Automobile lighting light pattern real-time automatic adjustment method and system

Abstract

The application provides a kind of automobile lighting light type real-time automatic adjusting method and system, comprising the following steps: step 1: taking automobile lighting sample;Step 2: the sample is put into high-low temperature cycle test experimental equipment, simulates and carries out high-low temperature cycle test, obtains test data;Step 3: according to the test data, the initial result parameter corresponding to different condition parameters is obtained;Step 4: the data in step 3 is transformed and data processed, and the corresponding relationship of different "condition parameters" and "the reverse compensation parameter of the reverse compensation position data required by the initial result parameter" is mapped;Step 5: the data and its corresponding relationship mapped in step 4 are input into the control component as known values, then the control component transmits data information to the adjusting device in real time, and the target light type is the target result parameter through the adjusting device.The adjusting method of the application can accurately and efficiently solve the light type deviation problem.

Description

Technical Field

[0001] This invention relates to the field of automotive lighting technology, specifically to a method and system for real-time automatic adjustment of automotive lighting patterns, and in particular, a method and system for real-time automatic adjustment of automotive lighting patterns that adapts to different operating temperatures. Background Technology

[0002] Headlights are a unique and crucial component of a car. As parts responsible for illumination, signaling, and retroreflection, headlights include headlights, taillights, and retroreflectors. They may also include individual fog lights and high-mounted brake lights. The placement of headlights determines not only their importance as a major element of a car's appearance and design but also their crucial practical functions of illumination, signaling, and retroreflection. Among these, the headlights, positioned at the front of the car, are particularly vital. Their location not only visually indicates their position at the front of the vehicle but also serves as a crucial element for both the driver and other vehicles seeing the car. For drivers, headlights are like the "face" of a car. Their shape and placement on the front sides of the vehicle have earned them the nickname "eyes." This is the first important value of headlights: their aesthetic and appearance value. Functionally, headlights, due to their location at the front of the vehicle, provide crucial and irreplaceable lighting and signaling functions. They offer the driver a clear view of the road ahead while also providing clear signal information to oncoming vehicles and pedestrians. This is the second important value of headlights: their practical value as both lighting and signal lights.

[0003] The primary lighting function of headlights includes providing low beams and high beams necessary for driving. Low beams are mainly used to illuminate the road when meeting oncoming traffic, while high beams are mainly used on relatively open roads. Existing design solutions for implementing low beam and high beam modules in headlights include reflector-type and direct-beam types. In addition, with the development and technological innovation of automotive lighting, modules have become a new system form for implementing low beams and high beams and are increasingly favored by OEMs and car buyers. Modules can also be divided into various types such as reflector-type, projector-type, and direct-beam type.

[0004] In the low beam function of headlights, the low beam function mainly includes the basic low beam pattern and the central highlight area of ​​the low beam. The central highlight area of ​​the low beam includes a very important beam pattern feature, namely the col-cut off line. The col-cut off line is used to prevent glare to oncoming drivers when meeting oncoming traffic. In practical applications, the col-cut off line is very important for preventing glare to oncoming drivers and has a great impact on safety. Therefore, the col-cut off line has very high precision requirements, not only in terms of design precision itself, but also in terms of its high stability requirements.

[0005] However, current automotive styling trends are leading to increasingly smaller openings for headlights, especially in the vertical direction. This makes headlight size design a significant challenge. To address this, existing headlight designs are increasingly focusing on smaller or narrower openings in optical components and systems. This has resulted in increasingly smaller (limited) vertical dimensions for the optical components used in headlights, particularly for low and high beams. Taking modules as a prime example, which best exemplifies current design trends, module openings are becoming increasingly narrower, from the earliest vertical openings exceeding 50mm to those that have gradually decreased with the evolution of headlight styling. As modules become smaller, they are designed with a 50mm aperture size, then progress to 45mm, 30mm, and then further breakthroughs to 25mm and 15mm aperture sizes. The aperture size of modules is not only decreasing, but also pushing the limits of design. Many OEM customers are still demanding aperture sizes of 10mm and 5mm, which shows the development trend. As the aperture of modules becomes narrower, it is not only a matter of space and structural design, but more importantly and more difficult to meet the requirements of many aspects of optical design. Through continuous research and development, narrow aperture modules have become a technology that can be put into practical application.

[0006] However, the demands of car buyers and OEMs continue to rise. Beyond narrow and elongated designs, customers increasingly desire cool lighting effects, complex dynamic effects such as sequential turn signals and dynamic welcome lights, as well as more and more matrix module lighting functions and practical pixel projection lighting. This results in increasingly higher heat generation in the headlights' light source and optical system. Furthermore, the shrinking depth of headlight design exacerbates the heat problem, leading to variations in the expansion and contraction of components within the module, causing deformation. This deformation inevitably results in shifts and deviations in the light cut-off line design, leading to issues like upward or downward shifts in the light pattern. Reduced stability of the cut-off line and the significant risk of glare to drivers pose a danger.

[0007] For example, if the outer lens of the module deforms due to heat, the lower part of the outer lens might protrude by a certain distance (let's say 1mm). This causes the light-receiving surface of the outer lens to tilt from an overall perspective, raising the originally designed cut-off line. This upward tilting of the cut-off line can cause glare for oncoming drivers, creating a safety hazard. Alternatively, if the upper part of the outer lens protrudes by a certain distance (let's say 1mm), the light-receiving surface of the outer lens might tilt from an overall perspective, causing the originally designed cut-off line to drop, thus shortening the road illumination distance. However, regulatory requirements and customer demands will not change due to the trend of reducing the aperture. It is generally known in the field of automotive lighting design that a screen projection at a distance of 10 meters is required to not drop by 10mm, which translates to an angle of 0.057°. Further combining... Figure 3 Let's consider two examples: an opening of 50mm and 5mm. The diagram shows that with an opening of 50mm, a 1mm forward protrusion of the outer lens results in a 1.146° deflection of the cut-off line. With an opening of 5mm, the same 1mm protrusion results in an 11.31° deflection. These data clearly demonstrate the qualitative relationship between opening size and cut-off line deflection angle: the smaller the opening, the greater the impact of deformation on the same part. On the order of magnitude, a 10-fold reduction in opening size results in approximately a 10-fold increase in cut-off line deflection angle. Given the trend towards increasingly smaller opening sizes and requirements, even small deformations due to thermal expansion and contraction (e.g., 1mm) can lead to significant cut-off line deflection issues, potentially failing to meet regulatory requirements and customer needs. Furthermore, the stability of the cut-off line remains a major challenge. The above mainly mentions deformation caused by thermal expansion and contraction. However, deformation is also unavoidable during the injection molding and production of the parts themselves. If the shape is tilted or has a special shape, the deformation of the parts during production may be more severe. Furthermore, it cannot be ruled out that other parts in the module may be deformed, such as the primary lens, the focusing device, etc. Or it may be that the deformation of the outer lens, the primary lens, the focusing device, etc., combined can lead to the deflection of the cutoff line. In addition, due to the different deformation parts, no specific illustrations or textual explanations have been provided for the upward lifting of the cutoff line, but the principle and content are the same, so they will not be elaborated here.

