Class ii electronic outside rearview mirror capable of steering according to a vehicle wheel

Abstract

The application provides a type II electronic outside rearview mirror capable of steering according to a wheel, comprising a determination module for determining an actual steering angle of a corresponding wheel based on a first steering angle of a steering wheel and a real-time steering video; a camera module for acquiring a corresponding steering rearview video based on the actual steering angle; a display module for transmitting the steering rearview video to a corresponding display device for display; the actual steering angle of the wheel is determined based on a steering angle determined by a wheel real-time steering video obtained by real-time monitoring of the wheel and a steering angle of the steering wheel, and the rear camera of the type II electronic outside rearview mirror is controlled to steer according to the determined real-time steering angle, thereby obtaining a steering rearview video, which can reduce the shielding of the rearview field of view by a cargo box or a vehicle body during steering, and overcomes the problems of great safety hazards and limited field of view of the traditional type II electronic outside rearview mirror.

Description

Technical Field

[0001] This invention relates to the field of electronic rearview mirror technology, and in particular to a Class II electronic exterior rearview mirror capable of steering according to the wheels. Background Technology

[0002] Currently, with the rapid development of my country's automotive industry, automobiles are also rapidly moving towards electrification and intelligence. Streaming rearview mirrors are gaining increasing attention from companies, allowing the use of camera monitors to replace traditional rearview mirrors. Category II electronic rearview mirrors are exterior rearview mirrors used for observing the rear view outside the vehicle. They are primarily used when changing lanes, allowing users to use the interior rearview mirror while activating the turn signal to observe the situation of vehicles behind, whether they intend to change lanes, and to confirm safety before changing lanes.

[0003] However, when existing Category II electronic rearview mirrors are installed on vehicles with large bodies or large cargo boxes, the large size of the vehicle or cargo box can obstruct the rear view when turning, resulting in significant safety hazards and limited visibility.

[0004] Therefore, the present invention proposes a Class II electronic exterior rearview mirror capable of steering according to the wheels. Summary of the Invention

[0005] This invention provides a Class II electronic exterior rearview mirror capable of steering based on the wheels. It determines the actual steering angle of the wheels based on the steering angle determined by real-time steering video obtained from real-time monitoring of the wheels and the steering wheel angle. It then controls the rear camera of the Class II electronic exterior rearview mirror to turn according to the determined real-time steering angle, thereby obtaining a steering rearview video. This can reduce the obstruction of the rear view by the cargo box or vehicle body during steering, and overcome the significant safety hazards and limited field of vision problems of traditional Class II electronic exterior rearview mirrors.

[0006] This invention provides a Class II electronic exterior rearview mirror capable of steering according to the wheels, comprising:

[0007] The determination module is used to determine the actual steering angle of the corresponding wheel based on the first steering angle of the steering wheel and the real-time steering video.

[0008] The camera module is used to acquire the corresponding rear-view video based on the actual steering angle;

[0009] The display module is used to transmit the rearview video to the corresponding display device for display.

[0010] Preferably, the determining module includes:

[0011] The first sensing unit is used to acquire the first steering angle corresponding to the steering wheel in real time based on the first sensor set on the steering wheel shaft.

[0012] The second sensing unit is used to acquire the second steering angle of the corresponding wheel in real time based on the second sensor set on the corresponding wheel axle;

[0013] The first acquisition unit is used to acquire real-time steering video of the corresponding wheel based on the first camera set on the outside of the vehicle body;

[0014] An angle determination unit is used to determine the actual steering angle of the corresponding wheel based on the first steering angle, the second steering angle, and the real-time steering video.

[0015] Preferably, the first acquisition unit includes:

[0016] The wheel camera subunit is used to acquire wheel videos of the corresponding wheels in real time based on a first camera set on the outside of the vehicle body;

[0017] The video extraction subunit is used to extract the video segment of the corresponding wheel turning from the wheel video as the corresponding real-time turning video.

[0018] Preferably, the video extraction subunit includes:

[0019] The contour determination subunit is used to determine the wheel contour in each first video frame contained in the wheel video.

[0020] The difference calculation subunit is used to calculate the difference in wheel contour between adjacent first video frames in the wheel video based on the wheel contour.

[0021] The video filtering subunit is used to filter out the corresponding real-time steering video from the wheel videos based on the wheel profile difference.

[0022] Preferably, the video filtering subunit includes:

[0023] The first filtering subunit is used to filter out a second video frame from the wheel video whose wheel contour difference is greater than a difference threshold.

