Low beam light axis control method, device, equipment and storage medium

Abstract

The application discloses a low beam light axis control method, device, equipment and storage medium, relates to the low beam control technical field, and discloses a low beam light axis control method, which comprises the following steps: determining an initial gravity acceleration angle as a road surface angle, and initializing a vehicle attitude angle; in the case that the current vehicle speed is a preset vehicle speed, a first stable value of the gravity acceleration angle is acquired, and the road surface angle is updated based on the first stable value of the gravity acceleration angle and the vehicle attitude angle, to obtain a first road surface angle; in the case that the gravity acceleration angle acquisition value changes, a second stable value of the gravity acceleration angle is acquired, and the vehicle attitude angle is updated based on the second stable value of the gravity acceleration angle and the first road surface angle, to obtain a current vehicle attitude angle; and the low beam light axis is controlled according to the current vehicle attitude angle. The scheme can reduce the control cost of the low beam light axis.

Description

Technical Field

[0001] This application relates to the field of low beam headlight control technology, and in particular to low beam headlight axis control methods, devices, equipment and storage media. Background Technology

[0002] When a car's low beam headlights are turned on, in order to avoid glare to other vehicles, the angle of the low beam headlights needs to be adjusted according to changes in the vehicle's posture in order to meet the regulatory requirements for the headlight angle.

[0003] Currently, there are two main ways to achieve the low beam headlight angle: manual, requiring user adjustment, and automatic. For automatic adjustment, existing height sensor solutions require two height sensors to obtain the vehicle's tilt angle, resulting in high costs. Therefore, reducing the cost of low beam headlight axis control is a problem that needs to be solved.

[0004] The above content is only used to help understand the technical solution of this application and does not represent an admission that the above content is prior art. Summary of the Invention

[0005] The main objective of this application is to provide a method, apparatus, device, and storage medium for controlling the low beam headlight axis, aiming to solve the technical problem of how to reduce the cost of low beam headlight axis control.

[0006] To achieve the above objectives, this application proposes a low beam headlight axis control method, which includes:

[0007] Determine the initial gravitational acceleration angle as the road surface angle, and initialize the vehicle attitude angle;

[0008] When the current vehicle speed is a preset vehicle speed, the first stable value of the gravitational acceleration angle is obtained, and the road surface angle is updated based on the first stable value of the gravitational acceleration angle and the vehicle attitude angle to obtain the first road surface angle;

[0009] When the collected value of gravitational acceleration angle changes, a second stable value of gravitational acceleration angle is obtained, and the vehicle attitude angle is updated based on the second stable value of gravitational acceleration angle and the first road surface angle to obtain the current vehicle attitude angle;

[0010] Control the low beam headlight axis based on the current vehicle attitude angle.

[0011] In one embodiment, the step of obtaining a first stable value of the gravitational acceleration angle when the current vehicle speed is a preset vehicle speed, and updating the road surface angle based on the first stable value of the gravitational acceleration angle and the vehicle attitude angle to obtain a first road surface angle, includes:

[0012] When the current vehicle speed is a preset vehicle speed, and the change in the gravity acceleration angle measurement value fluctuates within a preset stable range for a first preset duration, the first stable value of the gravity acceleration angle is obtained.

[0013] The first acquisition angle difference value is determined based on the first stable value of the gravitational acceleration angle, the road surface angle, and the vehicle attitude angle;

[0014] The road surface angle is updated based on the first collected angle difference value to obtain the first road surface angle.

[0015] In one embodiment, the step of obtaining a second stable value of the gravitational acceleration angle when the collected value of the gravitational acceleration angle changes, and updating the vehicle attitude angle based on the second stable value of the gravitational acceleration angle and the first road surface angle to obtain the current vehicle attitude angle includes:

[0016] When the value of the gravitational acceleration angle changes, and the change in the value of the gravitational acceleration angle fluctuates within a preset stable range for a second preset duration, a second stable value of the gravitational acceleration angle is obtained.

[0017] The second acquisition angle difference value is determined based on the second stable value of the gravitational acceleration angle, the first road surface angle, and the vehicle attitude angle.

[0018] The gravitational acceleration angle acquisition value is determined based on the current vehicle gear, updated current vehicle speed, vehicle parking status, and ignition status to determine whether it is a static change.

[0019] When the change is static, the vehicle attitude angle is updated based on the second collected angle difference value to obtain the current vehicle attitude angle.

[0020] In one embodiment, after the step of determining whether the gravity acceleration angle acquisition value is statically changing based on the current vehicle gear, the updated current vehicle speed, the vehicle parking status, and the ignition status, the method further includes:

[0021] When the change is not static, the first road surface angle is updated based on the difference value of the second collected angle to obtain the second road surface angle;

[0022] The process involves determining the second road surface angle as the updated road surface angle, returning to the step of obtaining the first stable value of the gravitational acceleration angle when the current vehicle speed is a preset vehicle speed, and updating the road surface angle based on the first stable value of the gravitational acceleration angle and the vehicle attitude angle to obtain the first road surface angle.

[0023] In one embodiment, the step of controlling the low beam headlight axis according to the current vehicle attitude angle includes:

[0024] When the current vehicle attitude angle is greater than the initialized vehicle attitude angle, the low beam headlight axis is controlled to adjust the corresponding value of the vehicle attitude angle downward;

[0025] When the current vehicle attitude angle is less than or equal to the initialized vehicle attitude angle, the low beam headlight axis is controlled to adjust the corresponding value of the vehicle attitude angle upward.

[0026] In one embodiment, before the step of determining the initial gravitational acceleration angle as the road surface angle and initializing the vehicle attitude angle, the method further includes:

[0027] The actual temperature drift of multiple sets of working temperatures is obtained, and the fitted temperature drift of the corresponding linear temperature drift model, piecewise linear temperature drift model and polynomial temperature drift model are obtained respectively to obtain the first fitted temperature drift, the second fitted temperature drift and the third fitted temperature drift.

[0028] Calculate the regression sum of squares and residual sum of squares of the average value of the actual temperature drift with the first fitted temperature drift, the second fitted temperature drift, and the third fitted temperature drift, respectively;

[0029] The temperature compensation model for the target gravity acceleration sensor is determined from the temperature drift linear model, the temperature drift piecewise linear model, and the temperature drift polynomial model based on the regression sum of squares and the residual sum of squares.

[0030] When acquiring the gravitational acceleration angle through the target gravitational acceleration sensor, the initial acquired value of the gravitational acceleration angle is compensated based on the temperature compensation model to obtain the target acquired value of the gravitational acceleration angle.

[0031] In one embodiment, before the step of obtaining the actual temperature drift of multiple sets of operating temperatures, and respectively obtaining the fitted temperature drift of the corresponding linear temperature drift model, piecewise linear temperature drift model, and polynomial temperature drift model to obtain the first fitted temperature drift, the second fitted temperature drift, and the third fitted temperature drift, the method further includes:

[0032] Acquire the true values ​​of sensor-measured acceleration angle and gravitational acceleration angle under multiple operating temperatures;

[0033] The actual temperature drift is determined based on the true value of the gravitational acceleration angle and the acceleration angle measured by the sensor.

[0034] A linear temperature drift model is established based on the linear relationship between the actual temperature drift and the operating temperature, covering the operating temperature range of the multiple operating temperatures.

[0035] The multiple sets of operating temperatures are divided into multiple operating temperature sub-intervals, and a piecewise linear model of temperature drift for the multiple operating temperature sub-intervals is established based on the piecewise linear relationship between the actual temperature drift and the operating temperature.

[0036] Based on the nonlinear relationship between the actual temperature drift and the operating temperature, a temperature drift polynomial model is established for the operating temperature range containing the multiple sets of operating temperatures.

[0037] Furthermore, to achieve the above objectives, this application also proposes a low beam headlight axis control device, which includes:

[0038] The data initialization module is used to determine the initial gravitational acceleration angle as the road surface angle and initialize the vehicle attitude angle;

[0039] The road surface angle update module is used to obtain a first stable value of the gravitational acceleration angle when the current vehicle speed is a preset vehicle speed, and update the road surface angle based on the first stable value of the gravitational acceleration angle and the vehicle attitude angle to obtain a first road surface angle.

