A control method and device for a daytime running lamp of a vehicle and an unmanned vehicle

Abstract

The present application relates to a kind of for vehicle daytime running lamp control method, device and unmanned vehicle, the method includes the following steps: obtaining the initial brightness of daytime running lamp, height and daytime running lamp illumination angle;Daytime running lamp illumination range is obtained according to the height of daytime running lamp and daytime running lamp illumination angle;Pedestrian information and environmental information in daytime running lamp illumination range are obtained;According to the daytime running lamp illumination range, pedestrian information and environmental information, adjust the initial brightness of daytime running lamp.The method can be according to daytime running lamp illumination range analysis each pedestrian information, and effectively adjust vehicle daytime running lamp brightness in combination with environmental information, reduce the discomfort of daytime running lamp to pedestrian, while ensuring daytime running lamp warning function, more suitable for closed scene and personnel-intensive place, both ensure vehicle operation safety, can also reduce vehicle power consumption.

Description

Technical Field

[0001] This invention relates to the field of automotive lighting control technology, specifically to a control method, device, and unmanned vehicle for vehicle daytime running lights. Background Technology

[0002] Daytime running lights, also known as daytime running lights, are signal lights used to alert other vehicles when daytime driving is in poor lighting conditions. They make vehicles more easily identifiable by pedestrians or oncoming drivers, thus reducing the probability of accidents. Currently, daytime running lights for high-speed vehicles are generally required to have a luminous intensity of 400 cd or higher, while there are no specific brightness requirements for low-speed autonomous vehicles. Therefore, the industry generally follows the requirements for high-speed vehicles. However, in actual use, a brightness of 400 cd or higher can cause discomfort to pedestrians or oncoming drivers. This is especially true for low-speed autonomous vehicles, which are typically used in densely populated and relatively enclosed environments such as campuses, parks, and farmers' markets. The glaring lights can prevent pedestrians from opening their eyes, increasing the risk of accidents. Therefore, how to control the brightness of daytime running lights to adapt to the brightness requirements of different scenarios has become one of the urgent issues to be addressed in this technical field. Summary of the Invention

[0003] To overcome the shortcomings of the prior art, the present invention provides a control method, device, and unmanned vehicle for daytime running lights, specifically adopting the following technical solution:

[0004] A method for controlling vehicle daytime running lights includes the following steps:

[0005] Obtain the initial brightness, height, and illumination angle of the daytime running lights;

[0006] The illumination range of the daytime running lights is obtained based on the height and illumination angle of the daytime running lights.

[0007] Acquire pedestrian and environmental information within the illumination range of daytime running lights;

[0008] The pedestrian information includes the number of pedestrians, pedestrian height, and pedestrian location;

[0009] The environmental information includes ambient brightness;

[0010] The initial brightness of the daytime running lights is adjusted based on the illumination range, pedestrian information, and environmental information.

[0011] The above method can be used to analyze information such as the number, height, and location of pedestrians, determine the degree of impact of daytime running light brightness on each pedestrian, and calculate the optimal control parameters by combining the ambient brightness, so as to realize the real-time adjustment of daytime running light brightness, thereby effectively improving the use effect of daytime running lights and reducing pedestrian discomfort caused by daytime running lights.

[0012] Optional: After the step of obtaining pedestrian information within the illumination range of the daytime running lights, the following steps are also included:

[0013] Obtain the pedestrian's eye position;

[0014] Determine whether the pedestrian's eye position is within the illumination range of the daytime running lights;

[0015] If the pedestrian's eyes are within the illumination range of the daytime running lights, the initial brightness of the daytime running lights will be adjusted to the first brightness.

[0016] By identifying and statistically analyzing the eye positions of pedestrians within the illumination range of daytime running lights, control parameters affecting the brightness of daytime running lights can be effectively obtained. At the same time, excluding pedestrian information outside the illumination range of daytime running lights can effectively reduce the amount of data processing and improve control efficiency.

[0017] Optionally: Before comparing whether the pedestrian's eye position is within the illumination range of the daytime running lights, it is necessary to obtain the vehicle's driving direction and the pedestrian's posture; if the pedestrian's posture is facing away from the vehicle's driving direction, the pedestrian's eye position is not determined. By analyzing the pedestrian's posture, pedestrians who are less affected or have no impact from the daytime running lights can be excluded, reducing the amount of data processing and effectively reducing the brightness of the daytime running lights.