[0024] The frame packing subunit is used to pack the consecutive second video frames contained in the wheel video to obtain the corresponding packing result;

[0025] The video aggregation subunit is used to take each second video remaining in the wheel video as an aggregation result, including the packaged result contained in the wheel video or the packaged result.

[0026] The frame marking subunit is used to mark the first video frame and all the summary results on the time axis to obtain the corresponding video frame marking results.

[0027] The frame statistics subunit is used to calculate the total number of first video frames contained between adjacent summary results based on the video frame marking results, as the corresponding interval frame number.

[0028] The interval calculation subunit is used to calculate the corresponding maximum interval frame number threshold based on the total number of second video frames corresponding to each summary result contained in the adjacent summary results.

[0029] The frame connection subunit is used to determine whether the number of interval frames is greater than the corresponding maximum number of interval frames threshold. If so, all the second video frames contained in the adjacent summary results and all the first video frames contained between the adjacent summary results are connected according to the frame sequence of the wheel video to obtain the corresponding connection result. Otherwise, the summary results contained in the adjacent summary results are kept as they are to obtain the corresponding two connection results.

[0030] The frame extraction subunit is used to determine the starting frame corresponding to the latest connection result on the time axis based on the connection result, and to extract the corresponding real-time steering video from the wheel video based on the starting frame and the latest connection result.

[0031] Preferably, the angle determining unit includes:

[0032] An angle analysis subunit is used to determine the corresponding third turning angle based on the real-time turning video;

[0033] The first determining subunit is used to determine the actual steering angle of the corresponding wheel based on the first steering angle, the second steering angle, and the third steering angle.

[0034] Preferably, the angle analysis subunit includes:

[0035] The region acquisition subunit is used to extract the wheel image region contained in each frame of the real-time steering video;

[0036] The reference point determination subunit is used to determine the corresponding wheel edge reference point in the wheel image region contained in the first frame image of the real-time steering video.

[0037] The tracking point determination subunit is used to determine the tracking coordinate points corresponding to the wheel edge reference point in all wheel image regions;

[0038] The tracking point sorting subunit is used to sort all the corresponding tracking coordinate points based on the frame sequence corresponding to the real-time steering video, so as to obtain the tracking coordinate point sequence corresponding to the wheel edge reference point.

[0039] The vector determination subunit is used to determine the displacement vector of the wheel edge reference point based on the tracking coordinate point sequence;

[0040] The line segment determination subunit is used to determine multiple line segments to be screened based on the wheel edge coordinate points with opposite displacement vector angles, and obtain the corresponding set of line segments to be screened.

[0041] The line segment filtering subunit is used to delete the deviation line segments contained in the set of line segments to be screened based on the line segment length corresponding to the line segment to be screened, so as to obtain the corresponding set of non-deviation line segments.

[0042] The center point determination sub-unit is used to determine whether there is only one intersection point formed by all the non-deviation line segments contained in the set of non-deviation line segments. If so, the corresponding intersection point is taken as the corresponding wheel center point; otherwise, the intersection point with the largest number of line segment intersections is taken as the corresponding wheel center point.

[0043] The registration point determination subunit is used to take the wheel edge reference point corresponding to the non-deviation line segment of the determined wheel center point and the wheel center point as the corresponding registration points.

[0044] The model generation subunit is used to register the tracking coordinate point sequence corresponding to the registration point with the standard wheel 3D model to obtain the corresponding real-time steering model.

[0045] The second determining subunit is used to determine the corresponding third steering angle based on the real-time steering model.

[0046] Preferably, the first determining subunit includes:

[0047] An angle conversion subunit is used to determine the fourth steering angle of the corresponding wheel based on the first steering angle of the corresponding wheel and a preset angle conversion relationship;

[0048] The angle calculation subunit is used to calculate the actual steering angle of the corresponding wheel based on the second, third, and fourth steering angles of the corresponding wheel.

[0049] Preferably, the camera module includes:

[0050] The control unit is used to adjust the camera angle of the second camera based on the actual turning angle to obtain the turning camera range;

[0051] The camera unit is used to acquire the corresponding rear-view video based on the steering camera range.

[0052] Preferably, the display module includes:

[0053] A video transmission unit is used to transmit the rearview video to a corresponding display device;

[0054] The video display unit is used to adjust the video parameters of the turning rearview video based on the current environmental parameters, obtain the corresponding optimal rearview video, and project the optimal rearview video onto the corresponding display device.

