill light. The main light illuminates the area of ​​light emitted by the main light when in operation, while the fill light illuminates the area of ​​light emitted by the fill light when in operation. When the adaptive vehicle lights are in operation, the fill light area is superimposed on different positions of the main light area according to a preset compensation algorithm.

[0012] Specifically, the fill light area includes a low beam fill light area, a high beam fill light area and a high position fill light area; when the vehicle is driving, the adaptive headlights superimpose the low beam fill light area on the main light area according to a preset compensation algorithm, or superimpose the high beam fill light area on the main light area, or superimpose the high position fill light area under the main light area.

[0013] Specifically, when the adaptive headlights superimpose the low beam fill area on the main light area according to a preset compensation algorithm, the low beam fill area is divided into a number of low beam compensation area units, so that the low beam compensation area units are arranged in a matrix or evenly distributed; each low beam compensation area unit can be independently superimposed on the main light area, or a number of low beam compensation area units can be arranged and combined according to preset rules and then superimposed on the main light area; that is, in the low beam fill area Na, the first low beam compensation area unit N1, the second low beam compensation area unit N2 and the third low beam compensation area unit N3 are arranged horizontally and superimposed on the upper part of the main light area S; or the fourth low beam compensation area unit N4, the fifth low beam compensation area unit N5 and the sixth low beam compensation area unit N6 are arranged horizontally and superimposed on the main light area S. the middle of the main light zone S; or the seventh low beam compensation area unit N7, the eighth low beam compensation area unit N8 and the ninth low beam compensation area unit N1 are horizontally arranged and superimposed on the lower part of the main light zone S; or the first low beam compensation area unit N1, the fourth low beam compensation area unit N4 and the seventh low beam compensation area unit N7 can be vertically arranged and superimposed on the left side of the main light zone S; or the second low beam compensation area unit N2, the fifth low beam compensation area unit N5 and the eighth low beam compensation area unit N8 are vertically arranged and superimposed on the middle of the main light zone S; or the third low beam compensation area unit N3, the sixth low beam compensation area unit N6 and the ninth low beam compensation area unit N9 are vertically arranged and superimposed on the right side of the main light zone S; or each low beam compensation area unit is individually compensated and superimposed on the preset position of the main light zone.

[0014] Specifically, when the fill light of the adaptive headlight is working, the algorithm for the light intensity value required to be compensated in each light compensation area unit in the low beam fill light area or the high beam fill light area is as follows: N1=N01+NS1+NF1+NT1+NC1 In the above formula, N1 is the preset target light intensity value; NO1 is the light intensity of the main light area; NS1 is the light intensity of the surrounding light environment; NF1 is the light intensity of other vehicle lights; NT1 is the other light intensity; NC1 is the light intensity value that needs to be compensated by the fill light.

[0015] Specifically, when the fill light of the adaptive headlight is working, the algorithm for the light intensity value required to be compensated in each light compensation area unit in the low beam fill light area or the high beam fill light area is as follows:

[0016] In the above formula, NC1 is the light intensity value that needs to be compensated by the fill light; N1 is the preset target light intensity value; α, β, and γ are the attenuation coefficients of the original vehicle headlight, the surrounding ambient light, and the surrounding vehicle light during the propagation process, respectively; |r| represents the distance from the light source to the spatial position r; NO1(r) is the distribution of the original vehicle headlight intensity at the spatial position r; NT1(r) is the distribution of the surrounding ambient light intensity at the spatial position r; and NS1(r) is the distribution of the surrounding vehicle light intensity at the spatial position r.

[0017] Specifically, the light pattern of the high beam fill light area is rectangular, circular or elliptical.

[0018] Specifically, when the adaptive headlights are working, when the preset sensor detects that the height of the headlights from the ground is higher than a preset threshold, the control module of the high-position fill light area is turned on to superimpose the high-position fill light area under the main light area.

[0019] Specifically, the main light and fill light can be either an integrated structure or a separate structure. Specifically, when the main light and fill light are an integrated structure, they are integrated into the same lamp body, share a reflector or lens system, and use pixelated light sources to control light in different areas. When the main light and fill light are a separate structure, the main light and fill light are physically separated, and the fill light uses a multi-unit LED array. The fill light is fixed and does not require mechanical rotation. The fill light can achieve light spot offset through electronic light control.