[0040] The attitude angle update module is used to obtain a second stable value of the gravitational acceleration angle when the gravitational acceleration angle acquisition value changes, and update the vehicle attitude angle based on the second stable value of the gravitational acceleration angle and the first road surface angle to obtain the current vehicle attitude angle.

[0041] The headlight axis control module is used to control the low beam headlight axis according to the current vehicle attitude angle.

[0042] In addition, to achieve the above objectives, this application also proposes a low beam headlight axis control device, the device comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the low beam headlight axis control method described above.

[0043] In addition, to achieve the above objectives, this application also proposes a storage medium, which is a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, it implements the steps of the low beam headlight axis control method described above.

[0044] In addition, to achieve the above objectives, this application also provides a computer program product, which includes a computer program that, when executed by a processor, implements the steps of the low beam headlight axis control method described above.

[0045] One or more technical solutions proposed in this application have at least the following technical effects:

[0046] First, the calculation benchmarks for the road surface angle and vehicle attitude angle are established through initialization. Then, the road surface angle is updated based on the vehicle's stationary speed condition, and the vehicle attitude angle is updated based on the change in the gravitational acceleration angle. The low beam headlight axis is controlled according to the vehicle attitude angle, which can effectively separate the mutual influence between the road surface angle and the vehicle attitude angle. The light axis can be accurately controlled by relying only on the vehicle's original single gravitational acceleration sensor, reducing the number of sensors used and lowering the cost of low beam headlight axis control. At the same time, it avoids the interference of road factors on the light axis adjustment, ensures the accuracy of low beam headlight axis adjustment, effectively avoids glare to the target vehicle, and meets the relevant requirements of regulations for headlight angle. Attached Figure Description

[0047] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0048] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0049] Figure 1 This is a flowchart illustrating an embodiment of the low beam headlight axis control method of this application.

[0050] Figure 2 This is a schematic diagram of the light illumination direction of the low beam headlight provided in Embodiment 1 of the low beam headlight axis control method of this application;

[0051] Figure 3 This is a schematic diagram of the initial orientation of the gravity acceleration sensor provided in Embodiment 1 of the low beam headlight axis control method of this application;

[0052] Figure 4 A schematic diagram illustrating the difference between the detection direction and the initial direction of the gravity acceleration sensor provided in Embodiment 1 of the low beam headlight axis control method of this application;

[0053] Figure 5 This is a timing diagram of road surface angle and vehicle attitude angle updates provided in Embodiment 1 of the low beam headlight axis control method of this application;

[0054] Figure 6 This is a flowchart illustrating Embodiment 2 of the low beam headlight axis control method of this application;

[0055] Figure 7 A simplified flowchart illustrating the low beam headlight axis control method provided in Embodiment 2 of this application;

[0056] Figure 8This is a schematic diagram of the module structure of the low beam headlight axis control device according to an embodiment of this application;

[0057] Figure 9 This is a schematic diagram of the equipment structure of the hardware operating environment involved in the low beam headlight axis control method in the embodiments of this application.

[0058] The purpose, features, and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0059] It should be understood that the specific embodiments described herein are merely illustrative of the technical solutions of this application and are not intended to limit this application.

[0060] To better understand the technical solution of this application, a detailed description will be provided below in conjunction with the accompanying drawings and specific implementation methods.

[0061] The main solution of this application embodiment is as follows: determine the initial gravitational acceleration angle as the road surface angle, and initialize the vehicle attitude angle; when the current vehicle speed is a preset vehicle speed, obtain a first stable value of the gravitational acceleration angle, and update the road surface angle based on the first stable value of the gravitational acceleration angle and the vehicle attitude angle to obtain a first road surface angle; when the gravitational acceleration angle acquisition value changes, obtain a second stable value of the gravitational acceleration angle, and update the vehicle attitude angle based on the second stable value of the gravitational acceleration angle and the first road surface angle to obtain the current vehicle attitude angle; control the low beam headlight axis according to the current vehicle attitude angle.

[0062] Currently, there are two main ways to achieve the low beam headlight angle: manual adjustment, requiring user input, and automatic adjustment. For automatic adjustment, existing height sensor solutions require two height sensors to obtain the vehicle's tilt angle, resulting in high costs. Therefore, reducing the cost of low beam headlight axis control is a problem that needs to be solved.

[0063] This application provides a solution that first establishes a calculation benchmark for the road surface angle and vehicle attitude angle through initialization operations, then updates the road surface angle based on the vehicle's stationary speed condition, and updates the vehicle attitude angle based on changes in the gravitational acceleration angle. The low beam headlight axis is controlled according to the vehicle attitude angle, which can effectively separate the mutual influence between the road surface angle and the vehicle attitude angle. Precise control of the headlight axis can be achieved using only the vehicle's original single gravitational acceleration sensor, reducing the number of sensors used and lowering the cost of low beam headlight axis control. At the same time, it avoids interference from road factors on the headlight axis adjustment, ensures the accuracy of low beam headlight axis adjustment, effectively avoids glare to the target vehicle, and meets the relevant regulatory requirements for headlight angle.

[0064] It should be noted that the executing entity in this embodiment can be a computing service device with data processing, network communication, and program execution functions, such as a tablet computer, personal computer, or mobile phone, or an electronic device or low beam headlight axis control device capable of performing the above functions. The following description uses a low beam headlight axis control device as an example to illustrate this embodiment and the subsequent embodiments.

[0065] Based on this, the embodiments of this application provide a low beam headlight axis control method, referring to... Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the low beam headlight axis control method of this application.

[0066] In this embodiment, the low beam headlight axis control method includes steps S10~S40:

[0067] Step S10: Determine the initial gravitational acceleration angle as the road surface angle, and initialize the vehicle attitude angle;

[0068] It should be noted that the initial gravitational acceleration angle is the angle value corresponding to the initial direction detected and recorded by the gravity acceleration sensor when the vehicle completes controller initialization at the final assembly or inspection station. The gravitational acceleration angle is the angle value detected by the gravity acceleration sensor, specifically the angle between the plane where the gravity acceleration sensor is located and the horizontal plane. It reflects the degree of inclination of the plane where the gravity acceleration sensor is currently located relative to the horizontal plane. When setting up the gravity acceleration sensor, the plane where the gravity acceleration sensor is located is kept parallel to the plane where the vehicle chassis is located. In this scheme, the gravitational acceleration angle is collected by only a single gravity acceleration sensor.

[0069] Additionally, the road surface angle is a numerical value reflecting the actual tilt of the road surface, specifically the angle between the road surface where the vehicle is traveling and the horizontal plane. This value updates as the road conditions change. The vehicle attitude angle is a numerical value reflecting the vehicle's own tilt state, specifically the angle between the plane where the vehicle chassis is located and the road surface where the vehicle is traveling. Changes in the vehicle attitude angle are caused by changes in load factors such as the number of passengers and the amount of cargo loaded.

[0070] It should be understood that the initial gravitational acceleration angle recorded during the vehicle initialization phase is directly set as the initial value of the road surface angle, while the initial value of the vehicle attitude angle is set to 0, thus completing the vehicle attitude angle initialization operation and establishing an initial reference for subsequent update calculations of the road surface angle and vehicle attitude angle.

[0071] In practice, changes in vehicle attitude and road surface will cause a difference between the sensor detection direction and the initial direction. The difference value between the sensor detection direction and the initial direction... The calculation formula is as follows:

[0072]

[0073] In the formula, Indicates the initial gravitational acceleration angle; This indicates the angle of gravitational acceleration currently being collected.

[0074] Considering that the sensor-detected directional difference value includes changes caused by vehicle attitude and changes caused by road surface angle, the difference value The constituent expression is as follows:

[0075]

[0076] In the formula, θ1 represents the vehicle attitude angle, and θ2 represents the road surface angle.

[0077] For example, please refer to Figure 2 , Figure 2 This is a schematic diagram of the low beam headlight illumination direction provided in Embodiment 1 of the low beam headlight axis control method of this application. Figure 2 As shown, the direction of the low beam headlights needs to be adjusted according to changes in the vehicle's posture in order to meet the regulatory requirements for the headlight angle and avoid glare to other vehicles.