[0055] Other features and advantages of the invention will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the invention. The objects and other advantages of the invention may be realized and obtained by means of the structures particularly pointed out in the written description, claims, and drawings.

[0056] The technical solution of the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. Attached Figure Description

[0057] The accompanying drawings are provided to further illustrate the invention and form part of the specification. They are used in conjunction with embodiments of the invention to explain the invention and do not constitute a limitation thereof. In the drawings:

[0058] Figure 1 This is a schematic diagram of a Class II electronic exterior rearview mirror capable of steering according to the wheels, as described in an embodiment of the present invention.

[0059] Figure 2 This is a schematic diagram of a determining module in an embodiment of the present invention;

[0060] Figure 3 This is a schematic diagram of a first acquisition unit in an embodiment of the present invention;

[0061] Figure 4 This is a schematic diagram of a video extraction subunit in an embodiment of the present invention;

[0062] Figure 5 This is a schematic diagram of a video filtering subunit in an embodiment of the present invention;

[0063] Figure 6 This is a schematic diagram of an angle determination unit in an embodiment of the present invention;

[0064] Figure 7 This is a schematic diagram of an angle analysis subunit in an embodiment of the present invention;

[0065] Figure 8 This is a schematic diagram of a first determining subunit in an embodiment of the present invention;

[0066] Figure 9 This is a schematic diagram of a camera module according to an embodiment of the present invention;

[0067] Figure 10This is a schematic diagram of a display module in an embodiment of the present invention. Detailed Implementation

[0068] The preferred embodiments of the present invention will be described below with reference to the accompanying drawings. It should be understood that the preferred embodiments described herein are for illustration and explanation only and are not intended to limit the present invention.

[0069] Example 1:

[0070] This invention provides a Class II electronic exterior rearview mirror capable of steering based on the wheels, for reference. Figure 1 ,include:

[0071] The determination module is used to determine the actual steering angle of the corresponding wheel based on the first steering angle of the steering wheel and the real-time steering video.

[0072] The camera module is used to acquire the corresponding rear-view video based on the actual steering angle;

[0073] The display module is used to transmit the rearview video to the corresponding display device for display.

[0074] In this embodiment, the first steering angle is the real-time steering angle of the vehicle's steering wheel.

[0075] In this embodiment, the real-time steering video is the video of the corresponding wheel of the vehicle turning.

[0076] In this embodiment, the actual steering angle is the angle at which the corresponding wheel is actually turned, determined based on the first steering angle of the steering wheel and the real-time steering video.

[0077] In this embodiment, the steering rearview video is the video captured after steering based on the Class II electronic exterior rearview mirror corresponding to the actual steering angle control.

[0078] In this embodiment, the display device can be a display screen installed at any location on the vehicle body.

[0079] The beneficial effects of the above technology are as follows: Based on the real-time steering video of the wheels obtained by real-time monitoring of the wheels, the steering angle of the wheels and the steering wheel are determined to determine the actual steering angle of the wheels. The rear camera of the Category II electronic exterior rearview mirror is controlled to turn according to the determined real-time steering angle, thereby obtaining the steering rearview video. This can reduce the obstruction of the rearview field of view by the cargo box or vehicle body during the turning process, and overcome the problems of significant safety hazards and limited field of view of traditional Category II electronic exterior rearview mirrors.

[0080] Example 2:

[0081] Based on Example 1, the determining module refers to... Figure 2,include:

[0082] The first sensing unit is used to acquire the first steering angle corresponding to the steering wheel in real time based on the first sensor set on the steering wheel shaft.

[0083] The second sensing unit is used to acquire the second steering angle of the corresponding wheel in real time based on the second sensor set on the corresponding wheel axle;

[0084] The first acquisition unit is used to acquire real-time steering video of the corresponding wheel based on the first camera set on the outside of the vehicle body;

[0085] An angle determination unit is used to determine the actual steering angle of the corresponding wheel based on the first steering angle, the second steering angle, and the real-time steering video.

[0086] In this embodiment, the first sensor is an angle sensor installed on the steering wheel shaft of the vehicle.

[0087] In this embodiment, the second sensor is an angle sensor installed on the axle of the corresponding wheel of the vehicle.

[0088] In this embodiment, the second steering angle is the steering angle of the corresponding wheel that is obtained in real time based on the second sensor installed on the corresponding wheel axle.