[0018] Optionally, before adjusting the daytime running light control parameters based on the daytime running light illumination range, pedestrian information, and environmental information, the method further includes: when the ambient brightness is greater than the ambient brightness threshold, the initial brightness of the daytime running light remains unchanged; when the ambient brightness is less than the ambient brightness threshold, the initial brightness of the daytime running light is adjusted to a first brightness.

[0019] Optionally: if the pedestrian's eye position is within the illumination range of the daytime running lights, then obtain the road information around the vehicle, the road information including road barriers, the road barriers including one of the road shoulder, guardrail or lane markings;

[0020] If the vehicle and the pedestrian are separated by the road barrier, the initial brightness of the daytime running lights is adjusted to a second brightness, which is lower than the first brightness.

[0021] When vehicles and pedestrians are not separated by the road barriers, it indicates a significant risk of collision between them. To avoid a collision, the vehicle must attract the pedestrian's attention promptly, and the vehicle's daytime running lights should be kept bright to stimulate the pedestrian's attention. However, when vehicles and pedestrians are separated by the road barriers, the risk of collision between them is relatively low. In this case, the daytime running lights should be dimmed to avoid making pedestrians uncomfortable.

[0022] Optionally: Adjusting the daytime running light control parameters based on the daytime running light illumination range, pedestrian information, and environmental information includes the following steps:

[0023] Obtain the positional parameters of each pedestrian's eye position within the illumination range of the daytime running lights;

[0024] The influence parameters of each pedestrian are obtained based on the location parameters. The influence parameters include at least: the standard brightness of the pedestrian's eyes within the illumination range of the daytime running lights, the angle coefficient corresponding to the angle between the direction of the pedestrian's eyes and the direction of vehicle travel, the height parameter coefficient corresponding to the pedestrian's eyes within the illumination range of the daytime running lights, and the safety factor corresponding to the pedestrian.

[0025] The influence parameters, combined with the vehicle's ambient brightness and speed, are used to calculate the control parameters for the daytime running lights:

[0026]

[0027] Where S is the illumination brightness of the daytime running lights; n is the number of pedestrians within the illumination range of the daytime running lights; a r b is the standard brightness corresponding to the eye of the r-th pedestrian within the illumination range of the daytime running lights; r d is the angle coefficient corresponding to the angle between the eye direction of the r-th pedestrian and the direction of vehicle travel; r c is the height parameter coefficient corresponding to the eye of the r-th pedestrian within the illumination range of the daytime running lights; r Z1 is the safety factor corresponding to the r-th pedestrian; Z2 is the ambient brightness of the vehicle; Z3 is whether the adjacent lane of the vehicle is the oncoming lane; V is the real-time speed of the vehicle; V0 is the speed threshold; w1 is the pedestrian adjustment correction coefficient; w2 is the ambient adjustment correction coefficient; w3 is the oncoming lane correction coefficient.

[0028] Based on the positional parameters of each pedestrian's eye position within the illumination range of the daytime running lights, the influence weight of each pedestrian can be obtained, and the brightness change of the daytime running lights can be comprehensively controlled to ensure the optimal brightness control effect of the daytime running lights.

[0029] Optionally, the control method further includes the following steps:

[0030] The dangerous range of the vehicle is obtained, and the dangerous range is determined by the vehicle's safe braking range;

[0031] When the pedestrian is within the danger zone, the initial brightness of the daytime running lights is increased or the daytime running lights are adjusted to flash.

[0032] At the same time, the vehicle triggers a voice alert to remind pedestrians to pay attention to the vehicle.

[0033] Based on the vehicle's hazard range, the daytime running lights can effectively alert pedestrians to the vehicle. Combining voice and light signals enhances the warning effect.

[0034] Optionally, after the step of obtaining pedestrian information and environmental information within the illumination range of the daytime running lights, the method further includes:

[0035] Obtain the vehicle's expected driving route and the pedestrian's expected movement trajectory;

[0036] If the pedestrian's expected movement trajectory is within the adjustment range of the daytime running lights, and the vehicle's expected driving route overlaps with the pedestrian's expected movement trajectory, then the initial brightness of the daytime running lights is pre-adjusted.

