Illuminating system of two-wheeled electric vehicle

Abstract

The invention provides a lighting system of a two-wheeled electric vehicle. The lighting system comprises a detection unit which is located on the front portion of the two-wheeled electric vehicle and used for detecting pedestrian information in a preset area in front of the two-wheeled electric vehicle, and the detection unit is further used for obtaining posture information and vehicle speed information of the two-wheeled electric vehicle; the control unit is used for receiving and analyzing part or all of the pedestrian information, the vehicle speed information and the attitude information and generating a lighting control strategy; the high beam comprises an illumination module and a control module, the illumination module comprises a plurality of light-emitting areas, and the control module is used for responding to an illumination control strategy and adjusting light-emitting parameters of each target light-emitting area in at least one target light-emitting area in the plurality of light-emitting areas. The problem that in the prior art, an illumination system of a two-wheeled electric vehicle is poor in intelligence and safety is solved.

Description

Technical Field

[0001] This invention relates to the field of electric vehicle technology, and more specifically, to a lighting system for a two-wheeled electric vehicle. Background Technology

[0002] With the increasing popularity of two-wheeled electric vehicles (including electric motorcycles, electric mopeds, and electric bicycles), nighttime riding safety has become a prominent issue. Currently, most two-wheeled electric vehicles use traditional high-beam headlights with only two modes: "fully on" or "fully off." When meeting oncoming traffic, drivers are often forced to turn off their high beams to avoid dazzling pedestrians and vehicles, resulting in severely insufficient road lighting ahead and creating blind spots of several seconds to tens of seconds, which can easily lead to collisions.

[0003] Although adaptive high beam (ADB) technology has been widely used in the automotive field, which identifies targets through cameras or radar and achieves megapixel-level dynamic masking of light patterns by combining DMD or liquid crystal light valves, this type of solution is difficult to apply to the space-constrained, cost-sensitive, and low-power scenarios of two-wheeled electric vehicles due to its reliance on high-cost optical modulation chips, complex algorithms, and large heat dissipation structures.

[0004] Therefore, there is an urgent need for a new type of two-wheeled electric vehicle lighting system that is simple in structure, low in cost, and can integrate posture perception and intelligent zone control, so as to maximize the continuity and integrity of the rider's forward vision at night while ensuring the safety of oncoming traffic participants. Summary of the Invention

[0005] The main objective of this invention is to provide a lighting system for two-wheeled electric vehicles to solve the problems of poor intelligence and poor safety in existing lighting systems for two-wheeled electric vehicles.

[0006] To achieve the above objectives, the present invention provides a lighting system for a two-wheeled electric vehicle. The lighting system includes: a detection unit located at the front of the two-wheeled electric vehicle, used to detect pedestrian information within a preset area in front of the two-wheeled electric vehicle; the detection unit is also used to acquire the posture information and speed information of the two-wheeled electric vehicle; a control unit used to receive and analyze some or all of the pedestrian information, speed information, and posture information, and generate a lighting control strategy; and a high beam headlight, including a lighting module and a control module. The lighting module includes multiple light-emitting zones, and the control module is used to adjust the luminous parameters of each target light-emitting zone in at least one of the multiple light-emitting zones in response to the lighting control strategy.

[0007] Furthermore, the preset area is divided into multiple sub-areas, which are arranged sequentially along the left and right directions of the two-wheeled electric vehicle, and each sub-area corresponds to a different light-emitting area.

[0008] Furthermore, the attitude information is acquired in real time by the detection unit. The control unit is also used to respond to the simultaneously received pedestrian information and attitude information, determine the pedestrian's location area based on the pedestrian information, wherein the pedestrian's location area is one of a plurality of preset sub-regions, and the sub-region where the pedestrian information indicates the location of the pedestrian; determine at least one target luminous area corresponding to the pedestrian's location area among the plurality of luminous areas under the vehicle body attitude indicated by the attitude information; the control module is also used to respond to the lighting control strategy and issue lighting commands to each target luminous area to adjust the luminous parameters of each target luminous area.

[0009] Furthermore, the attitude information includes the tilt angle and pitch angle information of the two-wheeled electric vehicle.

[0010] Furthermore, the two-wheeled electric vehicle includes a steering handle, and the attitude information includes the rotation angle of the steering handle.

[0011] Furthermore, each of the multiple light-emitting zones includes a set of LEDs. When pedestrian information indicates that there is a pedestrian in the pedestrian area, a lighting instruction is sent to each target light-emitting zone to turn off or dim the brightness of one or more LEDs in the set of LEDs in each target light-emitting zone that correspond to the pedestrian area.

[0012] Furthermore, each of the multiple light-emitting zones includes a set of LEDs. When the pedestrian information indicates that the pedestrian has disappeared from the pedestrian's area, a lighting instruction is sent to each target light-emitting zone to turn on or brighten one or more LEDs in the set of LEDs in each target light-emitting zone that correspond to the pedestrian's area.