[0089] In this embodiment, the first camera is a camera installed outside the vehicle body to acquire real-time steering video of the corresponding wheel.

[0090] The beneficial effects of the above technology are as follows: the steering angle of the steering wheel is obtained based on the first sensor set on the steering wheel shaft, the steering angle of the corresponding wheel shaft is obtained based on the second sensor set on the wheel shaft, and the real-time steering video of the corresponding wheel is obtained based on the camera set outside the vehicle body. This can provide a large amount of data foundation for accurately determining the actual steering angle of the corresponding wheel, and the determined actual steering angle fully takes into account the steering wheel shaft, wheel shaft and the steering angle obtained by intuitive video analysis, thus improving the accuracy of the determined actual steering angle.

[0091] Example 3:

[0092] Based on Embodiment 2, the first acquisition unit, referring to Figure 3 ,include:

[0093] The wheel camera subunit is used to acquire wheel videos of the corresponding wheels in real time based on a first camera set on the outside of the vehicle body;

[0094] The video extraction subunit is used to extract the video segment of the corresponding wheel turning from the wheel video as the corresponding real-time turning video.

[0095] In this embodiment, the wheel video is a video containing the corresponding wheel that is acquired in real time by a first camera set on the outside of the vehicle body.

[0096] The beneficial effects of the above technology are as follows: by monitoring the wheels in real time and extracting video segments when the wheels turn, the real-time turning video of the corresponding wheels can be obtained, which provides an important foundation for accurately determining the actual turning angle of the wheels.

[0097] Example 4:

[0098] Based on Example 3, the video extraction subunit, referring to... Figure 4 ,include:

[0099] The contour determination subunit is used to determine the wheel contour in each first video frame contained in the wheel video.

[0100] The difference calculation subunit is used to calculate the difference in wheel contour between adjacent first video frames in the wheel video based on the wheel contour.

[0101] The video filtering subunit is used to filter out the corresponding real-time steering video from the wheel videos based on the wheel profile difference.

[0102] In this embodiment, the first video frame is the video frame contained in the wheel video.

[0103] In this embodiment, the wheel outline is the outline of the wheel image region in each first video frame contained in the wheel video.

[0104] In this embodiment, the wheel contour difference between adjacent first video frames in the wheel video is calculated based on the wheel contour, including:

[0105] The coordinate values ​​of the wheel contour corresponding to each video frame in the wheel video are determined, and the wheel contour difference between adjacent first video frames in the wheel video is calculated based on the coordinate values:

[0106]

[0107] In the formula, Δα represents the wheel contour difference between adjacent first video frames in the wheel video, i represents the coordinate value in the wheel contour corresponding to the currently calculated first video frame, n represents the total number of coordinate values ​​contained in the wheel contour corresponding to the first video frame, and x represents the coordinate value in the first video frame. 1i x is the x-coordinate value of the i-th horizontal axis in the preceding first video frame of the wheel video. 2i Let y be the x-coordinate value of the i-th horizontal axis in the next first video frame of the adjacent first video frame in the wheel video. 1iLet y be the ordinate value of the i-th ordinate in the preceding first video frame of the adjacent first video frame in the wheel video. 2i The ordinate value is the i-th vertical coordinate value in the next first video frame of the adjacent first video frame in the wheel video.

[0108] For example, if n is 3, the three coordinate values ​​contained in the first video frame of the adjacent first video frame in the wheel video are (1,2), (3,4), and (5,6) respectively, and the three coordinate values ​​contained in the second video frame of the adjacent first video frame in the wheel video are (2,2), (2,4), and (2,6) respectively, then Δα is 0.353.

[0109] The beneficial effects of the above technology are as follows: Based on the difference in wheel contours contained in adjacent video frames in the wheel video, it is determined whether the corresponding wheel has turned and the turning video segment is extracted, which provides an important foundation for accurately determining the actual turning angle of the wheel in the future.

[0110] Example 5:

[0111] Based on Example 4, the video filtering subunit, referencing Figure 5 ,include:

[0112] The first filtering subunit is used to filter out a second video frame from the wheel video whose wheel contour difference is greater than a difference threshold.

[0113] The frame packing subunit is used to pack the consecutive second video frames contained in the wheel video to obtain the corresponding packing result;

[0114] The video aggregation subunit is used to take each second video remaining in the wheel video as an aggregation result, including the packaged result contained in the wheel video or the packaged result.

[0115] The frame marking subunit is used to mark the first video frame and all the summary results on the time axis to obtain the corresponding video frame marking results.

