A high beam follow-up method, system and vehicle in a vehicle steering out-of-control state

Abstract

The application discloses a high beam follow-up method and system in a vehicle steering out-of-control state and a vehicle, and relates to the technical field of vehicle lighting. The method comprises the following steps: acquiring a first signal about the current steering wheel angle and the vehicle speed; obtaining an expected deflection angle of the high beam according to the first signal; acquiring a second signal about the yaw rate of the vehicle; obtaining a deflection angle compensation of the high beam according to the second signal; combining the expected deflection angle and the deflection angle compensation into an expected deflection angle output value, and generating a control signal for controlling the rotation of the high beam according to the expected deflection angle output value to adjust the illumination area. Compared with the prior art, the application can make the high beam of the vehicle match the driving direction in time when the vehicle steering is out of control, and reduce potential safety hazards.

Description

Technical Field

[0001] This invention relates to the field of vehicle lighting technology, specifically to a headlight follow-up method, system, and vehicle in the case of vehicle steering loss of control. Background Technology

[0002] In dimly lit environments, such as those with insufficient ambient light, headlights are a crucial factor affecting driving safety. Traditional vehicle headlights only illuminate the area directly ahead, often failing to detect road obstacles in time when the vehicle is cornering, creating significant driving safety hazards. (See also...) Figure 1 To address this issue, existing technologies have proposed using adaptive headlights. By adjusting the horizontal beam angle of the headlights, this problem can be effectively solved. (See reference...) Figure 2 .

[0003] Existing headlight adaptive methods adjust the beam angle based on measurements of parameters such as steering wheel angle and vehicle speed. This allows the headlight direction to match the vehicle's direction of travel in turning scenarios, meeting the driver's lighting needs. However, existing headlight adaptive methods are only suitable for scenarios with slow changes in steering wheel angle. In situations where the vehicle loses steering control, the driver often suddenly and rapidly turns the steering wheel. In such cases, the headlight illumination area cannot keep up with the vehicle's direction of travel, failing to effectively meet the driver's lighting needs and potentially exacerbating the dangerous consequences of lost steering. Summary of the Invention

[0004] One objective of this invention is to provide a headlight follow-up method for vehicles in a state of loss of steering control, so as to solve the problem that the headlights of vehicles in the prior art cannot match the driving direction in time when the vehicle loses steering control, thereby increasing the driving safety hazard; a second objective is to provide a headlight follow-up system; a third objective is to provide a vehicle; and a fourth objective is to provide an electronic device.

[0005] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0006] Firstly, a method for adaptive headlights in a vehicle steering loss state includes:

[0007] Determine whether the vehicle is in a state of steering loss of control. The state of steering loss of control is determined by detecting whether the vehicle's understeering indicator signal and / or oversteering indicator signal meet preset conditions.

[0008] When it is determined that the vehicle is in the state of loss of steering control, the following steps are performed:

[0009] Obtain first signals regarding the vehicle's current steering wheel angle and speed;

[0010] Based on the first signal, the desired deflection angle of the headlight is obtained;

[0011] Acquire a second signal regarding the yaw rate of the vehicle, the second signal being provided by the ESC and including the vehicle's current target yaw rate signal, current actual yaw rate signal, previous cycle target yaw rate signal, and previous cycle actual yaw rate signal;

[0012] Based on the second signal, the deflection angle compensation of the headlight is obtained by using a PID closed-loop control method.

[0013] The desired deflection angle and the deflection angle compensation amount are combined into a desired deflection angle output value. A control signal is generated based on the desired deflection angle output value to control the rotation of the headlight and adjust the illumination area.

[0014] Secondly, a headlight adaptive system, applying the method described in the first aspect, includes:

[0015] The judgment module is used to determine whether the vehicle is in a state of loss of steering control. The state of loss of steering control is determined by detecting whether the understeering indicator signal and / or oversteering indicator signal of the vehicle meet preset conditions.

[0016] When it is determined that the vehicle is in the state of loss of steering control, the following steps are performed:

[0017] The detection module is used to generate a first signal regarding the vehicle's current steering wheel angle and vehicle speed; it is also used to confirm whether the vehicle is in a state of loss of steering control.

[0018] The control module is configured to acquire a second signal regarding the yaw rate of the vehicle, the second signal being provided by the ESC and including the vehicle's current target yaw rate signal, current actual yaw rate signal, previous cycle target yaw rate signal, and previous cycle actual yaw rate signal; it is also configured to, when the vehicle is in a state of steering loss of control, obtain the desired headlight deflection angle based on the first signal; it is also configured to, based on the second signal, use a PID closed-loop control method to obtain the headlight deflection angle compensation amount; and it is also configured to, based on the desired deflection angle and the deflection angle compensation amount, generate a control signal for controlling the rotation of the headlights.