[0013] Furthermore, each of the multiple light-emitting areas includes a set of LEDs, and the control unit is an MCU unit. Multiple pins of the MCU unit are connected to each LED in the multiple light-emitting areas in a one-to-one correspondence.

[0014] Furthermore, the lighting system also includes low beam headlights. When the vehicle speed indicated by the vehicle speed information is less than a first preset threshold, the lighting control strategy is to control the brightness of multiple light-emitting areas to dim and simultaneously turn on the low beam headlights. When the vehicle speed indicated by the vehicle speed information is less than a second preset threshold, the lighting control strategy is to control all multiple light-emitting areas to turn off and simultaneously turn on the low beam headlights. The first preset threshold is greater than the second preset threshold.

[0015] Furthermore, the detection unit is also used to acquire ambient brightness information of the two-wheeled electric vehicle; when the ambient brightness represented by the ambient brightness information is less than a preset value, the lighting control strategy is to control at least some of the multiple light-emitting areas to be turned on simultaneously.

[0016] According to the technical solution of this invention, the lighting system of a two-wheeled electric vehicle includes a detection unit, a control unit, and a high beam. The detection unit is located at the front of the two-wheeled electric vehicle and is used to detect pedestrian information in a preset area in front of the two-wheeled electric vehicle. The detection unit is also used to acquire the posture information and speed information of the two-wheeled electric vehicle. The control unit is used to receive and analyze some or all of the pedestrian information, speed information, and posture information, and generate a lighting control strategy. The high beam includes a lighting module and a control module. The lighting module includes multiple light-emitting areas. The control module is used to respond to the lighting control strategy and adjust the light emission parameters of each target light-emitting area in at least one target light-emitting area among the multiple light-emitting areas.

[0017] This application integrates a detection unit, a control unit, and a multi-zone high beam to achieve intelligent light control based on multi-dimensional information fusion of pedestrian targets, vehicle speed, and vehicle posture. Without increasing hardware costs, the high beam can dynamically adjust the switching and brightness of multiple light-emitting zones—precisely shielding oncoming pedestrians from glare, and automatically enhancing lateral and long-distance illumination as the vehicle curves, significantly improving the continuity of nighttime riding visibility and safety. This breaks through the traditional two-wheeled vehicle's crude lighting mode of "all on or all off," realizing the implementation of low-cost and highly practical intelligent ADB function. Attached Figure Description

[0018] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0019] Figure 1 A flowchart illustrating a lighting system for a two-wheeled electric vehicle according to an alternative embodiment of the present invention is shown;

[0020] Figure 2 A flowchart illustrating a lighting system for a two-wheeled electric vehicle according to another alternative embodiment of the present invention is shown;

[0021] Figure 3 The diagram shows the lighting effect when the two-wheeled electric vehicle of the present invention is in a stable posture;

[0022] Figure 4 The diagram shows the lighting effect when the body posture of the two-wheeled electric vehicle of the present invention is tilted or the throttle is deflected.

[0023] Figure 5 An exploded view of the lighting system of a two-wheeled electric vehicle according to an alternative embodiment of the present invention is shown;

[0024] Figure 6 A schematic diagram of a two-wheeled electric vehicle in a bent-over state according to an optional embodiment of the present invention is shown.

[0025] Figure 7 The diagram illustrates different lighting effects of a lighting system for a two-wheeled electric vehicle according to an alternative embodiment of the present invention. Detailed Implementation

[0026] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0027] It should be noted that, unless otherwise specified, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains.

[0028] In this invention, unless otherwise stated, directional terms such as "upper," "lower," "top," and "bottom" are generally used in relation to the direction shown in the accompanying drawings, or in relation to the vertical, perpendicular, or gravitational direction of the component itself; similarly, for ease of understanding and description, "inner" and "outer" refer to the inner and outer contours of each component itself, but the above directional terms are not intended to limit this invention.

[0029] To address the issues of poor intelligence and safety in existing lighting systems for two-wheeled electric vehicles, this invention provides a lighting system for two-wheeled electric vehicles.

[0030] like Figures 1 to 7 As shown, the lighting system 11 of the two-wheeled electric vehicle 10 includes a detection unit 113, a control unit 114, and a high beam 111. The detection unit 113 is located at the front of the two-wheeled electric vehicle 10 and is used to detect pedestrian information in a preset area in front of the two-wheeled electric vehicle 10. The detection unit 113 is used to acquire the attitude information and speed information of the two-wheeled electric vehicle 10. The control unit 114 is used to receive some or all of the pedestrian information, speed information, and attitude information, analyze them, and generate a lighting control strategy. The high beam 111 includes a lighting module 1111 and a control module 1112. The lighting module 1111 includes multiple light-emitting areas 30. The control module 1112 is used to adjust the luminous parameters of each target light-emitting area 31 among the multiple light-emitting areas 30 in response to the lighting control strategy. It should be noted that the target light-emitting area 31 refers to the area adjusted according to the lighting control strategy, which can be one or more of the multiple light-emitting areas 30, and the luminous parameters of one or more light-emitting areas 30 are adjusted according to the lighting control strategy.