[0078] Reference Figure 3 , Figure 3 This is a schematic diagram showing the initial orientation of the gravity acceleration sensor provided in Embodiment 1 of the low beam headlight axis control method of this application. Figure 3 As shown, the Z-axis and X-axis indicate the initial orientation of the gravity acceleration sensor, which is determined and recorded when the controller is initialized at the vehicle assembly or inspection station.

[0079] Reference Figure 4 , Figure 4 This diagram illustrates the difference between the detection direction and the initial direction of the gravity acceleration sensor provided in Embodiment 1 of the low beam headlight axis control method of this application. Figure 4 As shown, the difference θ between the detection direction and the initial direction of the gravity acceleration sensor includes the angle change caused by changes in vehicle attitude and road surface.

[0080] Step S20: When the current vehicle speed is a preset vehicle speed, obtain the first stable value of the gravitational acceleration angle, and update the road surface angle based on the first stable value of the gravitational acceleration angle and the vehicle attitude angle to obtain the first road surface angle;

[0081] It should be noted that the preset vehicle speed is a pre-set speed value used to determine whether the vehicle is stationary. Specifically, this value can be 0, referring to the situation when the vehicle speed is transitioning from 0 to 0. The first stable value of the gravitational acceleration angle is the gravitational acceleration angle value that tends to stabilize after the gravitational acceleration sensor has continuously detected for a period of time when the vehicle speed is at the preset speed. It can accurately reflect the overall angle state at this time.

[0082] In addition, the first road surface angle is a value obtained by updating the initial road surface angle based on the first stable value of the gravitational acceleration angle and the current vehicle attitude angle. It is the updated reflection value of the road surface tilt state.

[0083] It should be understood that the current vehicle speed is first determined in real time to see if it has reached the preset speed. If it has, the angle value of the gravity acceleration sensor is continuously collected until the value is stable and the gravity acceleration angle is obtained. The first stable value of the gravity acceleration angle is obtained. The angle difference is calculated in combination with the current vehicle attitude angle. The original road surface angle is updated based on the difference to obtain the first road surface angle.

[0084] In one feasible implementation, step S20 may include steps S21 to S23:

[0085] Step S21: When the current vehicle speed is a preset vehicle speed, when the change in the gravity acceleration angle acquisition value continues to fluctuate within a preset stable range for a first preset duration, the first stable value of the gravity acceleration angle is obtained.

[0086] It should be noted that the change in the gravitational acceleration angle acquisition value is the difference between two consecutive gravitational acceleration angle acquisition values, and it is a quantitative basis for judging whether the angle acquisition value tends to be stable.

[0087] In addition, the first preset duration is a pre-set time threshold for determining the stable state of the angle acquisition value, and is the time criterion for confirming the stable state.

[0088] In addition, the preset stability range is a pre-set numerical range used to limit the fluctuation range of the angle acquisition value change, and it is a numerical criterion for confirming the stable state.

[0089] It should be understood that when the current vehicle speed is confirmed to change to the preset vehicle speed, the change in adjacent gravitational acceleration angle acquisition values ​​is calculated in real time, and the fluctuation of the change is continuously monitored. If the change is continuously within the preset stable range for a period of time that reaches the first preset duration, the vehicle attitude is determined to be in a stable state, and the angle acquisition value at this time is extracted and determined as the first stable value of gravitational acceleration angle.

[0090] Step S22: Determine the first acquisition angle difference value based on the first stable value of the gravitational acceleration angle, the road surface angle, and the vehicle attitude angle;

[0091] It should be noted that the first collected angle difference value is the angle difference calculated by combining the first stable value of the gravitational acceleration angle, the road surface angle and the vehicle attitude angle, and is used to update the road surface angle in the future.

[0092] It should be understood that the sum of the road surface angle and the vehicle attitude angle is first calculated, and the sum of the angles is subtracted from the first stable value of the gravitational acceleration angle. The result of the calculation is the first acquisition angle difference value.

[0093] For example, the first acquisition angle difference value The calculation formula is as follows:

[0094]

[0095] In the formula, θ1 represents the first stable value of the gravitational acceleration angle currently collected; θ2 represents the vehicle attitude angle and θ1 represents the road surface angle.

[0096] Step S23: Update the road surface angle based on the first collected angle difference value to obtain the first road surface angle.

[0097] It should be understood that since the vehicle's attitude does not change during operation (i.e., the number of people or the load on the vehicle changes), the changes are only caused by changes in the road surface angle. Therefore, the gravitational acceleration angle changes collected after the vehicle speed stabilizes at 0 are all reflected in the road surface angle. The difference between the original road surface angle and the first collected angle is added to obtain the updated road surface angle, which is then determined as the first road surface angle.

[0098] For example, the formula for updating the road surface angle θ2 is as follows:

[0099]

[0100] In the formula, θ2 on the right side of the equal sign represents the road surface angle before the update; θ2 on the left side of the equal sign represents the road surface angle after the update, i.e., the first road surface angle. This represents the difference value of the first acquisition angle.

[0101] Step S30: When the gravity acceleration angle acquisition value changes, obtain the second stable value of gravity acceleration angle, update the vehicle attitude angle based on the second stable value of gravity acceleration angle and the first road surface angle, and obtain the current vehicle attitude angle;

[0102] It should be noted that the gravity acceleration angle acquisition value is the gravity acceleration angle value obtained in real time by the gravity acceleration sensor, which is real-time data reflecting the dynamic changes of the angle.

[0103] Additionally, the second stable value of the gravitational acceleration angle is the gravitational acceleration angle value after the sensor detection value stabilizes again following a change in the gravitational acceleration angle acquisition value. It reflects the actual angular state after the vehicle's attitude changes. The current vehicle attitude angle is a value obtained by updating the original vehicle attitude angle based on the second stable value of the gravitational acceleration angle and the first road surface angle, and it accurately reflects the vehicle's current actual tilt state.

[0104] It should be understood that the system monitors in real time whether the gravitational acceleration angle value changes. If a change is detected, the angle value is continuously collected until it stabilizes. The second stable value of the gravitational acceleration angle is obtained. The angle difference is calculated by combining the obtained first road surface angle. The original vehicle attitude angle is updated based on this difference to obtain the current vehicle attitude angle.

[0105] In one feasible implementation, step S30 may include steps S31 to S34:

[0106] Step S31: When the gravitational acceleration angle acquisition value changes, when the change in the gravitational acceleration angle acquisition value continues to fluctuate within a preset stable range for a second preset time, the second stable value of the gravitational acceleration angle is obtained.

[0107] It should be noted that the second preset duration is a pre-set time threshold for determining the time after the gravitational acceleration angle acquisition value changes and stabilizes again. It is a time standard for confirming the stable state after dynamic changes.

[0108] It should be understood that after detecting a change in the gravitational acceleration angle acquisition value, the change in adjacent acquisition values ​​is calculated in real time, and the fluctuation of the change is continuously monitored. If the change is within the preset stable range for a period of time that reaches the second preset duration, the vehicle attitude is determined to be in a stable state, and the angle acquisition value at this time is extracted and determined as the second stable value of the gravitational acceleration angle.

[0109] Step S32: Determine the second acquisition angle difference value based on the second stable value of the gravitational acceleration angle, the first road surface angle, and the vehicle attitude angle;

[0110] It should be noted that the second collected angle difference value is the angle difference calculated by combining the second stable value of the gravitational acceleration angle, the first road surface angle and the vehicle attitude angle, and is used for subsequent road surface angle updates.

[0111] It should be understood that the sum of the first road surface angle and the vehicle attitude angle is first calculated, and then the second stable value of the gravitational acceleration angle is subtracted from the sum of the angles. The result of the calculation is the second acquisition angle difference value.

[0112] Step S33: Determine whether the gravity acceleration angle acquisition value is a static change based on the current vehicle gear, updated current vehicle speed, vehicle parking status, and ignition status.

[0113] It should be noted that the vehicle gear position refers to the type of gear the vehicle's transmission is in, including Park, Neutral, and Drive, used to determine the vehicle's readiness to move. The updated current speed is a real-time updated value. Vehicle parking status indicates whether the parking brake is engaged, including both parked and non-parked states, used to determine if the vehicle is secured. Ignition status (IG) indicates the starting status of the vehicle's powertrain, including ignition on and off, used to determine if the powertrain is operating.