[0019] Thirdly, a vehicle includes a body, the body being equipped with the headlight adaptive system described in the second aspect.

[0020] Fourthly, an electronic device includes a memory and a processor, wherein the memory stores at least one instruction, at least one program, code set, or instruction set, the at least one instruction, at least one program, code set, or instruction set being loaded and executed by the processor to implement the method described in the first aspect.

[0021] The beneficial effects of this invention are:

[0022] This invention provides a method, system, vehicle, and device for headlight follow-up in the event of vehicle steering loss of control. The method, when the vehicle loses steering control, obtains a headlight deflection angle compensation amount based on a second signal relating to the vehicle's yaw rate. This compensation amount is then used to compensate for the desired headlight deflection angle, ensuring that the final headlight rotation angle meets the driver's driving needs and conforms to the vehicle's movement trend over the following period. Compared to existing technologies, this invention enables the vehicle's headlights to promptly match the driving direction when the vehicle loses steering control, reducing potential safety hazards. Attached Figure Description

[0023] Figure 1 This is a schematic diagram of the illumination area of ​​a traditional headlight when cornering, where the area within the fan-shaped dashed frame is the headlight illumination area;

[0024] Figure 2 This is a schematic diagram of the illumination area when the adaptive headlights are cornering, where the area within the irregular fan-shaped dashed frame is the headlight illumination area.

[0025] Figure 3 This is a flowchart illustrating the headlight following method in Example 1;

[0026] Figure 4 This is an example diagram of a one-dimensional lookup table based on steering wheel angle signals in Example 1;

[0027] Figure 5 This is an example diagram of a one-dimensional query table based on vehicle speed signals in Example 1;

[0028] Figure 6 This is a schematic diagram of the hardware entity of the electronic device in Example 3;

[0029] Figure 7 This is a schematic diagram of the headlight follow-up system in Example 4. Detailed Implementation

[0030] The terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms are interchangeable where appropriate; this is merely a way of distinguishing objects with the same attributes in the embodiments of this application. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion, so that a process, method, system, product, or apparatus that comprises a series of elements is not necessarily limited to those elements, but may include other elements not explicitly listed or inherent to those processes, methods, products, or apparatuses.

[0031] The accompanying drawings are for illustrative purposes only and should not be construed as limiting the scope of this patent.

[0032] To better illustrate this embodiment, some parts in the accompanying drawings may be omitted, enlarged, or reduced, and do not represent the actual product dimensions; the same or similar reference numerals correspond to the same or similar parts;

[0033] It will be understood by those skilled in the art that certain well-known structures and their descriptions may be omitted in the accompanying drawings.

[0034] The technical solution of the present invention will be further described below with reference to the accompanying drawings and embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for illustrating the present invention and not for limiting the scope of protection of the present invention.

[0035] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Therefore, the drawings only show the components related to the present invention and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0036] Example 1

[0037] This embodiment proposes a headlight follow-up method for a vehicle in a state of steering loss of control. (See reference...) Figure 3 ,include:

[0038] Obtain first signals regarding the vehicle's current steering wheel angle and speed;

[0039] Based on the first signal, the desired deflection angle of the headlight is obtained;

[0040] Obtain a second signal regarding the yaw rate of the vehicle;

[0041] The deflection angle compensation amount of the headlight is obtained based on the second signal;

[0042] The desired deflection angle and the deflection angle compensation amount are combined into a desired deflection angle output value. A control signal is generated based on the desired deflection angle output value to control the rotation of the headlight and adjust the illumination area.

[0043] It should be noted that in situations where vehicle steering is out of control, drivers often suddenly and rapidly turn the steering wheel. For example, in cases of oversteering, the driver will return the steering wheel; in cases of understeering, the driver will further turn the steering wheel. Using a headlight-following method based on calibration data during normal cornering, the headlight illumination area cannot match the vehicle's direction in a timely manner, failing to meet the driver's lighting needs. In this embodiment, based on the second signal regarding the vehicle's yaw rate, a headlight deflection angle compensation amount is obtained. This compensation amount is used to compensate for the desired headlight deflection angle, ensuring that the final headlight rotation angle meets the driver's driving needs and conforms to the vehicle's movement trend over the following period.

[0044] In some examples, the second signal may be provided by the ESC (Electronic Stability Control module).

[0045] In a preferred embodiment, the second signal includes the vehicle's current target yaw rate signal, current actual yaw rate signal, previous cycle target yaw rate signal, and previous cycle actual yaw rate signal;

[0046] The headlight deflection angle compensation amount is obtained based on the second signal by using a closed-loop control method (PID, Proportion-Integral-Differential) to obtain the deflection angle compensation amount.