[0020] In summary, the present invention discloses an adaptive control method for vehicle lights, which is implemented based on adaptive vehicle lights. The adaptive vehicle lights include a main light and a fill light. The main light illuminates the main light area, while the fill light illuminates the fill light area. When the adaptive vehicle lights are in operation, the fill light area is superimposed on different positions of the main light area according to a preset compensation algorithm. The fill light area includes a low-beam fill light area, a high-beam fill light area, and a high-position fill light area. When the vehicle is driving, the adaptive vehicle lights superimpose the low-beam fill light area on the main light area, the high-beam fill light area on top of the main light area, or the high-position fill light area below the main light area according to a preset compensation algorithm. Furthermore, when the adaptive headlights superimpose the low-beam fill area on the main light area according to a preset compensation algorithm, the low-beam fill area can be divided into a number of low-beam compensation area units, so that the low-beam compensation area units are arranged in a matrix or evenly distributed. Each low-beam compensation area unit can be independently superimposed on the main light area, or the low-beam compensation area units can be arranged and combined according to a preset rule and then superimposed on the main light area. Thus, the adaptive control method of the headlights disclosed in the present invention can dynamically compensate for the lighting in the area illuminated by the headlights; therefore, the adaptive control method of the headlights disclosed in the present invention solves the technical problem of the prior art in being unable to dynamically compensate for the lighting in the area illuminated by the headlights. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 This is an implementation of an adaptive control method for vehicle lights according to the present invention; Figure 2 The figure is a schematic diagram of the design of an integrated lens in an embodiment of an adaptive control method for vehicle lights of the present invention. DETAILED DESCRIPTION

[0022] To make the above-mentioned objects, features, and advantages of the present invention more readily apparent, specific embodiments of the present invention are described in detail below with reference to the accompanying drawings. The following description sets forth numerous specific details to facilitate a full understanding of the present invention. However, the present invention can be implemented in many other ways than those described herein, and those skilled in the art may make similar modifications without departing from the scope of the present invention. Therefore, the present invention is not limited to the specific embodiments disclosed below.

[0023] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like to indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0024] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "plurality" means at least two, such as two, three, etc., unless otherwise specifically defined.

[0025] In the present invention, unless otherwise specified or limited, the terms "installed," "connected," "connect," "fixed," etc. should be understood in a broad sense. For example, they can refer to fixed connection, detachable connection, or integration; mechanical connection, electrical connection; direct connection, or indirect connection through an intermediate medium; internal communication between two components, or interaction between two components, unless otherwise specified. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0026] In the present invention, unless otherwise expressly specified or limited, when a first feature is "above" or "below" a second feature, it may mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediary. Furthermore, when a first feature is "above," "above," or "above" a second feature, it may mean that the first feature is directly above or diagonally above the second feature, or simply means that the first feature is at a higher level than the second feature. When a first feature is "below," "below," or "below" a second feature, it may mean that the first feature is directly below or diagonally below the second feature, or simply means that the first feature is at a lower level than the second feature.

[0027] It should be noted that when an element is referred to as being "fixed to" or "disposed on" another element, it may be directly on the other element or there may be an intermediate element. When an element is considered to be "connected to" another element, it may be directly connected to the other element or there may be an intermediate element. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used herein are for illustrative purposes only and do not represent the only implementation methods.

[0028] Specifically, the present invention provides an adaptive control method for vehicle lights, which is implemented based on adaptive vehicle lights. The adaptive vehicle lights include a main light and a fill light. The lighting area illuminated by the main light when working is the main light area; the lighting area illuminated by the fill light when working is the fill light area. When the adaptive vehicle lights are working, the fill light area is superimposed on different positions of the main light area according to a preset compensation algorithm.

[0029] Specifically, in a specific embodiment of a vehicle light adaptive control method according to the present invention, it can prevent glare while maintaining roadside illumination. For example, when meeting or following an oncoming vehicle at night, when there is a vehicle ahead, it is necessary to avoid glaring the other vehicle with the high beam, but it is also desirable to illuminate the right edge of the lane as much as possible, such as to promptly detect pedestrians, bicycles, or obstacles. Conventional vehicle headlight systems primarily switch to low beam, but low beams have drawbacks such as a short optical range, limited width, and insufficient roadside illumination. In contrast, in the vehicle light adaptive control method according to the present invention, the meeting / following mode is triggered when a camera or radar detects a vehicle ahead or oncoming. In this case, the present invention executes a supplementary algorithm: for the main light zone, the high beam mode can be automatically switched to low beam mode or the high beam pattern can be dynamically adjusted to shield the area of ​​the oncoming vehicle and avoid glare. For the fill light zone, a compensation algorithm controls the fill light to the right, superimposing the fill light zone on the side of the main light zone, away from the direction of the oncoming or following vehicle, and can also be superimposed below the main light zone. At this time, the main light area can avoid irradiating the other driver; the fill light area is superimposed on the right front area of ​​the main light area, specifically enhancing the lighting of the right shoulder and adjacent areas of the lane, significantly improving the roadside vision; at the same time, it can avoid the light of the fill light area from interfering with the field of vision of the oncoming vehicle or the vehicle in front.