[0114] In addition, static change refers to the change in the gravitational acceleration angle acquisition value caused by the change in vehicle posture due to passengers getting on and off the vehicle or loading and unloading goods, and is not caused by external factors such as road surface angle fluctuations or vibration at the moment of ignition. This change is an angle change caused by the vehicle's own factors.

[0115] It should be understood that the vehicle gear position, updated current speed, vehicle parking status, and ignition status are simultaneously acquired, and a comprehensive analysis is performed on the combination of these four parameters to determine whether the vehicle gear position, updated current speed, vehicle parking status, and ignition status simultaneously meet the following conditions: the updated current speed is continuously at the preset speed, i.e., zero speed; the current vehicle gear is in park or neutral; the vehicle parking status is parked; and the ignition status is ignition on. If all four conditions are met simultaneously, the vehicle is determined to be in a static state; if any one condition is not met, the vehicle is determined to be not in a static state.

[0116] In one feasible implementation, after step S33, steps A10 to A20 may also be included:

[0117] Step A10: When the change is not static, update the first road surface angle based on the second collected angle difference value to obtain the second road surface angle;

[0118] It should be noted that the second road surface angle is the updated road surface angle value obtained when the change in the collected value is determined to be non-static, and it is the latest representation value of the road surface tilt state.

[0119] It should be understood that after determining that the change in the angle of gravity acceleration is not a static change, the difference between the first road surface angle and the second collected angle is added together to obtain the second road surface angle.

[0120] Step A20: Determine the second road surface angle as the updated road surface angle, return to the step of obtaining the first stable value of the gravitational acceleration angle when the current vehicle speed is the preset vehicle speed, and update the road surface angle based on the first stable value of the gravitational acceleration angle and the vehicle attitude angle to obtain the first road surface angle.

[0121] It should be noted that the updated road surface angle is the second road surface angle set to the latest road surface angle benchmark value, which is the basic reference value for subsequent updates of the road surface angle.

[0122] It should be understood that the calculated second road surface angle is determined as the updated road surface angle, and then the process returns to the step of obtaining the first stable value of the gravitational acceleration angle when the current vehicle speed is the preset vehicle speed and updating the road surface angle to obtain the first road surface angle. This process is repeated to achieve the cyclic update of the road surface angle.

[0123] Step S34: When the change is static, update the vehicle attitude angle based on the second collected angle difference value to obtain the current vehicle attitude angle.

[0124] It should be understood that, considering that when the vehicle is stationary, only the passengers or cargo change, and this change is solely due to the change in the vehicle's attitude angle, the collected values ​​of the gravitational acceleration angle change are all reflected in the vehicle's attitude angle. After determining that the change in the collected gravitational acceleration angle value is a static change, the difference between the original vehicle attitude angle and the second collected angle is added together, and the original vehicle attitude angle is adjusted and corrected based on the calculation result to obtain the current vehicle attitude angle.

[0125] For example, the formula for updating the vehicle attitude angle θ1 is as follows:

[0126]

[0127] In the formula, θ1 on the right side of the equal sign represents the vehicle attitude angle before the update; θ1 on the left side of the equal sign represents the updated vehicle attitude angle, i.e., the current vehicle attitude angle. This indicates the difference value of the second acquisition angle.

[0128] For example, please refer to Figure 5 , Figure 5This is a timing diagram for updating the road surface angle and vehicle attitude angle provided in Embodiment 1 of the low beam headlight axis control method of this application. When the vehicle speed changes from greater than 0 km / h to 0 km / h, a stabilization waiting phase is required. During this phase, the value of the gravity acceleration sensor is continuously monitored. Once the value reaches a stable level, the road surface angle update operation is performed. The updated road surface angle is used to reflect the actual tilt state of the current road surface. After updating the road surface angle, when the value of the gravity acceleration sensor changes, a stabilization waiting phase is also required first to ensure that the value of the gravity acceleration sensor is stable before performing the vehicle attitude angle update operation. The updated vehicle attitude angle will serve as the basis for subsequent low beam headlight axis adjustments.

[0129] Step S40: Control the low beam headlight axis according to the current vehicle attitude angle.

[0130] It should be noted that the low beam headlight axis is the central axis of the low beam headlight beam. Its angle directly determines the actual direction of the low beam headlight beam, which affects the driving illumination and the effect of avoiding glare.

[0131] It should be understood that the current vehicle attitude angle is first determined to determine the actual tilt direction of the vehicle, and then the drive motor is driven to adjust the low beam headlight axis according to the tilt direction so that the headlight axis angle is adapted to the current attitude of the vehicle, thereby completing the low beam headlight axis control.

[0132] In one feasible implementation, step S40 may include steps S41-S42:

[0133] Step S41: When the current vehicle attitude angle is greater than the initialized vehicle attitude angle, control the low beam headlight axis to adjust the corresponding value of the vehicle attitude angle downward.

[0134] It should be noted that the initial vehicle attitude angle is the initial value of the vehicle attitude angle set when the vehicle completes controller initialization at the final assembly or inspection station, i.e., when it is in the factory shipment state. This value is 0 and is the reference angle value for determining the adjustment direction of the low beam headlight axis.

[0135] In addition, the corresponding value of the vehicle attitude angle is the optical axis adjustment angle value that matches the magnitude of the current vehicle attitude angle, specifically the absolute value of the current vehicle attitude angle.

[0136] It should be understood that the current vehicle attitude angle is first set. The value is compared with the initial vehicle attitude angle of 0. If the current vehicle attitude angle value is larger, then... If the value is greater than 0, the drive motor will adjust the optical axis downwards. This is to complete the low beam headlight axis control.

[0137] Step S42: When the current vehicle attitude angle is less than or equal to the initialized vehicle attitude angle, control the low beam headlight axis to adjust the corresponding value of the vehicle attitude angle upward.

[0138] It should be understood that the current vehicle attitude angle is first set. The value is compared with the initial vehicle attitude angle 0. If the current vehicle attitude angle is less than or equal to the initial vehicle attitude angle, then... If the value is less than 0, the drive motor will adjust the optical axis upwards. This is to complete the low beam headlight axis control.

[0139] This embodiment provides a method for controlling the low beam headlight axis. First, an initialization operation is performed to establish a calculation benchmark for the road surface angle and the vehicle attitude angle. Then, the road surface angle is updated based on the vehicle's stationary speed condition, and the vehicle attitude angle is updated based on the change in the gravitational acceleration angle. The low beam headlight axis is controlled according to the vehicle attitude angle, which can effectively separate the mutual influence between the road surface angle and the vehicle attitude angle. Precise control of the headlight axis can be achieved using only the vehicle's original single gravitational acceleration sensor, reducing the number of sensors used and lowering the cost of low beam headlight axis control. At the same time, it avoids interference from road factors on the headlight axis adjustment, ensuring the accuracy of the low beam headlight axis adjustment, effectively avoiding glare to the target vehicle, and meeting the relevant regulatory requirements for headlight angle.

[0140] Based on the first embodiment of this application, in the second embodiment of this application, the content that is the same as or similar to that in the first embodiment described above can be referred to the above description, and will not be repeated hereafter. Based on this, please refer to... Figure 6 Before step S10, the low beam headlight axis control method further includes steps S01 to S04:

[0141] Step S01: Obtain the actual temperature drift of multiple sets of working temperatures, and obtain the fitted temperature drift of the corresponding temperature drift linear model, temperature drift piecewise linear model and temperature drift polynomial model respectively, to obtain the first fitted temperature drift, the second fitted temperature drift and the third fitted temperature drift.

[0142] It should be noted that the operating temperature is the temperature range in which the gravity acceleration sensor operates during actual use in a vehicle. This range covers various ambient temperatures encountered while the vehicle is in motion and represents the normal operating temperature range of the sensor.

[0143] In addition, the true temperature drift is the difference between the gravitational acceleration angle measured by the gravitational acceleration sensor at a certain operating temperature and the true angle value at that temperature. It is the actual angle deviation caused by the sensor being affected by temperature.

[0144] For example, the actual temperature drift The calculation formula is as follows:

[0145] =

[0146] In the formula, T represents temperature; This indicates the angle of gravitational acceleration measured by the gravity acceleration sensor at its operating temperature T, i.e., the angle of acceleration measured by the sensor. This represents the true value of the angle of gravitational acceleration.