[0037] If the vehicle's expected travel route does not overlap with the pedestrian's expected movement trajectory, the initial brightness of the daytime running lights will not be adjusted.

[0038] This invention discloses a control device for vehicle daytime running lights, characterized in that the device applies the control method described above, and the vehicle collision detection device includes at least:

[0039] The daytime running light parameter acquisition module is used to acquire the initial brightness, height and illumination angle of the daytime running light, and to obtain the illumination range of the daytime running light;

[0040] The vehicle perimeter information collection module is used to acquire pedestrian information and environmental information within the illumination range of the daytime running lights;

[0041] The control parameter calculation module is used to calculate the control parameters of the daytime running light based on the illumination range of the daytime running light, pedestrian information, and environmental information.

[0042] A brightness adjustment module is used to adjust the initial brightness of the daytime running light according to the control parameters.

[0043] This invention discloses an unmanned vehicle, wherein the unmanned vehicle applies the control method described above.

[0044] Beneficial effects

[0045] The technical solution of the present invention achieves the following beneficial effects:

[0046] (1) The control method of the present invention can analyze pedestrian information based on the illumination range of the daytime running lights and effectively adjust the brightness of the vehicle's daytime running lights in combination with environmental information, thereby reducing pedestrians' discomfort with the daytime running lights and ensuring the warning function of the daytime running lights. It is more suitable for enclosed scenes and densely populated places, making vehicle operation safer.

[0047] (2) The control method of the present invention can form different daytime running light brightness control schemes based on vehicle speed signal, ambient brightness, road information, human height and other information, so that the daytime running lights can ensure the function of warning pedestrians, while reducing control power consumption and extending driving time. Attached Figure Description

[0048] Figure 1 This is a flowchart illustrating the method for controlling vehicle daytime running lights in this invention.

[0049] Figure 2 This is a coordinate diagram showing the standard brightness distribution of daytime running lights in this invention.

[0050] Figure 3 This is a coordinate diagram showing the distribution of the reference coefficient for the height of daytime running lights in this invention.

[0051] Figure 4 This is a schematic diagram illustrating the projection transformation principle of the position parameters of a pedestrian's eyes within the illumination range of daytime running lights in this invention.

[0052] Figure 5 This is a distribution diagram of the angle coefficients corresponding to the angle between the pedestrian's eye direction and the vehicle's driving direction in this invention. Detailed Implementation

[0053] The present invention will be further described below with reference to the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solutions of the present invention and should not be construed as limiting the scope of protection of the present invention. It should be noted that the following detailed descriptions are exemplary and intended to provide further explanation of this application.

[0054] Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains. It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms “comprising” and / or “including” are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0055] Daytime running lights, a special type of signal light, are designed to improve vehicle visibility during the day, thereby reducing the probability of accidents. These lights emit a bright light that allows other vehicles and pedestrians to easily identify the vehicle in motion. During the day, due to ample sunlight, ordinary vehicles are difficult for pedestrians and other vehicles to see; therefore, daytime running lights help improve vehicle visibility and avoid potential traffic accidents. However, excessively bright daytime running lights can also blind pedestrians, increasing the danger of accidents. This glare can cause discomfort or even temporary blindness, making it difficult for pedestrians to assess their surroundings and increasing the risk of accidents.

[0056] When using daytime running lights, the timing and method of use must be comprehensively considered. Furthermore, appropriate lighting settings should be selected based on different road and weather conditions to ensure vehicle visibility and pedestrian safety. However, the brightness of daytime running lights on traditional vehicles is usually fixed, making it impossible to adjust the brightness according to ambient light levels or avoid glare from daytime running lights on pedestrians.

[0057] Therefore, this embodiment provides a control method for vehicle daytime running lights, such as... Figure 1 As shown, it includes the following steps:

[0058] Obtain the initial brightness, height, and illumination angle of the daytime running lights. The height and illumination angle of the daytime running lights are usually fixed for different vehicle models. Based on the determined vehicle model, the height and illumination angle of the daytime running lights obtained from prior testing can be input. The initial brightness of the daytime running lights generally needs to ensure that the luminous intensity of the daytime running lights in the reference axis direction is above 400 cd. The specific value can be adjusted appropriately according to the vehicle model.

[0059] The illumination range of the daytime running lights is obtained based on their height and illumination angle; once the height and illumination angle of the daytime running lights are determined, the illumination range of the vehicle can be determined.