[0031] This application integrates the detection unit 113, the control unit 114, and the multi-zone high beam 111 to achieve intelligent light control based on multi-dimensional information fusion of pedestrian targets, vehicle speed, and vehicle posture. Without increasing hardware costs, the high beam 111 can dynamically adjust the switching and brightness of multiple light-emitting zones 30—precisely shielding oncoming pedestrians from glare, and automatically enhancing lateral and long-distance illumination as the vehicle curves, significantly improving the continuity of nighttime riding visibility and safety. This breaks through the traditional two-wheeled vehicle's crude lighting mode of "all on or all off," realizing the implementation of low-cost and highly practical intelligent ADB function.

[0032] In this embodiment, the detection unit 113 is located at the front of the two-wheeled electric vehicle 10. It should be noted that "front" of the two-wheeled electric vehicle 10 refers to the area in front of the driver while driving, with the area behind the driver defined as the rear. Specifically, "front" can refer to the front decorative panel of the two-wheeled electric vehicle 10, and the detection unit 113 can be disposed on the outer surface of the front decorative panel.

[0033] In this embodiment, the detection unit 113 is used to detect pedestrian information within a preset area in front of the two-wheeled electric vehicle 10. The detection unit 113 is also used to acquire the attitude information and speed information of the two-wheeled electric vehicle.

[0034] Specifically, the detection unit 113 includes a camera or radar and a gyroscope. The camera or radar is used to detect pedestrian information within a preset area in front of the two-wheeled electric vehicle 10. More specifically, the camera or radar can acquire object information within the preset area in front of the two-wheeled electric vehicle 10 and can identify the type and outline of the object, as well as its spatial location. The gyroscope is used to acquire the attitude information of the two-wheeled electric vehicle. The detection unit 113 also includes a wheel speed sensor, which is used to acquire the vehicle speed information of the two-wheeled electric vehicle.

[0035] By setting up a detection unit 113 composed of a camera or radar, a gyroscope, and a wheel speed sensor, high-precision perception and multi-dimensional information fusion of targets ahead are achieved: the camera or radar can identify the type, outline, and spatial position (such as lateral distance, longitudinal distance, and relative speed) of targets such as pedestrians and vehicles in real time, accurately locating threat areas; the gyroscope simultaneously acquires the tilt and pitch angles of the two-wheeled electric vehicle 10, and the wheel speed sensor acquires vehicle speed information, indirectly calculating vehicle speed and driving posture. After the data from both are fused, the system can not only determine the location of obstacles, providing accurate and real-time decision-making basis for subsequent intelligent zoned lighting control, but also significantly improve the accuracy of occlusion and the response capability of bending supplementary lighting, achieving low-cost intelligent lighting effects.

[0036] In the embodiments of this application, such as Figure 3 As shown, the preset area can be understood as the area on the horizontal plane illuminated by the light-emitting area 30 when the two-wheeled electric vehicle 10 is in a stable posture. The preset area is divided into multiple sub-areas 20, which are arranged sequentially along the left-right direction of the two-wheeled electric vehicle 10. Each sub-area 20 corresponds one-to-one with a light-emitting area 30, that is, the area illuminated by one light-emitting area 30 is one sub-area 20. The preset area is divided into multiple sub-areas 20 arranged sequentially along the left-right direction of the two-wheeled electric vehicle 10, and each sub-area 20 corresponds one-to-one with a light-emitting area 30 in the lighting module 1111 of the high beam headlight 111. In a specific embodiment of this application, the preset area is divided into 4-12 sub-areas 20, preferably 11 sub-areas 20.

[0037] Furthermore, after the detection unit 113 acquires pedestrian information, posture information, and vehicle speed information in real time, it transmits the information to the control unit 114. The control unit 114 receives some or all of the pedestrian information, vehicle speed information, and posture information, analyzes them, and generates a lighting control strategy.

[0038] In one optional embodiment of this application, such as Figure 1 As shown, the detection unit 113 acquires pedestrian information and posture information in real time, and transmits the pedestrian information and posture information to the control unit 114. The control unit 114 receives the pedestrian information and posture information and analyzes it.

[0039] The pedestrian's location area 21 is determined based on the pedestrian information. The pedestrian's location area 21 is one of a set of multiple sub-regions 20, and the pedestrian information represents the sub-region 20 where the pedestrian is located.