[0147] In addition, the linear temperature drift model is a model obtained by fitting the linear relationship between the operating temperature and the actual temperature drift using the least squares method. It is used to characterize the linear change of temperature drift with temperature.

[0148] In addition, the piecewise linear temperature drift model is a combined model formed by dividing the entire working temperature range into multiple continuous sub-temperature ranges and fitting a linear model to each sub-temperature range independently, thus balancing the accuracy of temperature drift fitting with the computational load.

[0149] In addition, the temperature drift polynomial model is a model obtained by fitting the polynomial relationship between the operating temperature and the actual temperature drift. In automotive scenarios, a second-order model is generally chosen to adapt to the nonlinear temperature drift law.

[0150] In addition, the fitted temperature drift is the temperature drift calculated by substituting the operating temperature into various temperature drift models. It is the model's fitted prediction of the actual temperature drift.

[0151] In addition, the first fitted temperature drift is the fitted temperature drift calculated by substituting the operating temperature into the temperature drift linear model, and is the prediction deviation value corresponding to the linear model.

[0152] In addition, the second fitted temperature drift is the fitted temperature drift calculated by substituting the operating temperature into the piecewise linear temperature drift model, and is the prediction deviation value corresponding to the piecewise linear model.

[0153] In addition, the third fitted temperature drift is the fitted temperature drift calculated by substituting the operating temperature into the temperature drift polynomial model, and is the prediction deviation value corresponding to the polynomial model.

[0154] It should be understood that multiple sets of operating temperatures are selected within the full operating temperature range of the gravity acceleration sensor, and the actual temperature drift is collected at each set of temperatures. A linear temperature drift model, a piecewise linear temperature drift model, and a polynomial temperature drift model are constructed respectively. The multiple sets of operating temperatures are substituted into the three types of models respectively, and the fitted temperature drift corresponding to each set of temperatures is calculated. These are then determined as the first fitted temperature drift, the second fitted temperature drift, and the third fitted temperature drift, respectively.

[0155] In one feasible implementation, steps B10 to B50 may be included before step S01:

[0156] Step B10: Obtain the true values ​​of sensor-measured acceleration angle and gravitational acceleration angle at multiple operating temperatures;

[0157] It should be noted that the true value of the gravitational acceleration angle is the gravitational acceleration angle of the vehicle when there are no detection errors or external interferences. It is the benchmark reference value for measuring sensor measurement deviation. When mounted horizontally, this value is 0 for each axis. The acceleration angle measured by the sensor is the gravitational acceleration angle value directly detected by the gravitational acceleration sensor at the corresponding operating temperature, which is the raw measurement data without any correction.

[0158] It should be understood that multiple different operating temperatures are selected within the operating temperature range of the gravity acceleration sensor. At each operating temperature, the sensor's measured acceleration angle is obtained directly at that temperature using a static calibration method, thus completing the acquisition of multiple sets of corresponding data.

[0159] Step B20: Determine the true temperature drift based on the true value of the gravitational acceleration angle and the acceleration angle measured by the sensor;

[0160] It should be noted that the true temperature drift is the difference between the sensor's measured acceleration angle and the true value of the gravitational acceleration angle at a certain operating temperature. It is a quantitative indicator reflecting the degree of influence of temperature on the sensor's measurement results.

[0161] It should be understood that, for each set of working temperatures, the difference calculation is performed between the true value of the gravitational acceleration angle and the acceleration angle measured by the sensor. The result of each calculation is used as the true temperature drift at that temperature, forming multiple sets of data corresponding to the working temperature and the true temperature drift.

[0162] Step B30: Based on the linear relationship between the actual temperature drift and the operating temperature, establish a linear temperature drift model for the operating temperature range containing the multiple sets of operating temperatures.

[0163] It should be noted that the linear temperature drift model consists of two parameters: the temperature coefficient and the basic zero drift. It is the basic temperature drift fitting model.

[0164] It should be understood that by compiling multiple sets of calibration data on operating temperatures and corresponding actual temperature drift, and using the least squares method to perform linear fitting on these data sets, the two parameters of temperature coefficient and basic zero drift are solved. Based on these parameters, a linear temperature drift model covering the entire operating temperature range is constructed.

[0165] For example, the formula for the linear temperature drift model is as follows:

[0166]

[0167] In the formula, k represents the temperature coefficient, and b represents the baseline zero drift. The calibration data can be fitted using the least squares method. , }, thus obtaining unique k and b, where,

[0168] Step B40: Divide the multiple sets of working temperatures into multiple working temperature sub-intervals, and establish a piecewise linear model of temperature drift for the multiple working temperature sub-intervals based on the piecewise linear relationship between the actual temperature drift and the working temperature.

[0169] It should be noted that the operating temperature sub-range is a series of continuous temperature sub-ranges into which the entire operating temperature range is divided. For example, the entire operating temperature range [Tmin, Tmax] can be divided into n continuous sub-temperature ranges [T0, T1], [T1, T2], ..., [Tn]. [1,Tn]. For example, in a vehicle-mounted scenario, the standard temperature range of -40℃ to 85℃ can be divided into three continuous operating temperature sub-ranges (-40℃ to 0℃, 0℃ to 40℃, and 40℃ to 85℃), balancing fitting accuracy and computational load. The combined model formed by independently fitting a linear model within each operating temperature sub-range can adapt to the linear variation patterns of different sub-temperature ranges.

[0170] It should be understood that the entire operating temperature range containing multiple operating temperatures is divided into multiple continuous operating temperature sub-ranges. Within each operating temperature sub-range, the corresponding operating temperature and actual temperature drift data are organized, and the least squares method is used to perform linear fitting to obtain the model parameters of each sub-range. The piecewise linear model of temperature drift is constructed by combining the linear models of all sub-ranges.

[0171] For example, the formula for the piecewise linear model of temperature drift is as follows:

[0172]

[0173] In the formula, the subscript Corresponding to the 1st to the 2nd Individual temperature zone; This represents the temperature coefficient of the corresponding sub-temperature region; This indicates the baseline zero drift for the corresponding sub-temperature region; This indicates the division of the sensor's full operating temperature range. Each continuous sub-temperature region is a pre-defined interval based on the sensor's operating temperature range. Each temperature region is fitted individually using the least squares method to obtain... , ,in, .

[0174] Step B50: Based on the nonlinear relationship between the actual temperature drift and the operating temperature, establish a temperature drift polynomial model for the operating temperature range containing the multiple sets of operating temperatures.

[0175] It should be noted that the temperature drift polynomial model can fit the nonlinear variation between the operating temperature and the actual temperature drift. In automotive scenarios, a second-order polynomial model is generally used to adapt to the significant nonlinear temperature drift of the sensor.

[0176] It should be understood that, for multiple sets of calibration data on the drift between the operating temperature and the actual temperature within the entire operating temperature range, the least squares method is used to perform second-order polynomial fitting to solve for the basic zero drift and temperature coefficients of each order. Based on this set of coefficients, a temperature drift polynomial model covering the entire operating temperature range is constructed.

[0177] For example, the formula for the temperature-drift polynomial model for a second-order polynomial is as follows:

[0178]

[0179] In the formula, Indicates temperature; Indicates temperature as Temperature drift over time; a 0 indicates a base zero drift; Indicates the first-order temperature coefficient; This represents the second-order temperature coefficient. By fitting the full-temperature-range calibration data using the least squares method, a unique set of coefficients can be obtained. , , }

[0180] Step S02: Calculate the regression sum of squares and residual sum of squares of the average value of the actual temperature drift with the first fitted temperature drift, the second fitted temperature drift, and the third fitted temperature drift, respectively;

[0181] It should be noted that the average value is the arithmetic mean of the actual temperature drift under multiple operating temperatures, and is a representation of the overall average level of the actual temperature drift.

[0182] Additionally, the regression sum of squares is the sum of squared deviations between the average values ​​of various fitted temperature drifts and the actual temperature drifts, used to characterize the degree to which the fitted model explains the variation of the actual temperature drift.

[0183] For example, the obtained n sets of temperature-to-true temperature drift can be set as ( , (), , ), ..., ( , The calculated drift amount is then obtained by fitting a model (linear temperature drift model, piecewise linear temperature drift model, and polynomial temperature drift model). , ,…, .