[0008] As headlights become narrower, the openings of the modules that achieve the cutoff line between near and far beams become narrower. With the reduction in headlight space, the complexity of lighting effects, and serious heat issues, the cutoff line deflects significantly. The narrower the opening, the more severe the deviation in the cutoff line. However, with unchanged regulations and customer requirements, it is difficult to achieve stability and reliability in the cutoff line.

[0009] Currently, when encountering issues like deflection or instability of the cutoff line, the corresponding solutions are all reactive. After these problems and phenomena occur, improvements are made to injection molding quality, such as selecting a better gate location, improving injection molds and equipment, or using better materials for system components to reduce stress release issues caused by thermal expansion and contraction. If the problem is severe, it might even be possible to directly replace the plastic material with a metal material, as metal has greater strength than plastic and its stress release during thermal expansion and contraction is much less, thus improving stability and resolving the cutoff line deflection problem. However, the above methods have unavoidable drawbacks. First, they are passive measures and cannot fundamentally solve the problem. Different projects require re-analysis of the actual situation of parts and systems to formulate corresponding solutions, which cannot achieve universality and efficiency and will increase labor time. Second, the use of better materials, or even metals, will directly increase costs, which is undesirable for the automotive lighting industry and OEM customers. Third, the current module aperture limit is around 15mm, but it may be lower in the future. As mentioned above, the narrower the aperture, the greater the impact on the deflection of the cut-off line. The current measures are unlikely to solve the problem of cut-off line deflection in optical systems with smaller aperture heights in the future. Fourth, the current measures are to solve the problem after it occurs based on experience and continuous debugging and modification. They are passive measures with limitations and may not be able to solve the problem. They cannot proactively solve the problem during the design phase or throughout the design cycle, and their application is not widespread. Summary of the Invention

[0010] To address the shortcomings of existing technologies, the purpose of this invention is to provide a method and system for real-time automatic adjustment of automotive lighting patterns.

[0011] A method for real-time automatic adjustment of automotive lighting pattern according to the present invention includes the following steps:

[0012] Step 1: Take a sample of automotive lighting;

[0013] Step 2: Place the sample into the experimental equipment for high and low temperature cycling test, simulate and conduct high and low temperature cycling test, and obtain test data;

[0014] Step 3: Obtain the initial result parameters corresponding to different condition parameters based on the experimental data;

[0015] Step 4: Transform and process the data from Step 3 to map the correspondence between different "condition parameters" and "reverse compensation parameters of the reverse compensation position data required for the initial result parameters";

[0016] Step 5: Input the data mapped in Step 4 and its corresponding relationship as known values ​​into the control component. Then, the control component transmits the data information to the adjustment device in real time, and the adjustment device sets the target light pattern as the target result parameter.

[0017] Preferably, the condition parameter is temperature, and the initial result parameter is the offset value of the light and dark cutoff line. The offset values ​​of the light and dark cutoff lines for different temperatures are obtained based on the experimental data.

[0018] Preferably, the specific steps are as follows:

[0019] Step a1: Place the automotive lighting low beam module sample into the experimental equipment for high and low temperature cycle testing, simulate and conduct high and low temperature cycle test. A temperature sensor is installed in the automotive lighting low beam module to capture the corresponding real-time temperature on the module during the high and low temperature cycle test. At the same time, an image acquisition device is set up to record the brightness cutoff line offset data at the temperature required for each specific experiment, so as to obtain the experimental data graph and specific data.

[0020] Step a2: Using the temperatures and corresponding cutoff line offset data obtained in step a1 during the high and low temperature cycles as known values, calculate and obtain the difference between the allowable tolerance range of the target result parameter for each temperature and the cutoff line offset data of the initial result parameter. Take out the average or optimal value of the difference to make it applicable to all cycles, and obtain the reverse compensation distance data required for the cutoff line offset value for each temperature.

[0021] Step a3: Transform and process the data in step a2. Combine the reverse compensation distance data obtained in step a2 with the design parameters of the module's structure and size, system architecture and position data to calculate and convert the "reverse compensation distance data required for the offset of the light and dark cutoff line at the preset temperature" into "reverse compensation deflection angle data".

[0022] Step a4: Map the correspondence between the "temperature" as a condition parameter and the corresponding "reverse compensation angle data", and set and establish the direction and corresponding value of the reverse compensation deflection that need to be adjusted when each preset temperature is completed.

[0023] Step a5: Input the temperature and reverse compensation angle data and their corresponding relationships obtained in step a4 as known preset values ​​into the electronic control unit of the control component;

[0024] Step a6: When the vehicle is running or the entire lamp is working, the electronic control unit receives real-time temperature information from the temperature sensor installed inside the lamp. The electronic control unit retrieves the mapped temperature and reverse compensation angle data and their corresponding data information in real time, obtains the required reverse compensation angle data corresponding to this real-time operating temperature, and feeds it back and transmits it to the adjustment device. The movement of the adjustment device causes the cut-off line to reverse deflect and shift its position, obtaining the optimal cut-off line within the allowable range of cut-off line offset, and adjusting the target light pattern to the optimal target result parameters.