[0116] The frame statistics subunit is used to calculate the total number of first video frames contained between adjacent summary results based on the video frame marking results, as the corresponding interval frame number.

[0117] The interval calculation subunit is used to calculate the corresponding maximum interval frame number threshold based on the total number of second video frames corresponding to each summary result contained in the adjacent summary results.

[0118] The frame connection subunit is used to determine whether the number of interval frames is greater than the corresponding maximum number of interval frames threshold. If so, all the second video frames contained in the adjacent summary results and all the first video frames contained between the adjacent summary results are connected according to the frame sequence of the wheel video to obtain the corresponding connection result. Otherwise, the summary results contained in the adjacent summary results are kept as they are to obtain the corresponding two connection results.

[0119] The frame extraction subunit is used to determine the starting frame corresponding to the latest connection result on the time axis based on the connection result, and to extract the corresponding real-time steering video from the wheel video based on the starting frame and the latest connection result.

[0120] In this embodiment, the second video frame is the video frame in the wheel video that is selected with a wheel contour difference greater than the difference threshold.

[0121] In this embodiment, the difference threshold is the minimum wheel contour difference corresponding to the second video frame.

[0122] In this embodiment, the packaging result is the result obtained by packaging the consecutive second video frames contained in the wheel video.

[0123] In this embodiment, the summary result is either the packaged result contained in the wheel video or each second video remaining excluding the packaged result.

[0124] In this embodiment, the video frame marking result is the result obtained by marking the first video frame and all summary results on the timeline.

[0125] In this embodiment, the interval frame number is the total number of first video frames contained between adjacent summary results calculated based on the video frame marking results.

[0126] In this embodiment, based on the total number of second video frames corresponding to each summary result included in the adjacent summary results, the corresponding maximum interval frame number threshold is calculated, including:

[0127] d = 0.5(d1 + d2)

[0128] In the formula, d is the maximum interval frame number threshold, d1 is the total number of second video frames corresponding to the previous summary result included in the adjacent summary results, and d2 is the total number of second video frames corresponding to the next summary result included in the adjacent summary results.

[0129] In the formula, d1 is 12, d2 is 32, then d is 22.

[0130] In this embodiment, the total number of second video frames is the total number of video frames corresponding to the summary result.

[0131] In this embodiment, the connection result is the result obtained by connecting all the second video frames contained in the adjacent summary results and all the first video frames contained between the adjacent summary results according to the frame sequence of the wheel video when the number of interval frames is greater than the corresponding maximum number of interval frames threshold.

[0132] In this embodiment, the maximum interval frame number threshold is the minimum interval frame number required to connect all the second video frames contained in the adjacent summary results and all the first video frames contained between the adjacent summary results according to the frame sequence of the wheel video.

[0133] In this embodiment, the starting frame is the first video frame included in the latest connection result.

[0134] The beneficial effects of the above technology are as follows: video frames are filtered based on wheel differences, and the corresponding frame interval threshold is calculated based on the total number of the filtered consecutive video frames. Based on the corresponding frame interval threshold, it is determined whether to perform secondary connection on the consecutive video frames, and then the final connection result is obtained. Based on the final connection result, the monitoring video corresponding to the wheel turning can be accurately filtered out.

[0135] Example 6:

[0136] Based on Embodiment 5, the angle determination unit refers to... Figure 6 ,include:

[0137] An angle analysis subunit is used to determine the corresponding third turning angle based on the real-time turning video;

[0138] The first determining subunit is used to determine the actual steering angle of the corresponding wheel based on the first steering angle, the second steering angle, and the third steering angle.

[0139] In this embodiment, the third steering angle is the steering angle of the corresponding wheel obtained by analyzing the real-time steering video.

[0140] The beneficial effect of the above technology is that the third steering angle determined by combining the real-time steering video of the corresponding wheel makes the actual steering angle of the corresponding wheel more accurate.

[0141] Example 7:

[0142] Based on Example 6, the angle analysis subunit, referencing Figure 7 ,include:

[0143] The region acquisition subunit is used to extract the wheel image region contained in each frame of the real-time steering video;

[0144] The reference point determination subunit is used to determine the corresponding wheel edge reference point in the wheel image region contained in the first frame image of the real-time steering video.

[0145] The tracking point determination subunit is used to determine the tracking coordinate points corresponding to the wheel edge reference point in all wheel image regions;

[0146] The tracking point sorting subunit is used to sort all the corresponding tracking coordinate points based on the frame sequence corresponding to the real-time steering video, and obtain the tracking coordinate point sequence corresponding to the wheel edge reference point.