[0060] The system acquires pedestrian and environmental information within the illumination range of the daytime running lights. The pedestrian information includes the number of pedestrians, their height, and their position. The environmental information includes ambient light. It should be noted that in this embodiment, after acquiring the number of pedestrians, the height and position of each pedestrian are identified and collected separately. The number of pedestrians, their height, and their position can be acquired using existing visual recognition technology, while the ambient light can be collected using an external ambient light sensor. The above data acquisition process can be implemented using existing technology and will not be described in detail here.

[0061] The initial brightness of the daytime running lights is adjusted based on the illumination range, pedestrian information, and environmental information.

[0062] The aforementioned method uses a deep learning model to identify and classify pedestrians within the illumination range of daytime running lights in an image. By analyzing information such as the number, height, and location of pedestrians, the impact of daytime running light brightness on each pedestrian can be determined. Optimal control parameters are calculated by combining this with ambient brightness, enabling real-time adjustment of the daytime running light brightness. This control method effectively improves the performance of daytime running lights, ensures pedestrian safety, and prevents light from harming pedestrian health.

[0063] Furthermore, this method exhibits high reliability. Through extensive data training and model optimization, it has been able to accurately identify and classify pedestrians and demonstrates high adaptability to changes in ambient brightness. Therefore, this method can be reliably applied in a variety of diverse scenarios.

[0064] More specifically, this embodiment includes the following steps after obtaining pedestrian and environmental information within the illumination range of the daytime running lights:

[0065] First, the position of the pedestrian's eyes is obtained. It should be noted that in this embodiment, computer vision technology and deep learning algorithms are used to detect the pedestrian. Once the pedestrian is detected, their face position can be located based on their height. Subsequently, facial recognition technology is used to identify the person's facial features and determine the position and direction of their eyes.

[0066] Next, it is necessary to determine whether the pedestrian's eye position is within the illumination range of the daytime running lights. The main purpose of adjusting the brightness of the daytime running lights in this embodiment is to avoid harming the pedestrian's eyes. Therefore, before adjusting the brightness of the daytime running lights, it is necessary to first determine whether the pedestrian's eye position is within the illumination range. Pedestrians within the illumination range are counted, while pedestrians outside the illumination range do not need to be analyzed because the light will not affect them.

[0067] Finally, if the pedestrian's eye position is within the illumination range of the daytime running lights, the initial brightness of the daytime running lights is adjusted to the first brightness. In this method, by identifying and statistically analyzing the eye position of pedestrians within the illumination range of the daytime running lights, the brightness of the daytime running lights can be directly adjusted, while simultaneously eliminating the influence of pedestrians outside the illumination range, effectively improving control efficiency.

[0068] Furthermore, in this embodiment, if it is determined that the pedestrian's eye position is within the illumination range of the daytime running lights, then the road information around the vehicle is obtained, and the road information includes road barriers;

[0069] If the vehicle and the pedestrian are separated by the road barrier, the initial brightness of the daytime running lights is adjusted to a second brightness, which is lower than the first brightness.

[0070] When vehicles and pedestrians are separated by road barriers, the risk of collision between them is relatively low. In this case, the main consideration is the impact of daytime running lights on pedestrians' eyes, so the daytime running light is lowered further to avoid making pedestrians feel uncomfortable.

[0071] Furthermore, in this embodiment, if it is determined that there are road barriers around the vehicle, the road barriers can be analyzed in detail. In this embodiment, the road barriers include one of the following: road shoulder, guardrail, or lane markings. If the analysis finds that the road barrier is a guardrail, then because the guardrail has better physical separation, the risk of collision between pedestrians and vehicles is lower. Therefore, the initial brightness of the daytime running lights is adjusted to the third brightness, which is lower than the second brightness. If the analysis finds that the road barrier is a road shoulder or lane markings, then although pedestrians and vehicles are separated by road shoulders or lane markings, there is still a risk of pedestrians or vehicles crossing lanes. Once a pedestrian crosses into the driving lane or a vehicle crosses into the sidewalk, there is a risk of collision. Therefore, for road barriers such as road shoulders and lane markings, their physical separation is poor. In this case, maintaining the second brightness is better and can have a stronger warning function.