[0025] Preferably, in step a6, the reverse compensation angle data is processed into a motor execution signal by the electronic control unit, fed back and transmitted to the motor of the drive component of the adjustment device. After receiving the data information, the motor actuator performs the adjustment operation of the required reverse compensation angle for each temperature. The movement of the adjustment component of the adjustment device causes the light and dark cutoff lines to reverse deflect and shift in position, thereby obtaining the optimal light and dark cutoff lines within the allowable range of light and dark cutoff line offset, and adjusting the target light pattern to the optimal target result parameters.

[0026] Preferably, temperature parameters are monitored and collected using any of the following methods:

[0027] Method 1: Real-time monitoring and data collection via a temperature sensor, wherein the temperature sensor is an NTC temperature sensor or a PTC temperature sensor;

[0028] Method 2: Real-time monitoring and collection through experimental equipment, namely an incubator.

[0029] Preferably, the target result parameter is within the allowable range of the target light pattern offset.

[0030] Preferably, step 4 specifically includes:

[0031] Step 4.1: Retrieve the target result parameter or the allowed range of values ​​for the target result parameter;

[0032] Step 4.2: Calculate the difference between the "target result parameter" and the "initial result parameter";

[0033] Step 4.3: Take the average of the multiple differences from Step 4.2, or take the optimal value that applies to all cases from the multiple differences;

[0034] Step 4.4: Use the average or optimal value from Step 4.3 as the reverse compensation parameter.

[0035] Preferably, in step 4.3,

[0036] When averaging multiple sets of differences, there are two methods: Method 1: Averaging the reverse compensation data corresponding to each preset condition parameter in multiple cycles of high and low temperature cycling experiment; Method 2: Averaging the reverse compensation data corresponding to the preset condition parameter in each cycle when multiple high and low temperature cycling experiments are conducted.

[0037] When taking the optimal value for multiple sets of differences, it is included within the allowable range of all differences.

[0038] Preferably, the regulating device includes a drive assembly and a regulating system;

[0039] The control component is electrically connected to the drive component, the drive component is connected to the adjustment system, and the drive component adjusts the target light pattern through the adjustment system.

[0040] The present invention also provides a real-time automatic adjustment system for automotive lighting patterns, comprising the following modules:

[0041] Module M1: Take an automotive lighting example;

[0042] Module M2: Place the sample into the experimental equipment for high and low temperature cycling test, simulate and conduct high and low temperature cycling test, and obtain test data;

[0043] Module M3: Obtains the initial result parameters corresponding to different condition parameters based on the experimental data;

[0044] Module M4: Transforms and processes the data in Module M3, mapping out the correspondence between different "condition parameters" and "reverse compensation parameters of the reverse compensation position data required for the initial result parameters";

[0045] Module M5: Inputs the data mapped from Module M4 and its corresponding relationships as known values ​​into the control component. Then, the control component transmits the data information to the adjustment device in real time, and the adjustment device sets the target light pattern as the target result parameter.

[0046] Compared with the prior art, the present invention has the following beneficial effects:

[0047] 1. The adjustment method of the present invention can accurately and efficiently solve the problem of light pattern offset (such as the offset of the light and dark cutoff line);

[0048] 2. The condition parameter of this invention is one-dimensional temperature, which can improve the accuracy and reliability of adjustment;

[0049] 3. This invention is applicable to various temperature conditions, suitable for vehicle lights, and covers various operating conditions and environments. It has wide adaptability, broad coverage, and high self-adaptability.

[0050] 4. As the opening size of automotive lighting modules or optical systems becomes narrower and smaller, the problem of light pattern (such as the cutoff line) deflection caused by slight component deformation or thermal expansion and contraction becomes increasingly amplified and severe. The light pattern reverse compensation method of this invention can solve the problem of light pattern offset when dealing with the one-dimensional parameter of temperature, and it is not limited even when dealing with automotive lighting modules or optical systems with increasingly smaller opening sizes. It avoids the defect that even if the component deformation is not large, the light pattern deflection problem is very serious under small opening size, and also avoids the deflection defect when the light pattern stability is low. It can effectively, accurately and with high quality solve this problem.

[0051] 5. In addition to solving the problem of beam pattern shift, this invention is becoming increasingly applicable and valuable as optical systems with increasingly narrower aperture sizes develop and the resulting beam pattern shift becomes more and more severe.

[0052] 6. Since the technical solution of the present invention can efficiently and accurately compensate for optical pattern shift in the reverse direction, materials with less heat deformation can be used in the material selection of various parts of the related optical system. Ultimately, there will be no optical pattern shift problem through the technical solution of the present invention, thus reducing material costs.

[0053] 7. This invention is applicable to various types of optical systems, including optical systems that can realize near beam, far beam, adaptive high beam (ADB), and near-far beam integration. Attached Figure Description

[0054] Other features, objects, and advantages of the present invention will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings:

[0055] Figure 1 This is a flowchart of the steps of the real-time automatic adjustment method for automotive lighting patterns according to the present invention;

[0056] Figure 2 The principle of the real-time automatic adjustment method for automotive lighting patterns of the present invention Figure 1 ;

[0057] Figure 3 The principle of the real-time automatic adjustment method for automotive lighting patterns of the present invention Figure 2 ;

[0058] Figure 4 This is a specific data record and data graph of a high and low temperature cycling experiment in one embodiment;

[0059] Figure 5 This is a comparison and explanation diagram of the effect of module opening size on cutoff line offset. Detailed Implementation

[0060] The present invention will now be described in detail with reference to specific embodiments. These embodiments will help those skilled in the art to further understand the present invention, but do not limit the invention in any way. It should be noted that those skilled in the art can make several changes and improvements without departing from the concept of the present invention. These all fall within the protection scope of the present invention.

[0061] Example 1:

[0062] like Figures 1-5 As shown, this embodiment provides a method for real-time automatic adjustment of automotive lighting pattern, including the following steps:

[0063] Step 1: Take an example of automotive lighting; in this embodiment, an example of a low beam automotive lighting module is taken.