[0184] Average value of true temperature drift The calculation formula is as follows:

[0185]

[0186] In the formula, Indicates the first The actual temperature drift of the group. .

[0187] Furthermore, the formula for calculating the sum of squares (SSR) is as follows:

[0188]

[0189] In the formula, SSR represents the regression sum of squares, which is used to measure the ability of the fitted model to explain changes in actual temperature drift data. Indicates the first The group calculated the fitted temperature drift using a fitted model. ; This represents the average value of the actual temperature drift.

[0190] Additionally, the residual sum of squares is the sum of squared deviations between the actual temperature drift and the corresponding fitted temperature drift at each operating temperature, used to characterize the overall error between the predicted and actual values ​​of the fitted model.

[0191] It should be understood that the average value of multiple sets of true temperature drift is calculated first, and then the regression sum of squares between the first fitted temperature drift, the second fitted temperature drift, and the third fitted temperature drift is calculated and the average value is calculated. At the same time, the residual sum of squares between each set of true temperature drift and the corresponding fitted temperature drift is calculated to obtain the regression sum of squares and residual sum of squares for each of the three types of models.

[0192] For example, the formula for calculating the sum of squared residuals (SSE) is as follows:

[0193]

[0194] In the formula, This represents the sum of squared residuals, used to measure the degree of deviation between the fitted model and the actual temperature drift data. This represents the actual temperature drift of the i-th group; Indicates the first The group calculated the fitted temperature drift using a fitted model. .

[0195] Step S03: Based on the regression sum of squares and the residual sum of squares, determine the temperature compensation model of the target gravity acceleration sensor from the temperature drift linear model, the temperature drift piecewise linear model, and the temperature drift polynomial model.

[0196] It should be noted that the target gravity acceleration sensor is a gravity acceleration sensor on the vehicle used to collect the angle of gravity acceleration, thereby realizing the automatic control of the low beam headlight axis. It is the core detection component of the light axis control.

[0197] In addition, the temperature compensation model is the model with the best fitting effect selected from the three types of temperature drift models, and is used to correct the temperature deviation of the gravitational acceleration angle collected by the sensor.

[0198] It should be understood that the goodness-of-fit index for each model is calculated based on the regression sum of squares and the residual sum of squares. This index reflects the model's fitting accuracy. Generally, this index is required to be no less than a preset value. The model with the best goodness-of-fit index is selected and determined as the temperature compensation model for the target gravity acceleration sensor.

[0199] For example, the formula for calculating the goodness-of-fit index R² is as follows:

[0200]

[0201] In the formula, R² represents the goodness-of-fit index, which is generally required to be ≥0.85; R² represents the sum of squared residuals; SSR represents the sum of squared regressions. The desired fit model can be evaluated based on R², with a value closer to 1 indicating a better fit.

[0202] Step S04: When collecting the gravitational acceleration angle through the target gravitational acceleration sensor, the initial collected value of the gravitational acceleration angle is compensated based on the temperature compensation model to obtain the target collected value of the gravitational acceleration angle.

[0203] It should be noted that the initial value of the gravitational acceleration angle is the gravitational acceleration angle value directly acquired by the target gravitational acceleration sensor, and this value does not eliminate the angle deviation caused by temperature drift.

[0204] In addition, the target acquisition value of gravitational acceleration angle is the value obtained by correcting the initial acquisition value of gravitational acceleration angle through a temperature compensation model. It is an accurate angle acquisition value after eliminating temperature deviation.

[0205] It should be understood that while the target gravity acceleration sensor is collecting the vehicle's gravity acceleration angle in real time, the sensor's current operating temperature is simultaneously acquired. This temperature is then substituted into the temperature compensation model to obtain the corresponding temperature drift compensation value. This compensation value is used to correct the initial collected value of the gravity acceleration angle to obtain the target collected value of the gravity acceleration angle.

[0206] For example, the formula for gravitational acceleration angle compensation is as follows:

[0207]

[0208] In the formula, This represents the temperature drift compensation value at temperature T determined based on the temperature compensation model; the right side of the equals sign... This represents the initial collected value of the gravitational acceleration angle; the left side of the equals sign... This represents the target acquisition value of gravitational acceleration angle.

[0209] This embodiment provides a method for controlling the low beam headlight axis. It acquires multiple sets of real temperature drift values ​​within the operating temperature range of a gravity acceleration sensor, and obtains the fitted temperature drift values ​​corresponding to three types of temperature drift models. Then, it calculates the average value of the real temperature drift values, the regression sum of squares of each fitted temperature drift value, and the residual sum of squares. Based on this, it selects the temperature compensation model with the best fitting effect. This model is then used to compensate for the initial value of the gravity acceleration angle collected by the sensor, effectively eliminating the influence of temperature on the gravity acceleration sensor's values ​​and improving the accuracy of gravity acceleration angle acquisition. This prevents glare or poor lighting performance caused by temperature drift leading to deviations in the low beam headlight axis adjustment. Simultaneously, the model selection process balances fitting accuracy and computational complexity, adapting to the actual usage scenarios of the vehicle and ensuring the efficiency and practicality of the compensation process.

[0210] For example, to help understand the implementation flow of the low beam headlight axis control method obtained by combining this embodiment with the above embodiment one, please refer to... Figure 7 , Figure 7 A simplified flowchart of a low beam headlight axis control method is provided, specifically:

[0211] First, the vehicle is initialized and the initial gravitational acceleration direction value is recorded. Then, the vehicle state determination step begins. If the current vehicle speed is greater than 0, the vehicle state determination is maintained. If the current vehicle speed is 0, the vehicle attitude is further determined. If the vehicle attitude is not stable, the process returns to the vehicle state determination step. If the vehicle attitude is stable, the road surface angle is updated, and it is determined whether the sensor angle has changed. If the sensor angle has not changed, the process returns to the vehicle state determination step. If the sensor angle has changed, the vehicle state determination is performed again. If it is determined to be a static change, the vehicle attitude angle is updated; if it is determined to be a non-static change, the road surface angle is updated. After completing either the vehicle attitude angle update or the road surface angle update, the process returns to the vehicle state determination step.

[0212] It should be noted that the above examples are only for understanding this application and do not constitute a limitation on the low beam headlight axis control method of this application. Any simple modifications based on this technical concept are within the protection scope of this application.

[0213] This application also provides a low beam headlight axis control device, please refer to... Figure 8 The low beam headlight axis control device includes:

[0214] The data initialization module 10 is used to determine the initial gravitational acceleration angle as the road surface angle and initialize the vehicle attitude angle;

[0215] The road surface angle update module 20 is used to obtain a first stable value of the gravitational acceleration angle when the current vehicle speed is a preset vehicle speed, and update the road surface angle based on the first stable value of the gravitational acceleration angle and the vehicle attitude angle to obtain a first road surface angle.

[0216] The attitude angle update module 30 is used to obtain a second stable value of the gravity acceleration angle when the gravity acceleration angle acquisition value changes, and update the vehicle attitude angle based on the second stable value of the gravity acceleration angle and the first road surface angle to obtain the current vehicle attitude angle;

[0217] The headlight axis control module 40 is used to control the low beam headlight axis according to the current vehicle attitude angle.

[0218] In one embodiment, the road surface angle update module 20 is further configured to, when the current vehicle speed is a preset vehicle speed, obtain a first stable value of the gravity acceleration angle when the change in the gravity acceleration angle acquisition value fluctuates within a preset stable range for a first preset duration;

[0219] The first acquisition angle difference value is determined based on the first stable value of the gravitational acceleration angle, the road surface angle, and the vehicle attitude angle;

[0220] The road surface angle is updated based on the first collected angle difference value to obtain the first road surface angle.

[0221] In one embodiment, the attitude angle update module 30 is further configured to obtain a second stable value of the gravitational acceleration angle when the change in the gravitational acceleration angle acquisition value continues to fluctuate within a preset stable range for a second preset duration.

[0222] The second acquisition angle difference value is determined based on the second stable value of the gravitational acceleration angle, the first road surface angle, and the vehicle attitude angle.