[0030] Specifically, in a specific embodiment of a vehicle headlight adaptive control method at night, the present invention can enhance illumination on the inside of a curve. For example, when a vehicle is traveling on a curve at night, such as a left or right turn, the beam direction of the main light zone of a conventional headlight system is relatively fixed, resulting in a significant blind spot on the inside of the curve, especially around sharp bends. The present invention, however, can trigger a curve mode using methods such as a vehicle steering angle sensor, steering wheel angle, yaw rate, or navigation map prediction information. The specific compensation algorithm is as follows: when the vehicle detects a turn, such as a left turn, a preset compensation algorithm controls the fill light zone's light pattern to the left of the main light zone, i.e., in the direction of the vehicle's turn, for superimposition compensation. The fill light zone then superimposes on the area to the left and forward of the main light zone, accurately illuminating the road surface, shoulder, pedestrians, or obstacles on the inside of the curve. The main light zone still illuminates the main road directly in front of the vehicle. After the vehicle exits the curve, the fill light zone automatically adjusts to the next superimposition compensation state.

[0031] Specifically, the present invention provides an adaptive headlight control method for a vehicle in a specific embodiment of a ramp scenario, which can achieve slope lighting compensation. For example, when a vehicle is traveling uphill or downhill, conventional headlight solutions: when traveling uphill, the vehicle's front tilts upward, causing the main light zone, especially the low beam's illumination point, to rise excessively, resulting in insufficient illumination of the road surface near the vehicle's front. When traveling downhill, the vehicle's front tilts downward, causing the main light zone's illumination point to move too close to the vehicle, resulting in insufficient illumination of the road surface farther away. The present invention, however, can trigger a ramp mode using a vehicle pitch angle sensor, such as an accelerometer, a suspension height sensor, or navigation slope information. In this case, a preset compensation algorithm controls the fill light zone to overlap downward within a preset range of the main light zone when the vehicle is traveling uphill, or to overlap upward within a preset range of the main light zone when the vehicle is traveling downhill. Thus, when traveling uphill, the fill light zone overlaps the near area below the main light zone to compensate for the lack of illumination near the vehicle's front caused by the vehicle's front tilt. Alternatively, when traveling downhill, the fill light zone overlaps the far area above the main light zone, extending the illumination range and illuminating the road surface farther away.

[0032] Specifically, in a specific embodiment of a vehicle headlight adaptive control method for dynamically following complex road conditions, the present invention can achieve rapid dynamic compensation for continuous curves and serpentine roads. For example, when a vehicle continuously turns on a winding mountain road or a complex urban road, conventional vehicle headlight systems cannot respond promptly or accurately to single-direction fill light on rapidly changing curves. In this case, the present invention can trigger a dynamic complex road following mode by utilizing high-frequency readings of steering angle, yaw rate, and GPS / map data, combined with real-time recognition of road alignment by a camera. In this mode, a preset compensation algorithm can rapidly and continuously calculate the optimal fill light zone overlay position based on vehicle dynamics and road geometry, for example, by opportunistically overlaying it horizontally or vertically. This allows the fill light to respond quickly, ensuring that the fill light zone is always accurately overlaid on the inside of an upcoming curve or in a specific area requiring enhanced illumination. As a result, on continuously changing curves, the fill light zone can track and overlay itself at the center of the curve in real time, acting like a "searchlight," providing the driver with continuous, clear, and blind-spot-free curve illumination compensation.

[0033] Specifically, in a specific embodiment of the present invention, an adaptive control method for vehicle lights can automatically detect and identify potential dangerous targets in nighttime driving scenarios, such as pedestrians, bicycles, animals, or obstacles. In traditional vehicle headlight systems, the main light area may not fully illuminate the target or fail to attract the driver's attention. However, the present invention can detect specific types of targets, such as pedestrians, bicycles, etc., appearing in front of or on the side of the vehicle based on a camera and AI object recognition system. At this time, a preset compensation algorithm can calculate the position coordinates of the target in the illuminated area, and control the fill light to quickly and accurately superimpose on the area where the target is located. As a result, the fill light area is superimposed on the position of the target in the main light area, instantly and significantly increasing the brightness of the local area. This not only helps the driver find the target earlier and more clearly, but the sudden change in its brightness itself can also serve as a warning to the driver.