[0064] Step 2: Place the sample into the experimental equipment for high and low temperature cycling test, simulate and conduct high and low temperature cycling test, and obtain test data;

[0065] Step 3: Obtain the initial result parameters corresponding to different condition parameters based on the experimental data;

[0066] Step 4: Transform and process the data from Step 3 to map the correspondence between different "condition parameters" and "reverse compensation parameters of the reverse compensation position data required for the initial result parameters"; specifically:

[0067] Step 4.1: Retrieve the target result parameter or the allowed range of values ​​for the target result parameter;

[0068] Step 4.2: Calculate the difference between the "target result parameter" and the "initial result parameter";

[0069] Step 4.3: Take the average of the multiple sets of differences from Step 4.2, or take the optimal value applicable to all situations from the multiple sets of differences. When taking the average of multiple sets of differences, there are two methods: Method 1: Take the average of the reverse compensation data corresponding to each preset condition parameter in multiple cycles of high and low temperature cycling experiments; Method 2: Take the average of the reverse compensation data corresponding to the preset condition parameter in each preset cycle number when conducting multiple high and low temperature cycling experiments; When taking the optimal value from multiple sets of differences, it is included within the allowable range of all differences.

[0070] Step 4.4: Use the average or optimal value from Step 4.3 as the reverse compensation parameter;

[0071] Step 5: Input the data mapped in Step 4 and its corresponding relationship as known values ​​into the control component. Then, the control component transmits the data information to the adjustment device in real time. The adjustment device sets the target light pattern as the target result parameter. The target result parameter is within the allowable range of the target light pattern offset.

[0072] The condition parameter is temperature, and the initial result parameter is the offset value of the light and dark cutoff line. The temperature parameter is monitored and collected through any of the following methods:

[0073] Method 1: Real-time monitoring and collection via temperature sensors, which can be NTC or PTC temperature sensors; during the experiment, the temperature sensor feeds back the module's precise temperature data to the experimental equipment or the ECU in real time, and then the ECU stores, processes, or outputs the data to the experimental equipment.

[0074] Method 2: Real-time monitoring and data collection using experimental equipment, specifically an incubator;

[0075] The offset values ​​of the light and dark cutoff lines at different temperatures were obtained based on the experimental data, specifically through the following steps:

[0076] Step a1: Place the automotive lighting low beam module sample into the high and low temperature cycling test equipment to simulate and conduct high and low temperature cycling tests. A temperature sensor is installed inside the automotive lighting low beam module to capture the corresponding real-time temperature on the module during the high and low temperature cycling test. At the same time, an image acquisition device is set up to record the brightness cutoff line offset data at the specific temperature required for each test, so as to obtain the experimental data graph and specific data. The temperature sensor is an NTC temperature sensor; the image acquisition device is a camera.

[0077] Step a2: Using the temperatures and corresponding cutoff line offset data obtained in step a1 during the high and low temperature cycles as known values, calculate and obtain the difference between the allowable tolerance range of the target result parameter for each temperature and the cutoff line offset data of the initial result parameter. Take out the average or optimal value of the difference to make it applicable to all cycles, and obtain the reverse compensation distance data required for the cutoff line offset value for each temperature.

[0078] Step a3: Transform and process the data in step a2. Combine the reverse compensation distance data obtained in step a2 with the design parameters of the module's structure and size, system architecture and position data to calculate and convert the "reverse compensation distance data required for the offset of the light and dark cutoff line at the preset temperature" into "reverse compensation deflection angle data". The reverse compensation deflection angle data includes data values ​​and direction vectors.

[0079] Step a4: Map the correspondence between the "temperature" as a condition parameter and the corresponding "reverse compensation angle data", and set and establish the direction and corresponding value of the reverse compensation deflection that need to be adjusted when each preset temperature is completed.

[0080] Step a5: Input the temperature and reverse compensation angle data and their corresponding relationships obtained in step a4 as known preset values ​​into the electronic control unit of the control component;

[0081] Step a6: When the vehicle is running or the entire lamp is working, the electronic control unit receives real-time temperature information from the temperature sensor installed inside the lamp. The electronic control unit retrieves the mapped temperature and reverse compensation angle data and their corresponding relationships, calculates the required reverse compensation angle data for this real-time operating temperature, and feeds it back to the adjustment device. The adjustment device moves to reverse the deflection and position shift of the cut-off line, obtaining the optimal cut-off line within the allowable range of offset. The target light pattern is adjusted to the optimal target result parameters. The reverse compensation angle data is processed by the electronic control unit... The motor executes a signal, which is fed back and transmitted to the drive component of the adjustment device. After receiving the data information, the motor actuator performs the adjustment operation of the required reverse compensation angle for each temperature. Through the movement of the adjustment component of the adjustment device, the light and dark cutoff lines are reversed and their positions shifted to obtain the optimal light and dark cutoff lines within the allowable range of offset, thus adjusting the target light pattern to the optimal target result parameters. The electronic control unit is an ECU. The adjustment device includes a drive component and an adjustment system. The control component is electrically connected to the drive component, and the drive component is connected to the adjustment system. The drive component adjusts the target light pattern through the adjustment system.

[0082] In the preferred example, the driving component is a motor; the adjustment system is the element to be adjusted, or an adjustment mechanism with adjustment function; the element to be adjusted is an element with its own adjustment structure, and the adjustment structure is a ball joint structure; the adjustment mechanism with adjustment function is an adjustment slider, adjustment rod, adjustment bracket, or other adjustment mechanism with adjustment function.

[0083] When the motor is a stepper motor, the execution signal is the number of steps for the stepper motor; when the motor is a DC motor, the execution signal is the voltage for the DC motor.

[0084] In this embodiment, the condition parameter is temperature, which enables the up-and-down adjustment and reverse compensation of the light pattern. The temperature and reverse compensation data and their corresponding relationship are mapped out. The above-mentioned corresponding relationship is pre-set into the control component, and the control component transmits it to the motor and its actuator to control and adjust the brightness cutoff line for reverse compensation.