[0147] The vector determination subunit is used to determine the displacement vector of the wheel edge reference point based on the tracking coordinate point sequence;

[0148] The line segment determination subunit is used to determine multiple line segments to be screened based on the wheel edge coordinate points with opposite displacement vector angles, and obtain the corresponding set of line segments to be screened.

[0149] The line segment filtering subunit is used to delete the deviation line segments contained in the set of line segments to be screened based on the line segment length corresponding to the line segment to be screened, so as to obtain the corresponding set of non-deviation line segments.

[0150] The center point determination sub-unit is used to determine whether there is only one intersection point formed by all the non-deviation line segments contained in the set of non-deviation line segments. If so, the corresponding intersection point is taken as the corresponding wheel center point; otherwise, the intersection point with the largest number of line segment intersections is taken as the corresponding wheel center point.

[0151] The registration point determination subunit is used to take the wheel edge reference point corresponding to the non-deviation line segment of the determined wheel center point and the wheel center point as the corresponding registration points.

[0152] The model generation subunit is used to register the tracking coordinate point sequence corresponding to the registration point with the standard wheel 3D model to obtain the corresponding real-time steering model.

[0153] The second determining subunit is used to determine the corresponding third steering angle based on the real-time steering model.

[0154] In this embodiment, the wheel image region is the image region corresponding to the wheel contained in each frame of the image extracted from the real-time steering video.

[0155] In this embodiment, the wheel edge reference point is the edge coordinate point of the wheel image area.

[0156] In this embodiment, the tracking coordinate point is the coordinate point corresponding to the wheel edge reference point in all wheel image areas.

[0157] In this embodiment, the tracking coordinate point sequence is the sequence of coordinate points corresponding to the wheel edge reference point obtained by sorting all the corresponding tracking coordinate points based on the frame sequence corresponding to the real-time steering video.

[0158] In this embodiment, the displacement vector is the vector determined based on the sequence of tracking coordinate points.

[0159] In this embodiment, the line segment to be screened is the line connecting the coordinate points of the wheel edge with opposite displacement vector angles.

[0160] In this embodiment, the set of line segments to be screened is the set consisting of all line segments to be screened.

[0161] In this embodiment, the set of non-deviation line segments is the set of line segments obtained after deleting the deviation line segments contained in the set of line segments to be screened.

[0162] In this embodiment, the deviation segment is the segment to be screened that has a length difference greater than the length difference threshold with other segments in the set of segments to be screened.

[0163] In this embodiment, the wheel center point is the intersection point where only one non-deviation line segment is formed by the non-deviation line segment set or the intersection point with the largest number of line segment intersections.

[0164] In this embodiment, the registration point is the wheel edge reference point and the wheel center point corresponding to the non-deviation line segment that determines the wheel center point.

[0165] In this embodiment, the real-time steering model is the dynamic wheel model obtained by registering the sequence of tracking coordinate points corresponding to the registration points with the standard wheel 3D model.

[0166] The beneficial effects of the above technology are as follows: By tracking the wheel edge reference points in the wheel image area of ​​the real-time steering video, the corresponding coordinate point sequence is obtained. Based on the coordinate point sequence, the corresponding line segment to be screened is determined. Based on the line segment length and the intersection of the line segments to be screened, the center point of the corresponding wheel can be accurately determined. Based on the center point of the corresponding wheel and the coordinate point sequence of the wheel edge reference points corresponding to the retained line segments to be screened, the wheel three-dimensional model is registered to obtain the corresponding real-time steering model. Based on the real-time steering model, the corresponding third steering angle is determined, which provides an important foundation for accurately determining the actual steering angle of the corresponding wheel in the future.

[0167] Example 8:

[0168] Based on Embodiment 7, the first determining subunit, referring to Figure 8 ,include:

[0169] An angle conversion subunit is used to determine the fourth steering angle of the corresponding wheel based on the first steering angle of the corresponding wheel and a preset angle conversion relationship;

[0170] The angle calculation subunit is used to calculate the actual steering angle of the corresponding wheel based on the second, third, and fourth steering angles of the corresponding wheel.

[0171] In this embodiment, the preset angle conversion relationship is the conversion relationship between the first steering angle and the actual steering angle of the wheel.