[0040] Under the vehicle posture represented by the posture information, at least one target luminous area 31 among the multiple luminous areas 30 is identified that corresponds to the pedestrian's location area 21.

[0041] As mentioned above, Figure 4As shown, the preset area is an illumination area where the two-wheeled electric vehicle 10 is in a stable posture. However, in reality, when the vehicle tilts or the throttle is turned, there is an offset between the actual illumination area 32 formed by the corresponding luminous area 30 and the sub-area 20 theoretically detected by the detection unit 113. If the luminous area 30 in the corresponding area is still turned off based on the pedestrian information detected in the preset area under balanced conditions, it may lead to ineffective functionality. Therefore, when the control unit 114 receives pedestrian information and posture information simultaneously, the control unit 114 determines the pedestrian's location area 21 and the pedestrian's location sub-area 20 based on the pedestrian information. Then, based on the vehicle posture indicated by the posture information, it determines at least one target luminous area 31 among the multiple luminous areas 30 that corresponds to the pedestrian's location sub-area 20. At this time, the at least one target luminous area 31 can correspond to one or more luminous areas 30.

[0042] Subsequently, the control module 1112 responds to the lighting control strategy and issues lighting commands to each target luminous area 31 to adjust the luminous parameters of each target luminous area 31. This ensures that the target luminous area 31 that needs to be turned off or have its brightness adjusted is accurately matched with the actual projection position of the pedestrian, avoiding mismatch of lighting areas caused by vehicle tilt, pitch, or lateral tilt. This allows for dynamic zoned intelligent dimming of the high beam 111 at low cost, effectively preventing oncoming pedestrians from being directly glared at by strong light and improving nighttime riding safety and lighting accuracy.

[0043] During the process of the above-mentioned detection unit 113 acquiring pedestrian information and posture information in real time and transmitting the pedestrian information and posture information to the control unit 114, and the control unit 114 receiving and analyzing the pedestrian information and posture information, the two-wheeled electric vehicle 10 includes a steering handle, and the posture information includes the tilt angle information, pitch angle information and steering handle rotation angle of the two-wheeled electric vehicle 10. At this time, the high beam headlights rotate synchronously with the steering handle.

[0044] It's important to explain here that the tilt angle information refers to the angle of rotation of the two-wheeled electric vehicle 10 around its longitudinal axis (the front-to-back direction). The positive direction is tilting to the left. Specifically, this refers to the body roll of the two-wheeled electric vehicle 10 when cornering: for example, when turning right, the body tilts to the right, the left headlight side rises, and the right headlight side lowers. At this time, the optical center of the high beam shifts towards the inside of the curve. The pitch angle information refers to the angle of rotation of the two-wheeled electric vehicle 10 around its lateral axis (left-to-right direction). The positive direction is the lifting of the front of the vehicle. Specifically, this refers to the two-wheeled electric vehicle 10 going uphill / downhill or braking / accelerating: for example, when going uphill, the front of the vehicle lifts, the high beam beam shifts upward, easily illuminating the windshield of oncoming vehicles; when going downhill, the front of the vehicle lowers, and the beam shines too close to the ground.

[0045] For example, when the two-wheeled electric vehicle 10 tilts (such as when turning right), the high beam rotates around the longitudinal axis, causing the light axis to shift laterally, which shifts the light spot projection of the actual light-emitting area 30 towards the inside of the curve; when the two-wheeled electric vehicle 10 pitches (such as when it tilts up on an uphill slope or downhill slope), the light axis rotates around the lateral axis, which changes the longitudinal projection distance of the beam—raising the front of the vehicle causes the beam to rise, and lowering the front of the vehicle causes the beam to move forward or closer to the ground, thus changing the longitudinal position of the actual light-emitting area 30.

[0046] Specifically, the tilt angle information includes the tilt angle (roll angle) of the two-wheeled electric vehicle 10, and the pitch angle information includes the pitch angle (pitch angle) of the two-wheeled electric vehicle 10. The steering handle rotation angle (ψ): directly acquired by the wheel speed sensor, reflects the driver's current steering intention. Even before the vehicle begins to tilt or turn, this signal indicates a change in driving direction in advance. If the steering handle is turned to the left (ψ < 0), it indicates that the two-wheeled electric vehicle 10 is about to turn left. Even if the two-wheeled electric vehicle 10 has not tilted, the projection center of the high beam's optical axis has already begun to shift to the left; if the steering handle is turned to the right (ψ > 0), the projection center of the high beam gradually shifts to the right. This shift originates from the steering of the two-wheeled electric vehicle 10 causing a change in the direction of the high beam, resulting in a lateral rotation of the high beam's luminous area 30.