[0072] As an alternative approach, this embodiment may also include the following steps after the step of obtaining pedestrian information and environmental information within the illumination range of the daytime running lights:

[0073] The expected driving route of the vehicle and the expected movement trajectory of the pedestrian are obtained. In this embodiment, the expected driving route of the vehicle can be obtained based on the motion model and intention prediction, and the expected movement trajectory of the pedestrian can be predicted by various neural network algorithms in machine deep learning. The methods or models used are all existing mature technologies.

[0074] If the pedestrian's expected movement trajectory is within the adjustment range of the daytime running lights, and the vehicle's expected driving route overlaps with the pedestrian's expected movement trajectory, then the control parameters of the daytime running lights are pre-adjusted; if the analysis finds that the vehicle's driving route and the pedestrian's movement route will overlap after a certain period of time, it indicates that the pedestrian may be affected by the daytime running lights, and the daytime running lights can be adjusted in advance.

[0075] If the vehicle's expected travel route does not overlap with the pedestrian's expected movement trajectory, the control parameters of the daytime running lights will not be adjusted. When the analysis shows that the vehicle's travel route and the pedestrian's movement route do not overlap, it indicates that the pedestrian will not be affected by the daytime running lights. In this case, the daytime running lights do not need to be adjusted and can be kept at their initial brightness.

[0076] Furthermore, in this embodiment, adjusting the daytime running light control parameters based on the daytime running light illumination range, pedestrian information, and environmental information includes the following steps:

[0077] First, the positional parameters of each pedestrian's eye position within the illumination range of the daytime running lights are obtained. In this embodiment, the eye positions of pedestrians at different locations within the illumination range of the daytime running lights can be projected onto the same projection plane through projection transformation, such as... Figure 4 As shown, for example, if pedestrians M and N are within the illumination range of a daytime running light, where pedestrian M is farther from the daytime running light than pedestrian N, through projection transformation, pedestrians M and N can be projected onto a projection plane P. The projection position of pedestrian M on projection plane P is pedestrian M′, and the projection position of pedestrian N on projection plane P is pedestrian N′. By projecting the eye positions of pedestrians at different locations onto the same projection plane, a coordinate system can be constructed using the projection plane to obtain the position parameters of the corresponding pedestrian eye positions. Combined with... Figure 4 As shown, within the illumination range of the daytime running lights, the farther the distance between the pedestrian and the vehicle, the further the pedestrian's coordinate position on the projection plane deviates from the reference axis position in the coordinate system. Conversely, the closer the pedestrian is to the vehicle, the closer the pedestrian's coordinate position on the projection plane is to the reference axis position in the coordinate system. The distribution of coordinate positions on the projection plane facilitates the accurate selection of subsequent influencing parameters.

[0078] Secondly, the influence parameters of each pedestrian are obtained based on the location parameters; the influence parameters include at least: the standard brightness corresponding to the pedestrian's eyes within the illumination range of the daytime running lights, the angle coefficient corresponding to the angle between the pedestrian's eye direction and the vehicle's driving direction, the height parameter coefficient corresponding to the pedestrian's eyes within the illumination range of the daytime running lights, and the safety factor corresponding to the pedestrian.

[0079] Subsequently, the influence parameters of each pedestrian are combined with the ambient brightness and vehicle speed of the vehicle to calculate the control parameters of the daytime running lights according to the following formula (1):

[0080]

[0081] Where S is the illumination brightness of the daytime running lights; n is the number of pedestrians within the illumination range of the daytime running lights; a r b is the standard brightness corresponding to the eye of the r-th pedestrian within the illumination range of the daytime running lights; r d is the angle coefficient corresponding to the angle between the eye direction of the r-th pedestrian and the direction of vehicle travel; r c is the height parameter coefficient corresponding to the eye of the r-th pedestrian within the illumination range of the daytime running lights; rZ1 is the safety factor corresponding to the r-th pedestrian; r takes the value of a positive integer, r = 1, 2, 3, ..., n; Z2 is the ambient brightness of the vehicle; Z3 is the determination coefficient for whether the adjacent lane of the vehicle is the oncoming lane; V is the real-time speed of the vehicle, which is obtained by sensor measurement; V0 is the speed threshold, which is set manually; w1 is the pedestrian adjustment correction coefficient; w2 is the environmental adjustment correction coefficient; w3 is the oncoming lane correction coefficient, and w1, w2, and w3 can be obtained based on historical experience or test results.