[0172] In this embodiment, the fourth steering angle is the steering angle of the corresponding wheel determined based on the first steering angle of the corresponding wheel and a preset angle conversion relationship.

[0173] In this embodiment, the actual steering angle of the corresponding wheel is calculated based on the second, third, and fourth steering angles corresponding to the corresponding wheel. That is, the average value of the second, third, and fourth steering angles is taken as the actual steering angle of the corresponding wheel.

[0174] The beneficial effects of the above technologies are: by combining the steering angle of the steering wheel shaft, the steering angle of the wheel shaft, and the wheel steering angle obtained from video analysis, the actual steering angle for determining the vehicle's age becomes more accurate.

[0175] Example 9:

[0176] Based on embodiment 8, the camera module, with reference to Figure 9 ,include:

[0177] The control unit is used to adjust the camera angle of the second camera based on the actual turning angle to obtain the turning camera range;

[0178] The camera unit is used to acquire the corresponding rear-view video based on the steering camera range.

[0179] In this embodiment, the second camera is a camera used to acquire video of the rear view of the vehicle.

[0180] In this embodiment, the turning camera range is the camera range obtained after adjusting the camera angle of the second camera based on the actual turning angle.

[0181] The beneficial effects of the above technology are as follows: the camera angle of the camera that obtains the rear view is adjusted based on the wheel steering angle, thereby reducing the obstruction of the rear view by the cargo box or vehicle body during the steering process, and overcoming the problems of great safety hazards and limited field of vision of traditional Class II electronic exterior rearview mirrors.

[0182] Example 10:

[0183] Based on embodiment 9, the display module, referencing Figure 10 ,include:

[0184] A video transmission unit is used to transmit the rearview video to a corresponding display device;

[0185] The video display unit is used to adjust the video parameters of the turning rearview video based on the current environmental parameters, obtain the corresponding optimal rearview video, and project the optimal rearview video onto the corresponding display device.

[0186] In this embodiment, current environmental parameters include light intensity and brightness.

[0187] In this embodiment, video parameters include, for example, brightness, chroma, and contrast.

[0188] In this embodiment, the optimal rear-view video is the video of the rear-view video after adjusting the video parameters of the rear-view video based on the current environmental parameters.

[0189] The beneficial effects of the above technologies are: adjusting the video parameters of the rearview video based on the current environmental parameters improves the display effect of the rearview video and further reduces safety hazards.

[0190] Obviously, those skilled in the art can make various modifications and variations to this invention without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of the claims of this invention and their equivalents, this invention also intends to include these modifications and variations.

Claims

1. A Class II electronic exterior rearview mirror capable of steering according to the wheels, characterized in that, include: The determination module is used to determine the actual steering angle of the corresponding wheel based on the first steering angle of the steering wheel and the real-time steering video. The camera module is used to acquire the corresponding rear-view video based on the actual steering angle; The display module is used to transmit the rearview video to a corresponding display device for display. The determining module includes: An angle analysis subunit is used to determine the corresponding third turning angle based on the real-time turning video; The first determining subunit is used to determine the actual steering angle of the corresponding wheel based on the first steering angle and the third steering angle; The angle analysis subunit includes: The region acquisition subunit is used to extract the wheel image region contained in each frame of the real-time steering video; The reference point determination subunit is used to determine the corresponding wheel edge reference point in the wheel image region contained in the first frame image of the real-time steering video. The tracking point determination subunit is used to determine the tracking coordinate points corresponding to the wheel edge reference point in all wheel image regions; The tracking point sorting subunit is used to sort all the corresponding tracking coordinate points based on the frame sequence corresponding to the real-time steering video, so as to obtain the tracking coordinate point sequence corresponding to the wheel edge reference point. The vector determination subunit is used to determine the displacement vector of the wheel edge reference point based on the tracking coordinate point sequence; The line segment determination subunit is used to determine multiple line segments to be screened based on the wheel edge coordinate points with opposite displacement vector angles, and obtain the corresponding set of line segments to be screened. The line segment filtering subunit is used to delete the deviation line segments contained in the set of line segments to be screened based on the line segment length corresponding to the line segment to be screened, so as to obtain the corresponding set of non-deviation line segments. The center point determination sub-unit is used to determine whether there is only one intersection point formed by all the non-deviation line segments contained in the set of non-deviation line segments. If so, the corresponding intersection point is taken as the corresponding wheel center point; otherwise, the intersection point with the largest number of line segment intersections is taken as the corresponding wheel center point. The registration point determination subunit is used to take the wheel edge reference point corresponding to the non-deviation line segment of the determined wheel center point and the wheel center point as the corresponding registration points. The model generation subunit is used to register the tracking coordinate point sequence corresponding to the registration point with the standard wheel 3D model to obtain the corresponding real-time steering model. The second determining subunit is used to determine the corresponding third steering angle based on the real-time steering model.