[0085] The temperature mentioned in the steps of the above scheme refers to the correspondence between the mapped temperature and the corresponding reverse compensation angle data. This mapped data is pre-loaded into the temperature data in the ECU. The most basic source of temperature data is the experimental setting temperature of the temperature chamber during the high and low temperature cycle test. Alternatively, more accurate temperature data can be obtained by feeding back the module's more precise temperature data to the experimental equipment or to the ECU in real time during the experiment through NTC sensors or other thermistors set in or near the module in the whole lamp, or by feeding it back to the ECU for storage, processing, or output to the experimental equipment.

[0086] Both the temperature chamber temperature and the real-time temperature of the module or its surroundings, output by sensors such as NTC, are acceptable as temperature data. From an engineering perspective, both meet engineering feasibility requirements and will not cause engineering defects due to margin deviations. The latter has higher accuracy. Although the temperature chamber temperature, the overall lamp temperature, and the module temperature are not significantly different during high and low temperature cycling tests, considering factors such as time, after the entire lamp is lit, especially for light sources and heat sources such as modules, the actual temperature of the module may be higher than the temperature chamber temperature as the lighting time increases and heat accumulates inside the module. Therefore, sensors such as NTC are a better choice.

[0087] In actual operation, the ECU receives the real-time temperature of the module and, through previously mapped data and corresponding relationships, calculates the required reverse compensation angle deflection data for that temperature, which is then transmitted to the motor for execution. This temperature refers to the actual real-time temperature within or near the module, obtained via an NTC temperature sensor or other temperature sensor located within or near the module. This temperature is not the actual ambient temperature, as the module temperature is what ultimately determines the deflection compensation required for the module cutoff line. For example, in the first scenario, the ambient temperature is high, but the headlights only operate for a short time (i.e., the module illuminates for a short period). In the second scenario, the ambient temperature is low, but the headlights operate for a longer period (i.e., the module illuminates for a longer period). Although the ambient temperature in the first scenario is lower than in the second, the actual real-time temperature of the module is the same in both scenarios due to the different illumination durations. In this case, the required value is the module's real-time temperature, not the ambient temperature.

[0088] Real-time temperature data for the module is affected by many factors. The temperature varies across different areas when the entire headlight is illuminated. Additionally, prolonged vehicle operation, including the engine (especially in gasoline vehicles), can cause significant heat transfer to the headlights, increasing the module temperature. Furthermore, low nighttime temperatures and varying ambient temperatures at different times of day can also affect the headlight module temperature. In fact, many factors influence temperature: geographical location, time of day, environmental conditions, module illumination time, headlight operating time, vehicle operating time, and surrounding components. Therefore, the temperature parameters needed for actual operation and compensation of the cutoff line deflection are real-time temperature data from within or near the module.

[0089] Example 2:

[0090] This embodiment provides a real-time automatic adjustment system for automotive lighting patterns, including the following modules:

[0091] Module M1: Takes an automotive lighting example; this embodiment takes an automotive lighting low beam module example;

[0092] Module M2: Place the sample into the experimental equipment for high and low temperature cycling test, simulate and conduct high and low temperature cycling test, and obtain test data;

[0093] Module M3: Obtains the initial result parameters corresponding to different condition parameters based on the experimental data;

[0094] Module M4: Transforms and processes the data in Module M3, mapping out the correspondence between different "condition parameters" and "reverse compensation parameters of the reverse compensation position data required for the initial result parameters";

[0095] Module M5: Inputs the data mapped from Module M4 and its corresponding relationships as known values ​​into the control component. Then, the control component transmits the data information to the adjustment device in real time, and the adjustment device sets the target light pattern as the target result parameter.

[0096] Example 3:

[0097] Those skilled in the art can understand this embodiment as a more specific description of Embodiment 1 and Embodiment 2.

[0098] This embodiment provides a method for real-time automatic adjustment of automotive lighting patterns, including the following steps:

[0099] Step 1: Sampling;

[0100] Step 2: Simulate and conduct high and low temperature cycling tests to obtain experimental data;

[0101] Step 3: Obtain the initial result parameters (such as the offset value of the light and dark cutoff lines) corresponding to different condition parameters (such as temperature) from the data;

[0102] Step 4: Perform conversion and data processing to map the correspondence between different "conditional parameters" (such as temperature) and "reverse compensation parameters of the reverse compensation angle data required for the initial result parameters (such as the offset value of the light and dark cutoff line)".

[0103] Step 5: Input the mapped data and its corresponding relationship as known values ​​into the ECU. Then, the ECU transmits the data information to the motor in real time. The motor control module adjusts the system or mechanism to reverse the brightness cutoff line to obtain the optimal brightness cutoff line.

[0104] Specifically:

[0105] After the module design is completed, the various components are manufactured and assembled, and a relatively stable module is obtained through multiple design and production optimizations, a certain number of modules are selected for high and low temperature cycle testing. There is no limit to the number of modules, but at least one is required. To obtain reliable data, at least two modules are needed, and the obtained values ​​are combined to obtain subsequent specific data.

[0106] The module was placed in the high and low temperature cycling test equipment to conduct the high and low temperature cycling test. During the experiment, the experimental data was recorded in real time through the experimental equipment. After the experiment was completed, complete experimental data and results were obtained.

[0107] like Figure 4 As shown, the specific data records and data graphs for the high and low temperature cycling experiment are as follows: Figure 4 The data graph on the right clearly shows that the experiment in this embodiment was performed in three cycles, each cycle going from 20℃ to -40℃ to 100℃ and back to 20℃, for a total of three cycles. The horizontal axis of the data graph represents the temperature parameter in °C, and the vertical axis represents the offset distance of the cutoff line in mm. The temperature axis shows the temperature change, as shown in the graph: 20→20→20→-40→-40→100→100→20. The first three instances of 20 indicate that the initial temperature of the experiment was 20℃. Then, the temperature remained constant in the first interval, and also remained constant at 20℃ in the second interval. When the experiment reached the third interval, the temperature began to steadily change from 20℃ to -40℃ as required by the experiment. The fourth interval maintained a constant temperature of -40℃, the fifth interval steadily changed from -40℃ to 100℃, the sixth interval maintained a constant temperature of 100℃, and the seventh interval changed from 100℃ to 20℃. This forms the first cycle, including the initial state, and then the second and third cycles are repeated in this manner.