[0047] At this time, the detection unit 113 acquires pedestrian information, tilt angle information, pitch angle information and steering handle rotation angle in real time, and transmits the collected information to the control unit 114 in real time. The control unit 114 analyzes the information after receiving it.

[0048] The control unit 114 first determines the area where the pedestrian is located based on the pedestrian information. Then, the control unit 114 combines the tilt angle information, pitch angle information, and steering handle rotation angle to determine at least one target luminous area 31 among multiple luminous areas 30 that corresponds to the pedestrian's location area 21. Specifically, the control unit 114 calculates the spatial offset vector caused by steering based on a preset "steering angle-projection offset" mapping relationship. By superimposing the steering handle rotation angle, tilt angle information, and pitch angle information, the final target luminous area 31 is determined—that is, the luminous area 30 that actually illuminates the pedestrian's position under the combined effect of the current steering intention and attitude information, which is also the luminous area 30 whose luminous information needs to be adjusted.

[0049] Then, the control module 1112 sends a lighting command to each target light-emitting area 31, turning off or dimming the corresponding LED in that area; the LEDs in the remaining unaffected light-emitting areas 30 remain fully lit, maintaining the maximum road lighting range. During riding, the tilt angle and pitch angle information continuously change, and the control unit 114 repeats the above operation steps at a high frequency (e.g., 20–50ms) to achieve real-time lighting tracking.

[0050] This configuration allows the detection unit 113 to accurately map the pedestrian's location information to the corresponding sub-region 20 when it detects a pedestrian in the preset area ahead. The control unit 114 then generates a targeted lighting control strategy to drive the LEDs in the light-emitting area 30 that matches the sub-region 20 to adjust or turn off their brightness. This achieves a precise light pattern response to laterally distributed targets, avoiding glare interference to oncoming pedestrians while maximizing the lighting effect in the driving path area. Through the spatial correspondence between the sub-region 20 and the light-emitting area 30, the lateral matching accuracy and dynamic response capability of the beam distribution and target position are significantly improved.

[0051] refer to Figure 7 As shown in the figure, the lighting effect of the preset area is illustrated in a specific embodiment of this application. The figure shows the lighting effects when all light-emitting areas 30 corresponding to the preset area are fully lit, the light-emitting area 30 corresponding to the third sub-area 20 on the right is off, the light-emitting area 30 corresponding to the fifth sub-area 20 on the right is off, the light-emitting area 30 corresponding to the second sub-area 20 on the right is off, and the light-emitting area 30 corresponding to the fourth sub-area 20 on the right is off. In this embodiment, the preset area consists of 11 sub-areas 20, which are arranged sequentially along the left-right direction of the two-wheeled electric vehicle 10.

[0052] In this way, when no pedestrians are present in the preset area, all light-emitting zones 30 are fully open, providing the maximum illumination range and distance. When an oncoming vehicle or pedestrian is detected at a different lateral offset position, the system precisely turns off the light-emitting zone 30 of the corresponding sub-area 20, forming a "dark area". The light-emitting zones 30 corresponding to multiple sub-areas 20 can be controlled independently. The lamps of one or more light-emitting zones 30 can be turned off or their brightness reduced at the same time, forming an irregular, multi-segment dynamic lighting effect, rather than a simple left-right symmetrical lighting effect, which is more in line with the irregular contours of actual traffic targets (such as pedestrian torsos and vehicle headlights).

[0053] In an optional embodiment of this application, each of the plurality of light-emitting areas 30 includes a set of LEDs.

[0054] When the detection unit 113 detects pedestrian information indicating the presence of a pedestrian in the pedestrian area 21, it sends a lighting command to each target luminous area 31 to turn off or dim the brightness of one or more LEDs in a group of LEDs corresponding to the pedestrian area 21. This setting, without altering the overall zoning structure of the luminous area 30, only targets specific LEDs in the pedestrian area 21, achieving precise light avoidance and effectively preventing glare from the high beam 111. Simultaneously, it preserves the lighting intensity of other areas to ensure cycling safety. Compared to lowering the overall brightness of the high beam 111 or switching to low beam mode, this method maintains overall road lighting coverage while achieving intelligent dynamic correction of light spots.

[0055] When the pedestrian information detected by the detection unit 113 indicates that the pedestrian has disappeared from the pedestrian area 21, an illumination command is sent to each target luminous area 31 to turn on or brighten one or more LEDs in a group of LEDs in each target luminous area 31 corresponding to the pedestrian area 21. This operation can instantly fill the high beam illumination area suppressed by the LEDs corresponding to the pedestrian sub-area 20 being turned off, avoiding illumination gaps, thereby achieving dynamic recovery and continuous optimization of high beam coverage. As the basic building block of the luminous area 30, the independent controllable characteristics of the LEDs enable the illumination response to accurately match the pedestrian's movement trajectory, ensuring that the light intensity of the corresponding sub-area 20 quickly recovers after the pedestrian leaves, improving the integrity and safety of nighttime driving visibility, while avoiding the glare risk and energy waste caused by the traditional crude control method of fully turning on or off the high beams 111.