[0223] The gravitational acceleration angle acquisition value is determined based on the current vehicle gear, updated current vehicle speed, vehicle parking status, and ignition status to determine whether it is a static change.

[0224] When the change is static, the vehicle attitude angle is updated based on the second collected angle difference value to obtain the current vehicle attitude angle.

[0225] In one embodiment, the road surface angle update module 20 is further configured to update the first road surface angle based on the second collected angle difference value when the change is not static, so as to obtain the second road surface angle;

[0226] The process involves determining the second road surface angle as the updated road surface angle, returning to the step of obtaining the first stable value of the gravitational acceleration angle when the current vehicle speed is a preset vehicle speed, and updating the road surface angle based on the first stable value of the gravitational acceleration angle and the vehicle attitude angle to obtain the first road surface angle.

[0227] In one embodiment, the headlight axis control module 40 is further configured to control the low beam headlight axis to adjust the corresponding value of the vehicle attitude angle downward when the current vehicle attitude angle is greater than the initialized vehicle attitude angle.

[0228] When the current vehicle attitude angle is less than or equal to the initialized vehicle attitude angle, the low beam headlight axis is controlled to adjust the corresponding value of the vehicle attitude angle upward.

[0229] In one embodiment, the data initialization module 10 is further configured to obtain the actual temperature drift of multiple sets of working temperatures, and respectively obtain the fitted temperature drift of the corresponding temperature drift linear model, temperature drift piecewise linear model and temperature drift polynomial model, to obtain the first fitted temperature drift, the second fitted temperature drift and the third fitted temperature drift.

[0230] Calculate the regression sum of squares and residual sum of squares of the average value of the actual temperature drift with the first fitted temperature drift, the second fitted temperature drift, and the third fitted temperature drift, respectively;

[0231] The temperature compensation model for the target gravity acceleration sensor is determined from the temperature drift linear model, the temperature drift piecewise linear model, and the temperature drift polynomial model based on the regression sum of squares and the residual sum of squares.

[0232] When acquiring the gravitational acceleration angle through the target gravitational acceleration sensor, the initial acquired value of the gravitational acceleration angle is compensated based on the temperature compensation model to obtain the target acquired value of the gravitational acceleration angle.

[0233] In one embodiment, the data initialization module 10 is further configured to acquire multiple sets of true values ​​of sensor-measured acceleration angle and gravitational acceleration angle at operating temperatures;

[0234] The actual temperature drift is determined based on the true value of the gravitational acceleration angle and the acceleration angle measured by the sensor.

[0235] A linear temperature drift model is established based on the linear relationship between the actual temperature drift and the operating temperature, covering the operating temperature range of the multiple operating temperatures.

[0236] The multiple sets of operating temperatures are divided into multiple operating temperature sub-intervals, and a piecewise linear model of temperature drift for the multiple operating temperature sub-intervals is established based on the piecewise linear relationship between the actual temperature drift and the operating temperature.

[0237] Based on the nonlinear relationship between the actual temperature drift and the operating temperature, a temperature drift polynomial model is established for the operating temperature range containing the multiple sets of operating temperatures.

[0238] The low beam headlight axis control device provided in this application, employing the low beam headlight axis control method in the above embodiments, can solve the technical problem of how to reduce the cost of low beam headlight axis control. Compared with the prior art, the beneficial effects of the low beam headlight axis control device provided in this application are the same as those of the low beam headlight axis control method provided in the above embodiments, and other technical features in the low beam headlight axis control device are the same as those disclosed in the methods of the above embodiments, and will not be repeated here.

[0239] This application provides a low beam headlight axis control device, which includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to perform the low beam headlight axis control method in the above embodiment 1.

[0240] The following is for reference. Figure 9The diagram illustrates a structural schematic suitable for implementing the low beam headlight axis control device of the embodiments of this application. The low beam headlight axis control device in the embodiments of this application may include, but is not limited to, mobile terminals such as mobile phones, laptops, digital radio receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Description), PMPs (Portable Media Players), in-vehicle terminals (e.g., in-vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers. Figure 9 The low beam headlight axis control device shown is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments of this application.

[0241] like Figure 9 As shown, the low beam headlight axis control device may include a processing unit 1001 (e.g., a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes according to a program stored in ROM (Read Only Memory) 1002 or a program loaded from storage device 1003 into RAM (Random Access Memory) 1004. RAM 1004 also stores various programs and data required for the operation of the low beam headlight axis control device. The processing unit 1001, ROM 1002, and RAM 1004 are interconnected via bus 1005. Input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to I / O interface 1006: input devices 1007 including, for example, touchscreens, touchpads, keyboards, mice, image sensors, microphones, accelerometers, gyroscopes, etc.; output devices 1008 including, for example, LCDs (Liquid Crystal Displays), speakers, vibrators, etc.; storage devices 1003 including, for example, magnetic tapes, hard disks, etc.; and communication devices 1009. Communication device 1009 allows the low beam headlight axis control device to communicate wirelessly or wiredly with other devices to exchange data. Although a low beam headlight axis control device with various systems is shown in the figure, it should be understood that it is not required to implement or possess all the systems shown. More or fewer systems can be implemented or possessed alternatively.

[0242] Specifically, according to the embodiments disclosed in this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments disclosed in this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device, or installed from storage device 1003, or installed from ROM 1002. When the computer program is executed by processing device 1001, it performs the functions defined in the methods of the embodiments disclosed in this application.

[0243] The low beam headlight axis control device provided in this application, employing the low beam headlight axis control method in the above embodiments, can solve the technical problem of how to reduce the cost of low beam headlight axis control. Compared with the prior art, the beneficial effects of the low beam headlight axis control device provided in this application are the same as those of the low beam headlight axis control method provided in the above embodiments, and other technical features in this low beam headlight axis control device are the same as those disclosed in the previous embodiment method, and will not be repeated here.

[0244] It should be understood that the various parts disclosed in this application can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in any suitable manner in one or more embodiments or examples.

[0245] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0246] This application provides a computer-readable storage medium having computer-readable program instructions (i.e., a computer program) stored thereon, the computer-readable program instructions being used to execute the low beam headlight axis control method in the above embodiments.

[0247] The computer-readable storage medium provided in this application may be, for example, a USB flash drive, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, RAM (Random Access Memory), ROM (Read Only Memory), EPROM (Erasable Programmable Read Only Memory), or flash memory, optical fiber, CD-ROM (CD-Read Only Memory), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, system, or device. The program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0248] The aforementioned computer-readable storage medium may be included in the low beam headlight axis control device; or it may exist independently and not assembled into the low beam headlight axis control device.

[0249] The aforementioned computer-readable storage medium carries one or more programs. When these programs are executed by the low beam headlight axis control device, the low beam headlight axis control device: determines the initial gravitational acceleration angle as the road surface angle and initializes the vehicle attitude angle; when the current vehicle speed is a preset vehicle speed, acquires a first stable value of the gravitational acceleration angle and updates the road surface angle based on the first stable value of the gravitational acceleration angle and the vehicle attitude angle to obtain a first road surface angle; when the acquired value of the gravitational acceleration angle changes, acquires a second stable value of the gravitational acceleration angle and updates the vehicle attitude angle based on the second stable value of the gravitational acceleration angle and the first road surface angle to obtain a current vehicle attitude angle; and controls the low beam headlight axis according to the current vehicle attitude angle.

[0250] Computer program code for performing the operations of this application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, as well as conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including LAN (Local Area Network) or WAN (Wide Area Network)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0251] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0252] The modules described in the embodiments of this application can be implemented in software or hardware. The names of the modules do not necessarily limit the functionality of the unit itself.

[0253] The readable storage medium provided in this application is a computer-readable storage medium that stores computer-readable program instructions (i.e., a computer program) for executing the aforementioned low beam headlight axis control method, thereby solving the technical problem of how to reduce the cost of low beam headlight axis control. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in this application are the same as those of the low beam headlight axis control method provided in the above embodiments, and will not be repeated here.

[0254] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the low beam headlight axis control method described above.

[0255] The computer program product provided in this application solves the technical problem of how to reduce the cost of low beam headlight axis control. Compared with the prior art, the beneficial effects of the computer program product provided in this application are the same as those of the low beam headlight axis control method provided in the above embodiments, and will not be repeated here.