[0034] Specifically, in a specific embodiment of an adaptive control method for vehicle lights in a severe weather scenario, the present invention can provide wide-area lighting near the ground during nighttime driving in heavy rain or fog, targeting severe weather conditions such as rain / fog. For example, the main light area of ​​a traditional vehicle headlight system, especially the high beam area, will produce strong glare and a light curtain in rain and fog, which in turn reduces visibility; in this case, a wider, lower, and more uniform lighting is required to clearly see the nearby road surface and road markings. The present invention can be triggered based on conditions such as heavy rain / rainstorms detected by a rain light sensor or thick fog recognized by a camera, and then, through a compensation algorithm, the superimposed area of ​​the fill light fill light area is significantly adjusted downward, or the optical element is adjusted, such as using a diffraction plate or LED array lighting mode, so that the fill light area becomes a wide, short-range, uniform fan-shaped light blanket. As a result, the fill light area is superimposed on the ground very close to the front of the vehicle, for example within a range of 5-15 meters, to provide wide, uniform and low-glare lighting, helping the driver to see lane lines, shoulders and nearby water / obstacles; the main light area can simultaneously reduce brightness to reduce glare.

[0035] In summary, the core means of the embodiments proposed in the adaptive control method of a vehicle lamp of the present invention are to utilize fill lights that can independently, quickly and accurately control the light type. According to the real-time perceived driving environment information, such as vehicle status, road geometry, surrounding targets, weather, etc., a preset compensation algorithm is used to intelligently superimpose additional light energy through the fill light area to the specific area that most needs enhanced lighting, that is, superimposed on the specific position of the main light area, thereby overcoming the limitations of traditional fixed-partition lighting systems. At the same time, it can avoid the limitations of existing AFS, ADB and other systems that only perform simple partitioning to achieve up and down, left and right deflection lighting methods. Therefore, the adaptive control method of a vehicle lamp of the present invention can significantly improve driving safety and driving comfort at night and in bad weather.

[0036] Specifically, in the adaptive control method of vehicle lights of the present invention, the core working principle of the fill light algorithm is to perceive the environment through the collaborative use of multiple sensors, and dynamically control the spatial distribution and intensity of the light beam in combination with an intelligent decision-making model to achieve precise compensation of safety lighting; its workflow can be divided into three key stages: environmental perception and data fusion stage, intelligent decision-making and light spot generation stage, and dynamic execution stage.

[0037] In the environmental perception and data fusion stage, the headlight control system must first achieve multi-dimensional environmental perception. For example, a photosensitive sensor with a resolution of 0.01lx can capture the ambient brightness in real time and identify the type of light source, such as natural light or artificial light. The image sensor then uses local area analysis to detect the location of dark areas on the road and the outline of obstacles, such as the blind spot on the inside of a curve. In addition, dynamic sensors simultaneously collect vehicle speed, steering wheel angle, such as the accuracy of recognition control to ±1°, and the pitch angle of the vehicle body, such as the inclination angle of uphill and downhill slopes. Therefore, in the multi-dimensional environmental perception process, the aforementioned data can be transmitted to the control unit via the vehicle's CAN bus, and a three-dimensional lighting demand model is established based on this data.

[0038] Furthermore, after establishing a three-dimensional lighting demand model, the data fusion and area recognition process can be entered. For example, the control unit maps the sensor data to the lighting area in front of the vehicle; the main light area: the basic lighting range is set based on standards and regulations; the fill light area: the image algorithm is used to identify low-light areas outside the main light area, such as blind spots on curves and focus points on ramps; thus, the light-sensitive areas that need to be avoided are calibrated in real time in the dynamic conflict zone, such as the line of sight of the oncoming vehicle driver.

[0039] Therefore, a specific implementation method of the environment perception and data fusion stage is as follows: S1: Multi-source data acquisition: a. The photosensor detects ambient illumination at 10ms intervals, with a quantization range of 0-100 lux and an accuracy of ±0.5 lux. b. The image processor analyzes the brightness distribution of the road ahead and identifies the boundary between dark areas (i.e., areas below 15 lux) and bright areas (i.e., areas above 80 lux). c. The on-board IMU provides real-time pitch angle (±20°) and roll angle (±15°) data for hill compensation calculations. S2: Feature fusion modeling, such as establishing a three-dimensional lighting demand matrix: [Xpos Ypos Zintensity] = f(Vspeed,θsteer,ΦPpitch); where x / y are spatial coordinates, z is the required brightness, and the parameters are affected by vehicle speed, steering angle, and ramp angle.

[0040] Specifically, for the stage of intelligent decision-making and light spot generation, an adaptive control method for headlights of the present invention will first match the compensation strategy to call a preset algorithm library according to the scene. For example: In one embodiment of a meeting scene, the brightness of the center of the main light area can be reduced, and a near-band fill light area within 5-10 meters from the front of the vehicle can be generated to be superimposed on the preset position of the main light area; in one embodiment of a turning scene, the fill light superposition range of the fill light area can be calculated based on the steering wheel angle. At this time, the maximum deflection angle of the deflection angle is defined as 30°, and the light intensity of the fill light area is controlled to increase gradiently with increasing steering angle; in one embodiment of a slope scene, when the vehicle is going uphill, the fill light area can be tilted downward by 15° and superimposed on the main light area to fill the shadow of the front of the vehicle. When the vehicle is going downhill, the light compensation range of the fill light area superimposed on the far end of the main light area is extended to prevent the light type of the main light area from being overexposed.