[0056] By dividing the high beam 111 into multiple independently controllable light-emitting zones 30, each zone 30 includes a set of LEDs, flexible and precise intelligent switching and brightness adjustment are achieved. When the detection unit 113 detects a target in the sub-region 20 ahead (such as the headlights of an oncoming vehicle or the torso of a pedestrian), the control module 1112 can selectively turn off or dim all or some of the LEDs in one or more light-emitting zones 30 corresponding to its spatial projection position, rather than turning off the entire beam. This mechanism supports the fine generation of "local dark areas"—it can either turn off a micro-area composed of a single LED or coordinately turn off multiple LEDs, thereby eliminating glare interference while maximizing the retention of high beam illumination in other areas, balancing safety and visual continuity. This design does not require complex optical modulation components; it can achieve automotive-grade ADB functionality using only a basic LED matrix and a simple MCU driver, resulting in low cost, high reliability, and ease of mass production.

[0057] In an optional embodiment of this application, the control module 1112 is an MCU unit, and multiple pins of the MCU unit are connected to each LED in the multiple light-emitting areas 30 in a one-to-one correspondence. The control module 1112 is an MCU unit, which establishes a one-to-one signal connection with each LED in the lighting module 1111 of the high beam 111 through multiple pins, thereby realizing the independent on / off or current adjustment command output for each light-emitting area 30. Without relying on high-cost pixel modulation structures such as DMD chips or liquid crystal light valves, the brightness distribution of each light-emitting area 30 can be precisely controlled according to the lighting control strategy. For example, when an oncoming pedestrian is detected, the output power of the corresponding LED in the area is automatically turned off or reduced to form a dark area to avoid the pedestrian, while maintaining the high beam illumination in other areas. This not only meets the regulatory requirements for glare control, but also improves lighting efficiency and driving safety. This electrical connection method is simple in structure, low in cost, fast in response and highly reliable, effectively solving the technical problem of achieving dynamic zone intelligent dimming under low-cost conditions.

[0058] In an optional embodiment of this application, the lighting system 11 further includes a low beam lamp 112. For example... Figure 2 As shown.

[0059] The detection unit 113 acquires vehicle speed information in real time and transmits the vehicle speed information to the control unit 114. The control unit 114 determines whether the vehicle speed represented by the vehicle speed information is less than a first preset threshold.

[0060] When the vehicle speed indicated by the vehicle speed information is less than the first preset threshold, the control unit 114 generates a lighting control strategy. The lighting control strategy is to make the control module 1112 control the brightness of multiple light-emitting areas 30 to dim and turn on the low beam headlights at the same time, so as to avoid the high beam headlights 111 from shining brightly continuously and causing glare to oncoming pedestrians or vehicles in low-speed driving scenarios, while ensuring that the near field area in front receives sufficient and uniform lighting.

[0061] Furthermore, the system continues to determine whether the current vehicle speed is less than a second preset threshold. When the vehicle speed indicated by the speed information is less than the second preset threshold, the control unit 114 generates a lighting control strategy. This strategy involves the control module 1112 controlling all multiple light-emitting zones 30 to turn off and simultaneously turning on the low beam headlights. The first preset threshold is greater than the second preset threshold. This causes the control module 1112 to turn off all light-emitting zones 30 of the high beam headlight 111 and rely entirely on the low beam headlight 112 for illumination, achieving intelligent switching between high and low beams. This not only continues the core logic of ADB intelligent zone dimming but also specifically addresses the safety hazards and blind spots caused by misuse of high beams at low speeds, ensuring that the lighting system 11 can match actual road needs across different speed ranges, improving the safety and comfort of nighttime riding. When the vehicle speed indicated by the speed information is not less than the second preset threshold, the control unit 114 generates a lighting control strategy. This strategy involves the control module 1112 controlling all multiple light-emitting zones 30 to dim their brightness and simultaneously turning on the low beam headlights.

[0062] In an optional embodiment of this application, the first preset threshold is in the range of 25 km / h-35 km / h, and the second preset threshold is in the range of 10 km / h-20 km / h. In a specific embodiment of this application, the first preset threshold is 30 km / h, and the second preset threshold is 15 km / h.

[0063] In a specific embodiment of this application, the detection unit 113 is also used to acquire ambient brightness information of the two-wheeled electric vehicle 10; when the ambient brightness represented by the ambient brightness information is less than a preset value, the lighting control strategy is to control at least some of the multiple light-emitting areas 30 to be turned on simultaneously.