[0047] In an optional embodiment, the use of the PID method for closed-loop control includes:

[0048] Based on the preset closed-loop control proportional coefficient, and combined with the current target yaw rate signal and the current actual yaw rate signal, the first component is obtained;

[0049] Based on the preset closed-loop control differential coefficients, and combined with the current target yaw rate signal, the current actual yaw rate signal, the target yaw rate signal of the previous cycle, and the actual yaw rate signal of the previous cycle, the second component is obtained.

[0050] Based on the preset closed-loop control integral coefficient, and combined with the current target yaw rate signal and the current actual yaw rate signal, the third component is obtained;

[0051] The first component, the second component, and the third component are combined to form the deflection angle compensation amount.

[0052] Those skilled in the art should understand that the target yaw rate of a vehicle can fully reflect the vehicle's motion trend over a period of time.

[0053] In some examples, a PID controller is used to implement the PID method and output the deflection angle compensation amount.

[0054] In some examples, the PID method uses the following expression:

[0055]

[0056] In the formula, This indicates the amount of headlight deflection angle compensation in the horizontal direction; This indicates the current target yaw rate signal; This indicates the current actual yaw rate signal; This indicates the target's yaw rate signal from the previous cycle; This indicates the actual yaw rate signal of the previous cycle; This represents the proportional coefficient for closed-loop control; This represents the differential coefficient of the closed-loop control; Indicates the integral coefficient of the closed-loop control;

[0057] It should be understood that Indicates the first component. Indicates the second component, This represents the third component.

[0058] In some examples, the closed-loop control proportional coefficient, closed-loop control derivative coefficient, and closed-loop control integral coefficient are obtained by calibrating a real vehicle.

[0059] In a preferred embodiment, the first signal includes the vehicle's current steering wheel angle signal and vehicle speed signal;

[0060] The step of obtaining the desired headlight deflection angle based on the first signal includes:

[0061] A one-dimensional lookup table is performed based on the steering wheel angle signal to obtain the initial result of the desired deflection angle;

[0062] The desired deflection angle coefficient of the headlight is obtained by performing a one-dimensional lookup table based on the vehicle speed signal.

[0063] By combining the initial results and the desired deflection angle coefficient, the desired deflection angle of the headlight is obtained.

[0064] In some examples, the desired deflection angle Theta_Light0 of the headlight is expressed as follows:

[0065]

[0066] In the formula, This indicates the initial result, i.e., based on the steering wheel angle signal. One-dimensional lookup table output; This represents the desired deflection angle coefficient, i.e., based on the vehicle speed signal. One-dimensional lookup table output.

[0067] It should be noted that, to a certain extent, the larger the steering wheel angle, the greater the change in the vehicle's direction of travel over a subsequent period of time, as stated in the initial result. The larger the value, the higher the vehicle speed, and the faster the vehicle's direction of travel changes over a subsequent period of time; the desired deflection angle coefficient... The larger.

[0068] In some examples, and The mapping relationship between them is as follows Figure 4 The one-dimensional query table shown represents a piecewise linear function relationship.

[0069] In some examples, and The mapping relationship between them is as follows Figure 5 The one-dimensional query table shown represents a piecewise linear function relationship.

[0070] It should be noted that those skilled in the art should understand that the lookup table output values ​​may not be the same for different vehicles, and can be obtained through actual vehicle calibration.

[0071] In some examples, the desired deflection angle output value The formula is expressed as follows:

[0072]

[0073] In the formula, This indicates the amount of deflection angle compensation. This indicates the desired deflection angle.

[0074] In a preferred embodiment, the method further includes: after acquiring the second signal, filtering the second signal.

[0075] This preferred embodiment avoids the influence of signal noise through filtering, ensuring the accuracy of the deflection angle compensation.

[0076] In some examples, a smoothing filter method is used to process the second signal;

[0077] In a specific implementation process, the average value of the second signal in the first three cycles is taken as the current value;

[0078] In another specific implementation, the average value of the second signal in the previous 5 cycles is taken as the current value.

[0079] In a preferred embodiment, the method further includes: determining whether the vehicle is in a state of loss of steering control by detecting whether at least one of the understeering indicator signal and the oversteering indicator signal meets a preset condition.

[0080] In some examples, UnderSteering is used to represent the understeer indicator signal, where a value of 1 indicates understeer and a value of 0 indicates no understeer; OverSteering is used to represent the oversteer indicator signal, where a value of 1 indicates oversteer and a value of 0 indicates no oversteer.