[0041] Furthermore, after the compensation strategy is matched, the light spot parameters are calculated. For example, in one specific implementation, the NURBS free-form surface algorithm can be used to generate the optical path of the fill light area, thereby precisely controlling the diffusion angle and edge sharpness of the light beam. Alternatively, the fill light intensity can be dynamically adjusted through fuzzy logic decision-making. A specific implementation method for dynamically adjusting the fill light intensity based on fuzzy logic decision-making based on ambient light and motion parameters is as follows: a. Initialize the baseline brightness, that is, set the value of the basic lighting intensity and use it as the default output baseline for all scenes; b. Perform dark environment compensation detection, that is, first detect the ambient light illumination. If it is lower than 10 lux, the typical nighttime road lighting threshold, the compensation mechanism is triggered. Then, the compensation increment of the fill light area is calculated according to the preset formula. The formula is defined as: increment value = (90-current ambient illumination) × 1.2 (preset compensation parameter). This formula implements nonlinear enhancement of "the darker the environment, the stronger the compensation". For example, when env_lux = 5, the compensation increment of the fill light area is (90-5) × 1.2 = 102%; when env_lux = 8, the compensation increment of the fill light area is (90-8) × 1.2 = 98.4%; c. Then, the steering condition is determined by first detecting the steering wheel angle. If the steering wheel angle at this time is greater than 15°, which is the preset medium- and high-speed cornering threshold, the vehicle enters enhanced fill light mode. The final brightness output rule is: the smaller value between (base brightness + ambient compensation increment) and the preset threshold (for example, 1.5 times the set base lighting intensity). This limit prevents fill light overload. If the calculated result exceeds the preset threshold at extremely large turning angles, it will be automatically truncated. d. Default output: When the dark environment or large angle conditions are not met, the base brightness of the basic lighting is directly returned to the output.

[0042] Specifically, in this specific implementation of dynamically adjusting the fill light intensity based on fuzzy logic decision-making of ambient light and motion parameters, a dual-condition trigger mechanism is adopted, such as the combination of ambient light and steering angle, and an upper limit protection principle of dynamic compensation is adopted. The preset parameter 1.2 is an empirical coefficient, which can be subsequently optimized and adjusted through actual application and experimental data feedback.

[0043] Furthermore, during the dynamic execution phase, spatial beam control can be performed first. A specific implementation might be to use a DLP micromirror array or matrix LED to achieve pixel-level segmented output for the fill light zone, such as independent light control for 1024 zones. After completing the spatial beam control process, real-time closed-loop calibration of the fill light zone output can be performed. A specific implementation might be to use a spot-monitoring lens to provide feedback on the lighting effect, and to use a PID control loop to correct the fill light position and brightness. Alternatively, a thermodynamic module might be used to compensate for lamp temperature drift, ensuring that the optical axis offset of the adaptive headlights is ≤0.5° in temperatures between -40°C and 85°C.

[0044] For further information, see Figure 1 In a specific embodiment of an adaptive control method for a vehicle lamp of the present invention, the vehicle lamp includes a main light zone S and a fill light zone N, wherein the fill light zone N includes a low beam fill light zone Na (a=1-9), a high beam fill light zone N10, and a high position fill light zone N11; the main light zone S is the distribution area of ​​the main light type of the vehicle's original assembly headlights or modified lights; the fill light zone N is the light area illuminated by the vehicle's fill light when working; the low beam fill light zone Na is the area where light compensation is required for the low beam area when the vehicle is driving, the high beam fill light zone N10 is the area where light compensation is required for the high beam area when the vehicle is driving, and the high position fill light zone N11 is the area where light compensation is required when the vehicle headlights are installed at a high position on the vehicle.

[0045] Specifically, the low beam fill light area Na is superimposed on the main light area S, the high beam fill light area N10 is superimposed on the main light area S, and the high position fill light area N11 is superimposed below the main light area S; thus, when the vehicle is driving, the low beam fill light area Na, the high beam fill light area N10 and the high position fill light area N11 can be superimposed on different positions of the main light area respectively according to the driving state of the vehicle and in combination with the sensor and the preset compensation algorithm.

[0046] Specifically, in a specific embodiment, the low beam fill light area Na has a plurality of low beam compensation area units Nn, where n=1, 2…n; the plurality of low beam compensation area units Nn can be arranged in a matrix to form the low beam fill light area Na, or can be evenly distributed and gathered to form the low beam fill light area Na.