[0064] The ambient light information refers specifically to the ambient light. This application integrates ambient light sensing functionality into the detection unit 113, enabling the system to dynamically decide on lighting strategies based on the ambient light around the two-wheeled electric vehicle 10. When the ambient light is lower than a preset value (such as dusk, tunnels, or road sections without streetlights), the control module 1112 automatically triggers the activation of all or part of the luminous areas 30, ensuring priority for basic lighting needs in low-light environments. This mechanism avoids the lag of manual operation or fixed light control logic, achieving intelligent coordination of "activating when there is no light and blocking when there is an object"—actively illuminating effective lighting areas in the dark and immediately implementing local dark area control when pedestrians or vehicles are detected, taking into account safety, energy efficiency, and intelligent experience. This significantly improves the adaptability of the two-wheeled vehicle in complex lighting scenarios, and eliminates the need for additional independent photosensitive sensors, resulting in low cost, high integration, and significant mass production value.

[0065] In an optional embodiment of this application, the preset value is in the range of 50 lx to 200 lx.

[0066] In a specific embodiment of this application, the preset value is 100 lx.

[0067] like Figure 5 As shown, in an optional embodiment of this application, there are two high beam lamps 111 and one low beam lamp 112, with the low beam lamp 112 located between the two high beam lamps 111. The aforementioned control module 1112 is a lamp panel. The lighting system 11 also includes a decorative frame 123, a lens unit 124, a mounting bracket 125, and standard parts 126 for supporting the low beam lamp 112 and the high beam lamp 111, arranged sequentially from front to back. A reflector bowl 127 is also provided on the low beam lamp 112. Heat sinks are also provided in the low beam lamp 112 and the high beam lamp 111. The specific components are fixedly connected by screws.

[0068] This application adopts a symmetrical layout structure of "dual high beams + single low beam" to achieve efficient zoning and space reuse of lighting functions: two high beams 111 are set on both sides of the low beam 112, forming a symmetrical multi-zone lighting architecture, which facilitates independent control of the left and right light-emitting zones 30 and accurately matches the needs of cornering supplementary lighting and turning off oncoming lights; the low beam 112 is centered and equipped with a reflector bowl 127 to ensure that the low beam pattern is compliant and the cutoff line is clear, meeting regulatory requirements. The system adopts a modular structure arranged from front to back, consisting of a decorative frame 123, a lens unit 124, a mounting bracket 125, and standard parts 126, taking into account optical collimation, installation stability, and aesthetic integration; the low beam 112 and the high beam 111 share a heat sink, realizing a centralized thermal management design, efficiently dissipating LED heat sources in the limited front space, and improving system life and reliability; the lamp panel, as the control module 1112, is directly integrated into the lamp body, realizing the integration of "perception-decision-execution", eliminating the need for an external controller and significantly reducing system complexity and cost. This structural design is simple and compact, has efficient heat dissipation, and is easy to assemble. It is perfectly suited to the narrow front space of a two-wheeled electric vehicle and is an ideal hardware carrier for realizing intelligent ADB function at low cost.

[0069] like Figure 6 As shown, in an optional embodiment of this application, the installation height of the low beam headlight 112 is set to H0, and the coordinates of the optical center on the optical projection plane are (X0, H0). When the vehicle body tilts during a turn, the optical center of the low beam headlight 112 shifts (i.e., rotates around the ground), and the coordinates of the optical center on the optical projection plane are (X1, H1). At this time, X1 = X0 - H1. Tangent function Inclination angle α, H1 = H0 - X1 Tangent function Inclination angle a = H0 - (X0 - H1) Tangent function (tilt angle) Tangent function Inclination angle α, therefore H1 = (H0 - X0) Tangent function Inclination angle a) / (1-tangent function) (square of the inclination angle α), X1 = X0 - (H0 - X0) Tangent function Inclination angle a) / (1-tangent function) (square of the inclination angle α) Tangent function The tilt angle is α, the absolute value of X1 is >0, and the absolute value of Y1 is >0.

[0070] When the two-wheeled electric vehicle 10 is in a bending state, the optical center changes, and the optical requirements of the road in the bend change, thus triggering two demands: one is to cover as much of the bend in front of the two-wheeled electric vehicle 10 as possible, so as to provide more road lighting; the other is to reinforce the optical center shift on the other side of the bend, so as to improve the recognition of scenarios such as ghost peeks and road signs.

[0071] After receiving attitude and vehicle speed information, the control unit 114 analyzes and generates a lighting control strategy. This strategy adjusts the target light-emitting area 31 to remain on, off, or have its brightness adjusted, along with the required brightness distribution. Under the scheduling of the MCU unit, the matrix change of the current supplied to the LEDs in the outer bending zone creates a spectral region extending towards the bending side, similar to a rotating high beam. Alternatively, the matrix change of the current supplied to the LEDs in the light-emitting area 30 moving in the opposite direction of the bending creates a high beam spectral region extending towards the opposite side of the bending, similar to a high beam moving towards the opposite side of the bending. This high beam spectrum moving towards the opposite side of the bending can also be intelligently partitioned to turn off or generate a dark area, exhibiting optical beam characteristics.