[0081] The preset conditions include:

[0082] The understeering warning signal has a value of 1;

[0083] The oversteering warning signal is set to 1.

[0084] When the value of the understeering indicator signal is 1 or the value of the oversteering indicator signal is 1, the vehicle can be identified as being in a state of loss of steering control.

[0085] Those skilled in the art will understand that the UnderSteering and OverSteering signals can be output by ESC.

[0086] Example 2

[0087] This embodiment proposes a computer-readable storage medium storing at least one instruction, at least one program, code set, or instruction set. The at least one instruction, at least one program, code set, or instruction set is loaded and executed by a processor, causing the processor to perform some or all of the steps of the method described in Embodiment 1.

[0088] It is understood that the storage medium can be transient or non-transient. Exemplary examples include, but are not limited to, USB flash drives, portable hard drives, and read-only memory (ROM). Various media that can store program code, such as only memory, random access memory (RAM), magnetic disks, or optical disks.

[0089] In some examples, a computer program product is provided, which can be implemented by hardware, software, or a combination thereof. As a non-limiting example, the computer program product can be embodied in the storage medium, or it can be embodied in a software product, such as an SDK (Software Development Kit).

[0090] In some examples, a computer program is provided that includes computer-readable code, wherein, when the computer-readable code is run in a computer device, a processor in the computer device performs some or all of the steps for implementing the method.

[0091] It is understood that the options in Embodiment 1 above also apply to this embodiment, so they will not be described again here.

[0092] Example 3

[0093] This embodiment proposes an electronic device, see reference. Figure 6 The method includes a memory and a processor. The memory stores at least one instruction, at least one program, code set, or instruction set. When the processor executes the at least one instruction, at least one program, code set, or instruction set, it implements some or all of the steps of the method described in Embodiment 1.

[0094] As an example, the electronic device can be installed in a car as an in-vehicle electronic device.

[0095] By way of example, the processor may be a central processing unit (CPU), a microprocessor unit (MPU), a digital signal processor (DSP), or a field programmable gate array (FPGA), etc.

[0096] In some examples, a hardware entity of the electronic device is provided, including: a processor, a memory, and a communication interface;

[0097] The processor typically controls the overall operation of the electronic device;

[0098] The communication interface is used to enable the electronic device to communicate with other terminals or servers via a network;

[0099] The memory is configured to store processor-executable instructions and applications, and can also cache data to be processed or already processed by the processor and various modules in the electronic device (including but not limited to image data, audio data, voice communication data and video communication data), which can be implemented by flash memory or random access memory (RAM).

[0100] Furthermore, data can be transferred between the processor, communication interface, and memory via a bus, which can include any number of interconnected buses and bridges, connecting various circuits of one or more processors and memories together.

[0101] It is understood that the options in Embodiment 1 above also apply to this embodiment, so they will not be described again here.

[0102] Example 4

[0103] This embodiment proposes a headlight adaptive system, see reference... Figure 7 ,include:

[0104] The detection module is used to generate a first signal regarding the vehicle's current steering wheel angle and vehicle speed; it is also used to confirm whether the vehicle is in a state of loss of steering control.

[0105] The control module is configured to acquire a second signal regarding the yaw rate of the vehicle; to obtain a desired headlight deflection angle based on the first signal when the vehicle is in a state of steering loss of control; to obtain a headlight deflection angle compensation amount based on the second signal; and to combine the desired deflection angle and the deflection angle compensation amount into a desired deflection angle output value, and to generate a control signal for controlling the rotation of the headlights based on the desired deflection angle output value.

[0106] In a preferred embodiment, the system further includes an ESC for generating the second signal.

[0107] In some examples, the second signal output by the ESC includes the current target yaw rate signal. Current actual yaw rate signal Target yaw rate signal from the previous cycle And the actual yaw rate signal of the previous cycle .

[0108] In some examples, the control signal is sent to the headlight steering control actuator to achieve headlight follow-up in the event of steering failure; further, the headlight steering control actuator realizes headlight rotation through a stepper motor connected to the headlight.

[0109] This embodiment also proposes a vehicle, including a vehicle body, wherein the vehicle body is equipped with the headlight follow-up system.

[0110] Examplely, the vehicle may be a motorcycle or a car.

[0111] As a non-limiting example, the vehicle may be a fossil fuel-powered vehicle (such as an internal combustion engine vehicle) or an electric vehicle (such as a battery-powered vehicle, a fuel cell vehicle, or a hybrid vehicle).

[0112] This embodiment also proposes a car, including a car body, on which the aforementioned headlights are provided.