[0047] Furthermore, in a specific embodiment, each of the low beam compensation area units Nn in the low beam fill area Na can be independently superimposed in the main light area S, or several groups of the low beam compensation area units Nn can be arranged and combined according to a preset rule and then superimposed in the main light area S. For example, in the low beam fill area Na, the first low beam compensation area unit N1, the second low beam compensation area unit N2 and the third low beam compensation area unit N3 can be horizontally arranged and superimposed in the upper part of the main light area S; or the fourth low beam compensation area unit N4, the fifth low beam compensation area unit N5 and the sixth low beam compensation area unit N6 can be horizontally arranged and superimposed in the middle part of the main light area S; or the seventh low beam compensation area unit N7, the eighth low beam compensation area unit N8 and the ninth low beam compensation area unit N1 can be horizontally arranged and superimposed in the main light area S. or the first low beam compensation area unit N1, the fourth low beam compensation area unit N4, and the seventh low beam compensation area unit N7 can be vertically arranged and superimposed on the left side of the main light area S; or the second low beam compensation area unit N2, the fifth low beam compensation area unit N5, and the eighth low beam compensation area unit N8 can be vertically arranged and superimposed on the middle part of the main light area S; or the third low beam compensation area unit N3, the sixth low beam compensation area unit N6, and the ninth low beam compensation area unit N9 can be vertically arranged and superimposed on the right side of the main light area S. Alternatively, there may be more arrangements and combinations, which will not be described in detail here.

[0048] Specifically, in a specific embodiment, the light pattern of the high beam fill light area N10 can be rectangular, circular or elliptical.

[0049] Specifically, in a specific embodiment, the activation compensation condition of the high-position fill light zone N11 is: when the adaptive headlights of the present invention are installed on a vehicle, when the preset sensor detects that the height of the headlights from the ground is higher than 600MM, the control module of the high-position fill light zone N11 is turned on to provide fill light for the main light zone S close to the vehicle.

[0050] Specifically, in a specific embodiment, in the low beam fill light area Na and the high beam fill light area N10, the light intensity of each light compensation area is calculated as follows: N1=N01+NS1+NF1+NT1+NC1 In the above formula, N1 is the preset target light intensity value; NO1 is the light intensity of the main light area, such as the original vehicle headlights or the main light intensity of the adaptive headlights; NS1 is the light intensity of the surrounding light environment, such as the light intensity of the street lights around the vehicle; NF1 is the light intensity of other vehicle lights, such as the light intensity of the lights of vehicles around the vehicle when meeting or following; NT1 is the other light intensity; NC1 is the light intensity value that the fill light needs to compensate.

[0051] Specifically, the core idea of ​​the above formula is to obtain the total contribution of the original vehicle headlight intensity, the ambient light intensity, and the surrounding vehicle light intensity over the entire target area. Then, the difference between the preset target light intensity value N1 and these total contributions can be used as the light intensity value NC1 that the fill light needs to compensate. For more accurate calculation, factors such as light intensity attenuation with distance, light scattering and absorption can also be considered. In this case, NC1 The calculation formula can also be expressed as follows:

[0052] In the above formula, NC1 is the light intensity value that needs to be compensated by the fill light; N1 is the preset target light intensity value; α, β, and γ are the attenuation coefficients of the original vehicle headlight, the surrounding ambient light, and the surrounding vehicle light during the propagation process, respectively; |r| represents the distance from the light source to the spatial position r; NO1(r) is the distribution of the original vehicle headlight intensity at the spatial position r; NT1(r) is the distribution of the surrounding ambient light intensity at the spatial position r; and NS1(r) is the distribution of the surrounding vehicle light intensity at the spatial position r.

[0053] Furthermore, in an adaptive control method for a vehicle light of the present invention, the main light and the fill light can be either an integrated structure or a split structure. Specifically, when the main light and the fill light are an integrated structure, the main light and the fill light are integrated into a single lamp body, both share a reflector or lens system, and control light by pixelated light sources in different areas. Specifically, when the main light and the fill light are a split structure, the main light and the fill light are physically separated, and the fill light uses a multi-unit LED array. The fill light is fixedly installed and does not require mechanical rotation, and light spot offset can be achieved through electronic light control.

[0054] More specifically, for the integrated main light and fill light structure, the light source and optical design are implemented as follows: for the hybrid light source panel, the main light area is the central high-power LED module, which provides the basic lighting for the vehicle headlights; the fill light area is a micro-LED array evenly distributed around the main light source, such as 1024 Micro-LEDs, with a pixel spacing of 1mm. For the optical system, it can adopt a reflective type, that is, a parabolic reflector focuses in different areas, from the center to the main light, and from the edge to the fill light; it can also adopt a transmissive type, such as Figure 2 As shown, the double free-form surface lens focuses the main light channel and diffuses the supplementary light channel. Therefore, the scene-based light control strategies of this integrated structure for the different embodiments mentioned above are shown in Table 1 below: Table 1: Light control strategies for integrated structures in different implementation scenarios In addition to the scenarios described in Table 1, when the adaptive control method for vehicle lights of the present invention is in an embodiment of high-precision target superposition, it can first enter the recognition stage to detect the pedestrian coordinates (X, Y) using the vehicle-mounted camera; then, coordinate mapping is performed to convert the target position into the physical unit coordinates of the LED array, such as unit (24, 36), using a preset algorithm; finally, local enhancement is performed, that is, activating a 5×5 area centered on the target unit and pulse-brightening it to 120%, creating a "spotlight" effect.