[0108] The optimal value for the reverse compensation parameter is the value that adjusts the target light pattern to the preset design position, which is the position where the target light pattern is offset by 0mm. If the target light pattern is a cutoff line, the optimal value for the reverse compensation parameter is the value that results in an optimal offset of 0mm for the cutoff line. The acceptable range of values ​​for the reverse compensation parameter is the value that allows the cutoff line to offset to within the allowable tolerance range of the area within the dashed box. The optimal result for the cutoff line offset is 0mm. The area within the dashed line in the figure represents the allowable tolerance range for the cutoff line offset; that is, all values ​​within the dashed line range are permissible. For example, when the temperature first reaches -40℃, the allowable offset range for the cutoff line on the 10-meter wall in the experiment is +10mm to -10mm. For the three cycles in this embodiment, the dashed line range also covers all three cycles.

[0109] At the start of the experiment, the cutoff line between light and dark changed as shown in the figure. At the beginning of the experiment, the offset value of the cutoff line between light and dark remained unchanged, which was 0.

[0110] Figure 4 The broken line connecting the data points represents the offset distance of the cutoff lines at different temperatures in the actual high and low temperature cycling experiment. The graph clearly shows that the cutoff line offset distances at some temperatures are within the allowable range, while those at other temperatures are outside the allowable range. These outside-the-allowable cases will fail to meet regulatory or customer requirements. However, the cutoff line offset distances corresponding to the temperatures in the three cycles show a certain pattern; the offset distances at each corresponding temperature and state are relatively close and regular.

[0111] exist Figure 4 The left side shows the detailed values ​​of the light and dark cutoff line offset distance corresponding to the temperature at each cycle number and state. For example, when the temperature changes to -40℃ in the first experiment of the first cycle, the light and dark cutoff line offset distance is -14.7344mm, which is 14.7344mm downwards on a 10-meter wall. Similarly, when the temperature changes to 100℃ in the first experiment of the first cycle, the offset distance is 32.5414mm, which is 32.5414mm upwards on a 10-meter wall. Furthermore, when the temperature gradually decreases from 100℃ to 20℃ in the first cycle, the offset distance is -0.1259mm, which can be considered approximately the optimal state with no offset. Similarly, when the temperature changes to -40℃ in the first experiment of the second cycle, the offset distance is -13.0269mm, and so on. All these values ​​can be accurately obtained from the data on the left side.

[0112] pass Figure 4The data graph on the right and the detailed data information on the left show the pattern of the offset distance of the cutoff line at a specific temperature. This embodiment uses this to deduce the distance value that needs to be compensated for in the opposite direction for the cutoff line at a specific temperature. That is, when the cutoff line shifts upward or downward by a specific value under different temperature conditions, this embodiment provides the module system with displacement information that is the same as the above distance value but in the opposite direction through the ECU control device and the motor and other actuators. Through a series of transformations, the distance information is converted into angle information, realizing the angle deflection of the structural components and optical components in the system. Finally, the light pattern of the cutoff line emitted by the system can be compensated, resulting in a light pattern of the cutoff line that meets the regulations and customer requirements (the optimal case is that the deflection distance of the cutoff line is 0).

[0113] For example, the temperature reached -40℃ multiple times in the experiment. Each time the temperature reached -40℃, the [temperature] was [affected by] [the following]. Figure 2 The illustrated and numerical data show the deflection distance of the cutoff line at this point, from which the compensation and adjustment values ​​required for this embodiment can be derived. Although there are some deviations in the offset distance values ​​at -40℃ (which may be very small, and in some other cases may be 2-3mm, etc.), an average value can be obtained to achieve the most widely applicable and reliable value, allowing the system's cutoff line to be adjusted to 0 or near it, achieving the optimal effect of almost no offset of the cutoff line. As shown in the figure, at -40℃, the average offset can be preferably set to -14.7mm (or it can be set to -14, which can also ensure that the cutoff line is near 0, or at least within the allowable range of the dashed box).

[0114] For example, when the experimental value is 100℃, the practical applicability and value of high-temperature data are higher than that of low-temperature data. This is because in actual vehicle operation and working conditions, the long-term operation of the vehicle engine and the prolonged use of headlights will cause the actual operating environment temperature of the headlights to be at a high level. The probability of high-temperature situations occurring is higher, and the risks are relatively greater. Therefore, in addition to paying attention to necessary low-temperature data, high-temperature data (such as the offset value at 100℃) also needs to be monitored. Figure 4The data graph on the right and the detailed data on the left show that during the first cycle, when the experimental temperature first reached 100℃, the cutoff line offset was 32.5415mm. The experimental data shows that the cutoff line offset at the end of the sixth interval (i.e., the second 100℃ in the data on the left) is 18.88794mm. Considering practical feasibility, these two values ​​are taken as 32.5mm and 19mm for ease of description. Similarly, the cutoff line offsets at two 100℃ locations during the second cycle are 34.854mm and 26.59033mm, which are approximated as 35mm and 26.6mm. The cutoff line offsets at two 100℃ locations during the third cycle are 29.1062mm and 38.46558mm, which are approximated as 29mm and 38mm. Although the offset of the cutoff line at the beginning and end of each of the three cycles within the 100℃ range varies considerably, the allowable tolerance range of the cutoff line offset (i.e., the dotted line area) still allows for a satisfactory reverse compensation value that keeps the cutoff line offset data within the allowable tolerance range. For example, based on the data selected in this embodiment, the reverse compensation value at 100℃ is 29. This ensures that when the actual operating temperature of the headlight is 100℃, the reverse compensation in this embodiment keeps the cutoff line offset value within the allowable tolerance range, meeting regulatory and customer requirements. Furthermore, it should be noted that although the 100℃ value mentioned above only refers to the offset data at the beginning and end of each cycle, the temperature is actually 100℃ throughout each cycle, and the offset value falls between the values ​​at the beginning and end. Therefore, a reverse compensation value of 29 can meet the regulatory and customer requirements under all 100℃ conditions.