[0256] The above description is only a part of the embodiments of this application and does not limit the patent scope of this application. All equivalent structural transformations made under the technical concept of this application and using the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included in the patent protection scope of this application.

Claims

1. A method for controlling the low beam headlight axis, characterized in that, The low beam head axis control method includes: Step 1: Determine the initial gravitational acceleration angle as the road surface angle, and initialize the vehicle attitude angle; Before step 1, the following also applies: The actual temperature drift of multiple sets of working temperatures is obtained, and the fitted temperature drift of the corresponding linear temperature drift model, piecewise linear temperature drift model and polynomial temperature drift model are obtained respectively to obtain the first fitted temperature drift, the second fitted temperature drift and the third fitted temperature drift. Calculate the regression sum of squares and residual sum of squares of the average value of the actual temperature drift with the first fitted temperature drift, the second fitted temperature drift, and the third fitted temperature drift, respectively; Based on the regression sum of squares and the residual sum of squares, a temperature compensation model for the target gravity acceleration sensor is determined from the temperature drift linear model, the temperature drift piecewise linear model, and the temperature drift polynomial model. The temperature compensation model is the model with the best fitting effect selected from the three types of temperature drift models, and is used to correct the temperature deviation of the gravity acceleration angle collected by the sensor. When acquiring the gravitational acceleration angle through the target gravitational acceleration sensor, the initial acquired value of the gravitational acceleration angle is compensated based on the temperature compensation model to obtain the target acquired value of the gravitational acceleration angle. Step 2: When the current vehicle speed is a preset speed, obtain the first stable value of the gravitational acceleration angle, and update the road surface angle based on the first stable value of the gravitational acceleration angle and the vehicle attitude angle to obtain the first road surface angle; Step 3: When the collected value of gravity acceleration angle changes, obtain the second stable value of gravity acceleration angle, update the vehicle attitude angle based on the second stable value of gravity acceleration angle and the first road surface angle, and obtain the current vehicle attitude angle; Step 3 includes: When the value of the gravitational acceleration angle changes, and the change in the value of the gravitational acceleration angle fluctuates within a preset stable range for a second preset duration, a second stable value of the gravitational acceleration angle is obtained. The second acquisition angle difference value is determined based on the second stable value of the gravitational acceleration angle, the first road surface angle, and the vehicle attitude angle. The gravitational acceleration angle acquisition value is determined based on the current vehicle gear, updated current vehicle speed, vehicle parking status, and ignition status to determine whether it is a static change. When the change is static, the vehicle attitude angle is updated based on the second collected angle difference value to obtain the current vehicle attitude angle; Step 4: Control the low beam headlight axis according to the current vehicle attitude angle.

2. The method as described in claim 1, characterized in that, The step of obtaining a first stable value of the gravitational acceleration angle when the current vehicle speed is a preset vehicle speed, and updating the road surface angle based on the first stable value of the gravitational acceleration angle and the vehicle attitude angle to obtain a first road surface angle includes: When the current vehicle speed is a preset vehicle speed, and the change in the gravity acceleration angle measurement value fluctuates within a preset stable range for a first preset duration, the first stable value of the gravity acceleration angle is obtained. The first acquisition angle difference value is determined based on the first stable value of the gravitational acceleration angle, the road surface angle, and the vehicle attitude angle; The road surface angle is updated based on the first collected angle difference value to obtain the first road surface angle.

3. The method as described in claim 1, characterized in that, After the step of determining whether the gravity acceleration angle acquisition value is statically changing based on the current vehicle gear, updated current vehicle speed, vehicle parking status, and ignition status, the method further includes: When the change is not static, the first road surface angle is updated based on the difference value of the second collected angle to obtain the second road surface angle; The process involves determining the second road surface angle as the updated road surface angle, returning to the step of obtaining the first stable value of the gravitational acceleration angle when the current vehicle speed is a preset vehicle speed, and updating the road surface angle based on the first stable value of the gravitational acceleration angle and the vehicle attitude angle to obtain the first road surface angle.

4. The method as described in claim 1, characterized in that, The step of controlling the low beam headlight axis according to the current vehicle attitude angle includes: When the current vehicle attitude angle is greater than the initialized vehicle attitude angle, the low beam headlight axis is controlled to adjust the corresponding value of the vehicle attitude angle downward; When the current vehicle attitude angle is less than or equal to the initialized vehicle attitude angle, the low beam headlight axis is controlled to adjust the corresponding value of the vehicle attitude angle upward.

5. The method as described in claim 1, characterized in that, Before the steps of obtaining the actual temperature drift of multiple sets of operating temperatures, and respectively obtaining the fitted temperature drift of the corresponding linear temperature drift model, piecewise linear temperature drift model, and polynomial temperature drift model to obtain the first fitted temperature drift, the second fitted temperature drift, and the third fitted temperature drift, the method further includes: Obtain the true values ​​of sensor-measured acceleration angle and gravitational acceleration angle under multiple operating temperatures; The actual temperature drift is determined based on the true value of the gravitational acceleration angle and the acceleration angle measured by the sensor. A linear temperature drift model is established based on the linear relationship between the actual temperature drift and the operating temperature, covering the operating temperature range of the multiple operating temperatures. The multiple sets of operating temperatures are divided into multiple operating temperature sub-intervals, and a piecewise linear model of temperature drift for the multiple operating temperature sub-intervals is established based on the piecewise linear relationship between the actual temperature drift and the operating temperature. Based on the nonlinear relationship between the actual temperature drift and the operating temperature, a temperature drift polynomial model is established for the operating temperature range containing the multiple sets of operating temperatures.

6. A low beam headlight axis control device, characterized in that, The device includes: The data initialization module is used to determine the initial gravitational acceleration angle as the road surface angle and initialize the vehicle attitude angle; The road surface angle update module is used to obtain a first stable value of the gravitational acceleration angle when the current vehicle speed is a preset vehicle speed, and update the road surface angle based on the first stable value of the gravitational acceleration angle and the vehicle attitude angle to obtain a first road surface angle. The attitude angle update module is used to obtain a second stable value of the gravitational acceleration angle when the gravitational acceleration angle acquisition value changes, and update the vehicle attitude angle based on the second stable value of the gravitational acceleration angle and the first road surface angle to obtain the current vehicle attitude angle. The headlight axis control module is used to control the low beam headlight axis according to the current vehicle attitude angle; The data initialization module is also used to obtain the actual temperature drift of multiple sets of working temperatures, and to obtain the fitted temperature drift of the corresponding temperature drift linear model, temperature drift piecewise linear model and temperature drift polynomial model respectively, so as to obtain the first fitted temperature drift, the second fitted temperature drift and the third fitted temperature drift. Calculate the regression sum of squares and residual sum of squares of the average value of the actual temperature drift with the first fitted temperature drift, the second fitted temperature drift, and the third fitted temperature drift, respectively; Based on the regression sum of squares and the residual sum of squares, a temperature compensation model for the target gravity acceleration sensor is determined from the temperature drift linear model, the temperature drift piecewise linear model, and the temperature drift polynomial model. The temperature compensation model is the model with the best fitting effect selected from the three types of temperature drift models, and is used to correct the temperature deviation of the gravity acceleration angle collected by the sensor. When acquiring the gravitational acceleration angle through the target gravitational acceleration sensor, the initial acquired value of the gravitational acceleration angle is compensated based on the temperature compensation model to obtain the target acquired value of the gravitational acceleration angle. The attitude angle update module is also used to obtain a second stable value of the gravitational acceleration angle when the change in the gravitational acceleration angle acquisition value continues to fluctuate within a preset stable range for a second preset duration. The second acquisition angle difference value is determined based on the second stable value of the gravitational acceleration angle, the first road surface angle, and the vehicle attitude angle. The gravitational acceleration angle acquisition value is determined based on the current vehicle gear, updated current vehicle speed, vehicle parking status, and ignition status to determine whether it is a static change. When the change is static, the vehicle attitude angle is updated based on the second collected angle difference value to obtain the current vehicle attitude angle.

7. A low beam headlight axis control device, characterized in that, The device includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the low beam headlight axis control method as described in any one of claims 1 to 5.

8. A storage medium, characterized in that, The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, it implements the steps of the low beam headlight axis control method as described in any one of claims 1 to 5.

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