[0055] Specifically, an embodiment of the application of an integrated structure in curve compensation is as follows: S1: Triggered, the yaw angle sensor detects a left turn, such as angular velocity > 15° / s; S2: Calculate and predict the coordinates of the center of the curve based on the vehicle speed and steering angle; at the same time, map them to the unit area of ​​the LED array, such as columns 1-10 and rows 5-20; S3: Execute, the target area unit is illuminated according to the gradient brightness, for example, the inner brightness is controlled to be greater than the outer brightness; the lens focuses the light onto the inner road surface of the curve; S4: Exit. After the steering angle returns to zero, the unit brightness decays smoothly to off within 0.5 seconds.

[0056] Specifically, for a split-type structure where the main light and fill light are physically separated, the fill light uses a multi-unit LED array, which is fixed and does not require mechanical rotation. The light spot is offset by electronic light control. In this case, the hardware design of the fill light is as follows: for the light source module, a high-density LED matrix, such as 16×16 units, can be used. Each unit is independently driven, and the dimming accuracy is 0.1% using PWM control. For its optical structure, Solution A: Each LED unit is equipped with an independent microlens. For example, a diameter of 5mm controls the light output angle to a narrow beam of ±10°. Solution B: Cover the Fresnel lens array to collimate the unit light into a parallel beam. In this case, the installation position of the fill light is as follows: the fill light is placed to the side of the main light, such as the edge of the headlight group or the bumper position, and its optical axis overlaps with the preset area of ​​the main light zone. Therefore, the scenario-based light control strategies for the different embodiments described above for this split structure are shown in Table 2 below: Table 2: Light control strategies for split structures in different implementation scenarios Furthermore, for a split-type design, the main light can utilize existing ADB zoning technology, such as extinguishing glare areas during oncoming traffic. The fill light, on the other hand, achieves an "electronic deflection" effect by combining individual lighting and extinguishing. This approach eliminates the need for mechanical motion and achieves a response time of less than 5ms. Furthermore, when the night camera captures light patterns, the error in automatically calibrating the unit coordinate mapping is less than 0.2°.

[0057] Furthermore, in an adaptive control method of a vehicle lamp according to the present invention, based on the aforementioned split structure or integrated structure, a light spot synthesis algorithm includes the following steps: def fill light overlay control (target position, scene mode): Unit coordinates = coordinatemap(target position) # Convert vehicle coordinate system to LED unit index Activate cell group = get adjacent cells (cell coordinates, radius = 3) # Get cells around the target If scene mode == "curve": Brightness = calculated brightness curve (steering angle, vehicle speed) # brightness gradient distribution inside the curve elif scene mode == "warning": Brightness = pulse modulation (frequency = 2Hz, duty cycle = 70%) # flashing reminder Drive signal = generate PWM (activation unit group, brightness) # output independent light control signal return drive signal In addition, in the adaptive control method of a vehicle lamp of the present invention, a heat dissipation management mode can be added, for example, unit partitions are alternately lit, such as only 30% of the units work at full load at the same time to prevent overheating; or a light pollution suppression mode is added, for example, a light shielding bar is added to the edge unit to limit stray light so that the overlap between the main light area and the fill light area is greater than 90%.

[0058] Specifically, compared with existing technical solutions such as AFS and ADB, the adaptive control method of vehicle lights in the present invention can completely eliminate mechanical moving parts through independent light control of multiple units, achieve dynamic superposition of fill light areas with zero physical deflection, and have high reliability, such as no mechanical wear and ultra-high response speed, perfectly adapting to the harsh automotive environment.