[0115] Example 4:

[0116] Those skilled in the art can understand this embodiment as a more specific description of Embodiment 1 and Embodiment 2.

[0117] This embodiment provides a method for real-time automatic adjustment of automotive lighting patterns, including the following steps:

[0118] Step 1: Conduct high and low temperature cycling experiments. During the experiment, the module is equipped with a temperature sensor (preferably an NTC temperature sensor) to capture the corresponding real-time temperature on the module during the high and low temperature cycling experiment. Simultaneously, the camera records the offset data of the bright and dark cutoff lines at the specific temperature required for each experiment, resulting in the following: Figure 4 The experimental data graph and specific data are shown below;

[0119] Step 2: Using the temperatures and corresponding cutoff line offset data obtained in Step 1 during the high and low temperature cycles as known values, calculate the difference between the cutoff line offset data and the allowable tolerance range value of the dashed box for each specific temperature, such as 20℃, -40℃, and 100℃, and take the average or optimal value. This value should be applicable to all three cycles. Obtain the reverse compensation distance data required for the cutoff line offset value for each specific temperature.

[0120] Step 3: Combine the reverse compensation data obtained in Step 2 with the relevant parameters of the module's structure and size, system position data, etc., calculate and convert the reverse compensation distance data required to offset the light and dark cutoff line at a specific temperature into reverse compensation deflection angle data. The reverse compensation deflection angle data includes data value and direction vector. The above calculation method can be manual calculation or obtained by various digital methods such as spreadsheets, electronic charts, or even program code.

[0121] Step 4: Map the correspondence between temperature and corresponding reverse compensation angle data, and set and establish the direction and corresponding value of the reverse compensation deflection that needs to be adjusted when a certain temperature is reached.

[0122] Step 5: Take the values ​​obtained from the experiment in steps 1 to 4, and then obtain the corresponding relationship. Then, input the temperature and reverse compensation angle data and their corresponding relationship obtained from this mapping as known preset values ​​into the ECU (electronic control unit).

[0123] Step 6: When the vehicle is running or the entire lamp is working, the ECU receives real-time temperature information from the temperature sensor installed in the module. The ECU retrieves the mapped temperature and reverse compensation angle data and their corresponding data information to obtain the required reverse compensation angle data for this temperature. The reverse compensation angle data is processed by the electronic control unit into a motor execution signal, which is fed back and transmitted to the motor of the drive component of the adjustment device. After receiving the data information, the motor actuator performs the adjustment operation of the required reverse compensation angle for each temperature, driving the module adjustment system or adjustment mechanism to move so that the cut-off line of brightness and darkness achieves reverse deflection and position shift, obtaining the optimal cut-off line of brightness and darkness within the allowable range of the cut-off line of brightness and darkness, and adjusting the target light pattern to the optimal target result parameters.

[0124] The data transmission and motor reverse compensation in step 6 are all performed in real time at specific temperatures, such as 20℃, -40℃, and 100℃. After receiving the preset values ​​of the temperature and reverse compensation angle data and their corresponding relationships obtained in step 5, the ECU can remember, identify, and execute them in real time. For example, at -40℃, the ECU can determine that the lamp needs to be adjusted upward by a certain angle based on the correspondence between the temperature and the reverse compensation angle data. This angle value can be obtained from the fact that the cutoff line needs to be adjusted upward by 14.7mm in steps 2 and 3 above. The specific calculation process will not be described in detail. At 20℃, it is determined that no adjustment is needed. At 100℃, a certain angle value needs to be adjusted downward. This angle value can be obtained from the fact that the cutoff line needs to be adjusted downward by 29mm in steps 2 and 3 above.

[0125] Example 5:

[0126] This embodiment is a variation of Embodiment 4, and the specific differences from Embodiment 4 are as follows:

[0127] The temperatures and corresponding offset values ​​of the light and dark cutoff lines obtained in step 1 during the high and low temperature cycles are input into the ECU (electronic controller) as known values.

[0128] The ECU's built-in processing system and algorithm will calculate the difference between the cutoff line offset data and the allowable tolerance range value of the dashed box for each specific temperature, such as 20℃, -40℃, and 100℃, and take the average or optimal value of the difference. This value must be applicable in three cycles to obtain the reverse compensation data required for the light and dark cutoff line offset values ​​for each specific temperature.

[0129] The ECU combines the obtained reverse compensation data with the corresponding structural data parameters of the module, and uses a built-in algorithm to convert the reverse compensation data required for the offset of the bright and dark cutoff lines at a specific temperature into reverse compensation deflection angle data. The reverse compensation deflection angle data includes data values ​​and direction vectors. The ECU sets and establishes the direction and corresponding value of the reverse compensation deflection that needs to be adjusted when a certain temperature is reached.

[0130] The ECU feeds back and transmits real-time data on temperature and reverse compensation angle, along with their corresponding relationships, to the motor.

[0131] Example 6:

[0132] This embodiment is a variation of Embodiment 5, and the specific differences from Embodiment 5 are as follows:

[0133] This embodiment uses the ECU to automatically calculate the relevant requirement data, but it could also be done after step one, by first obtaining data such as... Figure 4The data graph shown allows engineers or relevant data analysts to manually calculate and analyze the reverse compensation data, and preset the reverse compensation data corresponding to each temperature into the ECU.

[0134] In step 1, the camera or camera records the temperature as the offset distance data of the light and dark cutoff line corresponding to a specific temperature. If you want to improve the accuracy of the solution, the camera or camera can take the corresponding light and dark cutoff line offset distance data for every 1℃ (or even smaller units, such as 0.1℃, 0.2℃, 0.5℃, etc.). The device has the ability to achieve this function. In addition, the temperature sensor can also capture and identify the temperature every 1℃ or even smaller precision unit.

[0135] The adjustment method of the present invention can accurately and efficiently solve the problem of optical pattern offset.