[0113] It is understood that the options in Embodiment 1 above also apply to this embodiment, so they will not be described again here.

[0114] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. It should be understood that in the various embodiments of this disclosure, the sequence number of each step / process does not imply the order of execution. The execution order of each step / process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments. It should also be understood that the device embodiments described above are merely illustrative. For example, the division of units is merely a logical functional division, and in actual implementation, there may be other division methods, such as: multiple units or components may be combined, or integrated into another system, or some features may be ignored or not executed. In addition, the coupling, direct coupling, or communication connection between the components may be through some interfaces, and the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms. For those skilled in the art, other variations or modifications can be made based on the above description. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the protection scope of the claims of the present invention.

Claims

1. A method for headlight follow-up in the event of vehicle steering loss of control, characterized in that, include: Determine whether the vehicle is in a state of steering loss of control. The state of steering loss of control is determined by detecting whether the vehicle's understeering indicator signal and / or oversteering indicator signal meet preset conditions. When it is determined that the vehicle is in the state of loss of steering control, the following steps are performed: Obtain first signals regarding the vehicle's current steering wheel angle and speed; Based on the first signal, the desired deflection angle of the headlight is obtained; Acquire a second signal regarding the yaw rate of the vehicle, the second signal being provided by the ESC and including the vehicle's current target yaw rate signal, current actual yaw rate signal, previous cycle target yaw rate signal, and previous cycle actual yaw rate signal; Based on the second signal, the deflection angle compensation of the headlight is obtained by using a PID closed-loop control method. The desired deflection angle and the deflection angle compensation amount are combined into a desired deflection angle output value. A control signal is generated based on the desired deflection angle output value to control the rotation of the headlight and adjust the illumination area.

2. The headlight follow-up method for a vehicle in a state of steering loss of control according to claim 1, characterized in that, The closed-loop control using the PID method includes: Based on the preset closed-loop control proportional coefficient, and combined with the current target yaw rate signal and the current actual yaw rate signal, the first component is obtained; Based on the preset closed-loop control differential coefficients, and combined with the current target yaw rate signal, the current actual yaw rate signal, the target yaw rate signal of the previous cycle, and the actual yaw rate signal of the previous cycle, the second component is obtained. Based on the preset closed-loop control integral coefficient, and combined with the current target yaw rate signal and the current actual yaw rate signal, the third component is obtained; The first component, the second component, and the third component are combined to form the deflection angle compensation amount.

3. The headlight follow-up method for a vehicle in a state of steering loss of control according to claim 1, characterized in that, The first signal includes the vehicle's current steering wheel angle signal and vehicle speed signal; The step of obtaining the desired headlight deflection angle based on the first signal includes: A one-dimensional lookup table is performed based on the steering wheel angle signal to obtain the initial result of the desired deflection angle; The desired deflection angle coefficient of the headlight is obtained by performing a one-dimensional lookup table based on the vehicle speed signal. By combining the initial results and the desired deflection angle coefficient, the desired deflection angle of the headlight is obtained.

4. The headlight follow-up method for a vehicle in a state of steering loss of control according to claim 1, characterized in that, The method further includes: after acquiring the second signal, filtering the second signal.

5. A headlight following system, using the method described in any one of claims 1-4, characterized in that, include: The judgment module is used to determine whether the vehicle is in a state of loss of steering control. The state of loss of steering control is determined by detecting whether the understeering indicator signal and / or oversteering indicator signal of the vehicle meet preset conditions. The detection module is used to generate a first signal about the vehicle's current steering wheel angle and speed; It is also used to confirm whether the vehicle is in a state of loss of steering control; The control module is configured to acquire a second signal regarding the yaw rate of the vehicle, the second signal being provided by the ESC and including the vehicle's current target yaw rate signal, current actual yaw rate signal, previous cycle target yaw rate signal, and previous cycle actual yaw rate signal; it is also configured to, when the vehicle is in a state of steering loss of control, obtain the desired headlight deflection angle based on the first signal; it is also configured to, based on the second signal, use a PID closed-loop control method to obtain the headlight deflection angle compensation amount; and it is also configured to, combine the desired deflection angle and the deflection angle compensation amount into a desired deflection angle output value, and generate a control signal for controlling the rotation of the headlights based on the desired deflection angle output value.

6. A vehicle, comprising a vehicle body, characterized in that, The vehicle body is equipped with the headlight follow-up system as described in claim 5.

7. An electronic device, characterized in that, The method includes a memory and a processor, wherein the memory stores at least one instruction, at least one program, code set, or instruction set, and the at least one instruction, at least one program, code set, or instruction set is loaded and executed by the processor to implement the method as described in any one of claims 1-4.

Images