[0059] In summary, the present invention discloses an adaptive control method for vehicle lights, which is implemented based on adaptive vehicle lights. The adaptive vehicle lights include a main light and a fill light. The main light illuminates the main light area, while the fill light illuminates the fill light area. When the adaptive vehicle lights are in operation, the fill light area is superimposed on different positions of the main light area according to a preset compensation algorithm. The fill light area includes a low-beam fill light area, a high-beam fill light area, and a high-position fill light area. When the vehicle is driving, the adaptive vehicle lights superimpose the low-beam fill light area on the main light area, the high-beam fill light area on top of the main light area, or the high-position fill light area below the main light area according to a preset compensation algorithm. Furthermore, when the adaptive headlights superimpose the low-beam fill area on the main light area according to a preset compensation algorithm, the low-beam fill area can be divided into a number of low-beam compensation area units, so that the low-beam compensation area units are arranged in a matrix or evenly distributed. Each low-beam compensation area unit can be independently superimposed on the main light area, or the low-beam compensation area units can be arranged and combined according to a preset rule and then superimposed on the main light area. Thus, the adaptive control method of the headlights disclosed in the present invention can dynamically compensate for the lighting in the area illuminated by the headlights; therefore, the adaptive control method of the headlights disclosed in the present invention solves the technical problem of the prior art in being unable to dynamically compensate for the lighting in the area illuminated by the headlights.

[0060] The technical features of the above-mentioned embodiments can be combined arbitrarily. In order to make the description concise, not all possible combinations of the technical features in the above-mentioned embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0061] The above-described embodiments merely illustrate several implementations of the present invention, and while their descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent. It should be noted that a person skilled in the art would be able to make numerous variations and improvements without departing from the spirit of the present invention, all of which fall within the scope of protection of the present invention. Therefore, the scope of protection of the patent for this invention shall be determined by the appended claims.

Claims

1. A method for adaptive control of vehicle lights, characterized in that: It is based on the implementation of adaptive headlights, which include main lights and fill lights. The area illuminated by the main light when working is the main light area; the area illuminated by the fill light when working is the fill light area. When the adaptive headlights are working, the fill light area is superimposed on different positions of the main light area according to a preset compensation algorithm. The fill light area includes a low beam fill light area, a high beam fill light area, and a high position fill light area. When the vehicle is driving, the adaptive headlights superimpose the low beam fill light area on the main light area, or superimpose the high beam fill light area on the main light area, or superimpose the high position fill light area below the main light area according to a preset compensation algorithm. When the adaptive headlights superimpose the low beam fill area on the main light area according to a preset compensation algorithm, the low beam fill area is divided into a number of low beam compensation area units, so that the low beam compensation area units are arranged in a matrix or evenly distributed; each low beam compensation area unit can be independently superimposed on the main light area, or a number of low beam compensation area units can be arranged and combined according to preset rules and then superimposed on the main light area.

2. The adaptive control method for vehicle lights according to claim 1, characterized in that: When the fill light of the adaptive headlight is working, the algorithm for the light intensity value required to be compensated in each light compensation area unit in the low beam fill light area or the high beam fill light area is as follows: N1=N01+NS1+NF1+NT1+NC1 In the above formula, N1 is the preset target light intensity value; NO1 is the light intensity of the main light area; NS1 is the light intensity of the surrounding light environment; NF1 is the light intensity of other vehicle lights; NT1 is the other light intensity; NC1 is the light intensity value that needs to be compensated by the fill light.

3. The adaptive control method for vehicle lights according to claim 1, characterized in that: When the fill light of the adaptive headlight is working, the algorithm for the light intensity value required to be compensated in each light compensation area unit in the low beam fill light area or the high beam fill light area is as follows: In the above formula, NC1 is the light intensity value that needs to be compensated by the fill light; N1 is the preset target light intensity value; α, β, and γ are the attenuation coefficients of the original vehicle headlight, the surrounding ambient light, and the surrounding vehicle light during the propagation process, respectively; |r| represents the distance from the light source to the spatial position r; NO1(r) is the distribution of the original vehicle headlight intensity at the spatial position r; NT1(r) is the distribution of the surrounding ambient light intensity at the spatial position r; and NS1(r) is the distribution of the surrounding vehicle light intensity at the spatial position r.

4. The adaptive control method for vehicle lights according to claim 1, characterized in that: The light pattern of the high beam fill light area is rectangular, circular or elliptical.

5. The adaptive control method for vehicle lights according to claim 1, characterized in that: When the adaptive headlights are working, when the preset sensor detects that the height of the headlights from the ground is higher than a preset threshold, the control module of the high-position fill light area is turned on to superimpose the high-position fill light area under the main light area.

6. The adaptive control method for vehicle lights according to claim 1, characterized in that: The main light and the fill light can be either an integrated structure or a separate structure.

7. The adaptive control method for vehicle lights according to claim 6, characterized in that: When the main light and the fill light are an integrated structure, the main light and the fill light are integrated into the same lamp body, the two share a reflector or lens system, and light is controlled by different areas through pixelated light sources.

8. The adaptive control method for vehicle lights according to claim 6, characterized in that: When the main light and fill light are split structures, the main light and the fill light are physically separated, and the fill light adopts a multi-unit LED array. The fill light is fixedly installed and does not require mechanical rotation. The fill light achieves light spot offset through electronic light control.

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