[0136] Those skilled in the art will understand that, besides implementing the system and its various devices, modules, and units provided by this invention in the form of purely computer-readable program code, the same functions can be achieved entirely through logical programming of the method steps, making the system and its various devices, modules, and units of this invention function in the form of logic gates, switches, application-specific integrated circuits, programmable logic controllers, and embedded microcontrollers. Therefore, the system and its various devices, modules, and units provided by this invention can be considered as a hardware component, and the devices, modules, and units included therein for implementing various functions can also be considered as structures within the hardware component; alternatively, the devices, modules, and units for implementing various functions can be considered as both software modules implementing the method and structures within the hardware component.

[0137] Specific embodiments of the present invention have been described above. It should be understood that the present invention is not limited to the specific embodiments described above, and those skilled in the art can make various changes or modifications within the scope of the claims, which do not affect the essence of the present invention. Unless otherwise specified, the embodiments and features described in this application can be arbitrarily combined with each other.

Claims

1. A method for real-time automatic adjustment of automotive lighting pattern, characterized in that, The specific steps are as follows: Step a1: Place the automotive lighting low beam module sample into the experimental equipment for high and low temperature cycle testing, and simulate and conduct high and low temperature cycle test. The automotive lighting low beam module is equipped with a temperature sensor, which captures the corresponding real-time temperature on the module during the high and low temperature cycle test. At the same time, an image acquisition device is set up to record the brightness cutoff line offset data at the temperature required for each specific experiment, so as to obtain the experimental data graph and specific data. Step a2: Using the temperatures and corresponding cutoff line offset data obtained in step a1 during the high and low temperature cycles as known values, calculate and obtain the difference between the allowable tolerance range of the target result parameter for each temperature and the cutoff line offset data of the initial result parameter. Take out the average or optimal value of the difference to make it applicable to all cycles, and obtain the reverse compensation distance data required for the cutoff line offset value for each temperature. Step a3: Transform and process the data in step a2. Combine the reverse compensation distance data obtained in step a2 with the design parameters of the module's structure and size, system architecture and position data to calculate and convert the "reverse compensation distance data required for the offset of the light and dark cutoff line at the preset temperature" into "reverse compensation deflection angle data". Step a4: Map the correspondence between the "temperature" as a condition parameter and the corresponding "required reverse compensation angle data", and set and establish the direction and corresponding value of the reverse compensation deflection that need to be adjusted when each preset temperature is completed. Step a5: Input the temperature and reverse compensation angle data and their corresponding relationships obtained in step a4 as known preset values ​​into the electronic control unit of the control component; Step a6: When the vehicle is running or the entire lamp is working, the electronic control unit receives real-time temperature information from the temperature sensor installed inside the lamp. The electronic control unit retrieves the mapped temperature and reverse compensation angle data and their corresponding data information in real time, obtains the required reverse compensation angle data corresponding to this real-time operating temperature, and feeds it back and transmits it to the adjustment device. The movement of the adjustment device causes the cut-off line to reverse deflect and shift its position, obtaining the optimal cut-off line within the allowable range of cut-off line offset, and adjusting the target light pattern to the optimal target result parameters.

2. The method for real-time automatic adjustment of automotive lighting pattern according to claim 1, characterized in that, In step a6, the reverse compensation angle data is processed into a motor execution signal by the electronic control unit, and fed back and transmitted to the motor of the drive component of the adjustment device. After receiving the data information, the motor actuator performs the adjustment operation of the required reverse compensation angle for each temperature. The movement of the adjustment component of the adjustment device causes the light and dark cutoff lines to reverse deflect and shift in position, thereby obtaining the optimal light and dark cutoff lines within the allowable range of light and dark cutoff line offset, and adjusting the target light pattern to the optimal target result parameters.

3. The method for real-time automatic adjustment of automotive lighting pattern according to claim 1, characterized in that, In step a2 When averaging multiple sets of differences, there are two methods: Method 1: Averaging the reverse compensation data corresponding to each preset condition parameter in multiple cycles of high and low temperature cycling experiment; Method 2: Averaging the reverse compensation data corresponding to the preset condition parameter in each cycle when multiple high and low temperature cycling experiments are conducted. When taking the optimal value for multiple sets of differences, it is included within the allowable range of all differences.

4. A real-time automatic adjustment system for automotive lighting patterns, characterized in that, Includes the following modules: Module M1: Place a sample of the automotive lighting low beam module into the experimental equipment for high and low temperature cycling test to simulate and conduct high and low temperature cycling test. The automotive lighting low beam module is equipped with a temperature sensor to capture the corresponding real-time temperature on the module during the high and low temperature cycling test. At the same time, an image acquisition device is set up to record the brightness cutoff line offset data at the temperature required for each specific test, so as to obtain the experimental data graph and specific data. Module M2: Takes the temperatures and corresponding cutoff line offset data obtained from the high and low temperature cycles in Module M1 as known values, calculates and obtains the difference between the allowable tolerance range of the target result parameter for each temperature and the cutoff line offset data of the initial result parameter, takes out the average or optimal value of the difference and applies it to all cycles, and obtains the reverse compensation distance data required for the cutoff line offset value for each temperature. Module M3: Transforms and processes the data in Module M2, and combines the reverse compensation distance data obtained from Module M2 with the design parameters of the module's structure and size, system architecture and position data to calculate and convert the "reverse compensation distance data required for the offset of the light and dark cutoff line at the preset temperature" into "reverse compensation deflection angle data". Module M4: Maps the relationship between the "temperature" as a condition parameter and the corresponding "required reverse compensation angle data", sets and establishes the direction and corresponding value of the reverse compensation deflection that need to be adjusted when each preset temperature is completed; Module M5: The electronic control unit that inputs the temperature and reverse compensation angle data and their corresponding relationships obtained from the mapping in Module M4 as known preset values ​​into the control component; Module M6: When the vehicle is running or the entire lamp is working, the electronic control unit receives real-time temperature information from the temperature sensor installed inside the lamp. The electronic control unit retrieves the mapped temperature and reverse compensation angle data and their corresponding data information in real time, obtains the required reverse compensation angle data corresponding to this real-time operating temperature, and feeds it back to the adjustment device. The movement of the adjustment device causes the cut-off line to reverse deflect and shift its position, obtaining the optimal cut-off line within the allowable range of cut-off line offset, and adjusting the target light pattern to the optimal target result parameters.

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