2. A Class II electronic exterior rearview mirror capable of steering according to wheels, as described in claim 1, characterized in that, The determining module includes: The first sensing unit is used to acquire the first steering angle corresponding to the steering wheel in real time based on the first sensor set on the steering wheel shaft. The second sensing unit is used to acquire the second steering angle of the corresponding wheel in real time based on the second sensor set on the corresponding wheel axle; The first acquisition unit is used to acquire real-time steering video of the corresponding wheel based on the first camera set on the outside of the vehicle body; An angle determination unit is used to determine the actual steering angle of the corresponding wheel based on the first steering angle, the second steering angle, and the real-time steering video.

3. A Class II electronic exterior rearview mirror capable of steering according to wheels, as described in claim 2, characterized in that, The first acquisition unit includes: The wheel camera subunit is used to acquire wheel videos of the corresponding wheels in real time based on a first camera set on the outside of the vehicle body; The video extraction subunit is used to extract the video segment of the corresponding wheel turning from the wheel video as the corresponding real-time turning video.

4. A Class II electronic exterior rearview mirror capable of steering according to wheels, as described in claim 3, characterized in that, The video extraction subunit includes: The contour determination subunit is used to determine the wheel contour in each first video frame contained in the wheel video. The difference calculation subunit is used to calculate the difference in wheel contour between adjacent first video frames in the wheel video based on the wheel contour. The video filtering subunit is used to filter out the corresponding real-time steering video from the wheel videos based on the wheel profile difference.

5. A Class II electronic exterior rearview mirror capable of steering according to wheels, as described in claim 4, characterized in that, The video filtering subunit includes: The first filtering subunit is used to filter out a second video frame from the wheel video whose wheel contour difference is greater than a difference threshold. The frame packing subunit is used to pack the consecutive second video frames contained in the wheel video to obtain the corresponding packing result; The video aggregation subunit is used to take each second video remaining in the wheel video as an aggregation result, including the packaged result contained in the wheel video or the packaged result. The frame marking subunit is used to mark the first video frame and all the summary results on the time axis to obtain the corresponding video frame marking results. The frame statistics subunit is used to calculate the total number of first video frames contained between adjacent summary results based on the video frame marking results, as the corresponding interval frame number. The interval calculation subunit is used to calculate the corresponding maximum interval frame number threshold based on the total number of second video frames corresponding to each summary result contained in the adjacent summary results. The frame connection subunit is used to determine whether the number of interval frames is greater than the corresponding maximum number of interval frames threshold. If so, all the second video frames contained in the adjacent summary results and all the first video frames contained between the adjacent summary results are connected according to the frame sequence of the wheel video to obtain the corresponding connection result. Otherwise, the summary results contained in the adjacent summary results are kept as they are to obtain the corresponding two connection results. The frame extraction subunit is used to determine the starting frame corresponding to the latest connection result on the time axis based on the connection result, and to extract the corresponding real-time steering video from the wheel video based on the starting frame and the latest connection result.

6. A Class II electronic exterior rearview mirror capable of steering according to wheels, as described in claim 1, characterized in that, The first determining subunit includes: An angle conversion subunit is used to determine the fourth steering angle of the corresponding wheel based on the first steering angle of the corresponding wheel and a preset angle conversion relationship; The angle calculation subunit is used to calculate the actual steering angle of the corresponding wheel based on the second, third, and fourth steering angles of the corresponding wheel.

7. A Class II electronic exterior rearview mirror capable of steering according to wheels, as described in claim 6, characterized in that, The camera module includes: The control unit is used to adjust the camera angle of the second camera based on the actual turning angle to obtain the turning camera range; The camera unit is used to acquire the corresponding rear-view video based on the steering camera range.

8. A Class II electronic exterior rearview mirror capable of steering according to wheels, as described in claim 7, characterized in that, The display module includes: A video transmission unit is used to transmit the rearview video to a corresponding display device; The video display unit is used to adjust the video parameters of the turning rearview video based on the current environmental parameters, obtain the corresponding optimal rearview video, and project the optimal rearview video onto the corresponding display device.

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