[0072] In summary, once the vehicle speed reaches a certain level, the brightness of the LEDs in the cornering area 30 among the multiple light-emitting areas 30 can be controlled to 5 lux, increasing its projection distance to 100 meters or even 150 meters. Through dual triggering of speed and attitude, and intelligent enhancement of the brightness to 5 lux on the cornering side, the high beam lighting of two-wheeled vehicles is upgraded from "static supplementary lighting" to "dynamic predictive lighting" without increasing hardware costs, achieving a breakthrough in increasing the safety radius from 50 meters to 150 meters.

[0073] Obviously, the embodiments described above are merely some, not all, embodiments of the present invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort should fall within the scope of protection of the present invention.

[0074] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0075] It should be noted that the terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in sequences other than those illustrated or described herein.

[0076] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A lighting system for a two-wheeled electric vehicle, characterized in that, The lighting system includes: The detection unit is located at the front of the two-wheeled electric vehicle and is used to detect pedestrian information in a preset area in front of the two-wheeled electric vehicle. The detection unit is also used to acquire the attitude information and speed information of the two-wheeled electric vehicle. A control unit is configured to receive and analyze some or all of the pedestrian information, vehicle speed information, and attitude information, and generate a lighting control strategy. The high beam headlight includes an illumination module and a control module. The illumination module includes multiple light-emitting zones, and the control module is used to adjust the luminous parameters of each target light-emitting zone in at least one of the multiple target light-emitting zones in response to the illumination control strategy.

2. The lighting system according to claim 1, characterized in that, The preset area is divided into multiple sub-areas, which are arranged sequentially along the left-right direction of the two-wheeled electric vehicle. Each sub-area corresponds to one of the multiple light-emitting areas.

3. The lighting system according to claim 2, characterized in that, The attitude information is acquired in real time by the detection unit. The control unit is further configured to respond to the simultaneously received pedestrian information and posture information, determine the pedestrian's location area based on the pedestrian information, wherein the pedestrian's location area is a preset plurality of sub-regions, and the pedestrian information indicates the pedestrian's location sub-region; and determine at least one target luminous area among the plurality of luminous areas corresponding to the pedestrian's location area under the vehicle body posture indicated by the posture information. The control module is also configured to respond to the lighting control strategy by issuing lighting commands to each target luminous area to adjust the luminous parameters of each target luminous area.

4. The lighting system according to claim 3, characterized in that, The attitude information includes the tilt angle and pitch angle information of the two-wheeled electric vehicle.

5. The lighting system according to claim 3, characterized in that, The two-wheeled electric vehicle includes a steering handle, and the posture information includes the rotation angle of the steering handle.

6. The lighting system according to claim 3, characterized in that, Each of the plurality of light-emitting zones includes a set of LED beads. When the pedestrian information indicates that a pedestrian is present in the pedestrian area, a lighting command is issued to each target light-emitting zone to turn off or dim the brightness of one or more LED beads in the set of LED beads in each target light-emitting zone that correspond to the pedestrian area.

7. The lighting system according to claim 3, characterized in that, Each of the plurality of light-emitting zones includes a set of LED beads. When the pedestrian information indicates that the pedestrian has disappeared from the area where the pedestrian is located, a lighting command is issued to each target light-emitting zone to turn on or brighten one or more LED beads in the set of LED beads in each target light-emitting zone that correspond to the area where the pedestrian is located.

8. The lighting system according to claim 1, characterized in that, Each of the multiple light-emitting areas includes a set of LEDs. The control unit is an MCU unit, and multiple pins of the MCU unit are connected to each LED in a one-to-one correspondence with all the LEDs in the multiple light-emitting areas.

9. The lighting system according to claim 1, characterized in that, The lighting system also includes low beam lamps. When the vehicle speed indicated by the vehicle speed information is less than a first preset threshold, the lighting control strategy is to control the brightness of the multiple light-emitting areas to be dimmed and the low beam headlights to be turned on simultaneously. When the vehicle speed indicated by the vehicle speed information is less than the second preset threshold, the lighting control strategy is to control all of the plurality of light-emitting zones to turn off and simultaneously turn on the low beam headlights, wherein the first preset threshold is greater than the second preset threshold.

10. The lighting system according to claim 1, characterized in that, The detection unit is also used to acquire ambient brightness information of the two-wheeled electric vehicle. When the ambient brightness represented by the surrounding ambient brightness information is less than a preset value, the lighting control strategy is to control at least some of the multiple light-emitting areas to be turned on simultaneously.

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