[0082] Standard brightness a r :

[0083] In this embodiment, the standard brightness a r Value distribution as follows Figure 2 As shown, this standard brightness value is related to the positional parameters of the daytime running light's illumination range. Centered on the reference axis of the daytime running light, the brightness of the daytime running light in the direction of the reference axis should be 100% of the initial illumination brightness (i.e., the illumination brightness when the daytime running lights are turned on immediately after vehicle startup). The brightness of the daytime running lights in various directions can be referenced... Figure 2 The standard luminance distribution coordinate diagram is used for calculation. For example, in this embodiment, the preset luminance is 500 cd. When the vehicle starts, the luminance of the daytime running lights in the reference axis direction is 500 cd, while the luminance of the daytime running lights in the (0, 5°) direction is 90% of the initial illumination luminance, i.e., 450 cd; and the luminance in the (5°, 5°) direction is 70% of the initial illumination luminance, i.e., 350 cd. In this embodiment, the standard luminance corresponding to the pedestrian's eye position at different position parameters can be obtained through the standard luminance distribution coordinate diagram.

[0084] included angle coefficient b r :

[0085] In this embodiment, the pedestrian's eye direction is also an important factor in controlling the brightness of the daytime running lights. The pedestrian's eyes receive the most light when their eyes are directly facing the vehicle's direction of travel (the direction of the daytime running lights). As the angle between the pedestrian's eye direction and the daytime running lights gradually increases, the light intensity gradually decreases until the pedestrian is facing away from the vehicle's direction of travel (the direction of the daytime running lights). At this point, the daytime running lights will not affect the pedestrian's eyes. Therefore, this embodiment divides the angle range between the pedestrian's eye direction and the vehicle's direction of travel into different ranges and sets a corresponding angle coefficient b for each range. r ,like Figure 5 As shown, for example, when a pedestrian's eyes are directly facing the direction of travel, the angle between the pedestrian's eyes and the vehicle's direction of travel is 0, and the pedestrian's eyes are in the α1 region, with a corresponding angle coefficient b. r Let α1 be the angle between the pedestrian's eye direction and the vehicle's direction of travel. When the angle between the pedestrian's eye direction and the vehicle's direction of travel is 60°, the pedestrian's eye direction is in the α3 region, and the corresponding angle coefficient is b.r The value is α3; when the angle between the pedestrian's eye direction and the vehicle's direction of travel is 110°, the pedestrian's eye direction is in the α5 region, and the corresponding angle coefficient is b. r It is α5. It should be noted that in this embodiment, the included angle coefficient α1 > α2 > α3 > α4 > α5 = 0.

[0086] Height parameter coefficient d r :

[0087] More specifically, in this embodiment, the height parameter coefficient d r The possible values ​​can be found in [reference]. Figure 3 As shown, the height parameter coefficient d r The value is related to the positional parameters of the daytime running light's illumination range. Children's sensitivity to light intensity and glare differs from adults. Children under 7 years old generally have developing eyes, and their vision only reaches adult standards by age 7. Therefore, children under 7 are more sensitive to strong light / glare, and the harm caused by strong light / glare is greater. Thus, for daytime running lights of the same brightness, the reduction in brightness should gradually increase for children under 7 to avoid irritating their eyes. In this embodiment, the height parameter coefficient d... r When determining the value, the height parameter coefficient d is usually based on the pedestrian's eye height. For example, if the pedestrian's eye height is less than 1.2 meters, they are generally considered to be a child under 7 years old, while if the pedestrian's eye height is greater than 1.2 meters, they are generally considered to be a student or adult. Therefore, when the pedestrian's eye height is less than 1.2 meters, the height parameter coefficient d is... r The value of d is generally greater than 1. As the pedestrian's eye level decreases, the height parameter coefficient d increases. r The larger the value, the higher the height parameter coefficient d becomes, up to the lowest limit of the daytime running light illumination range; when the pedestrian's eye height is above 1.2 meters, the higher the height parameter coefficient d becomes. r The value of d is generally less than 1. As the pedestrian's eye height increases, the height parameter coefficient d increases. r The smaller the value, the higher the illumination range of the daytime running lights.

[0088] It should also be noted that, with the reference axis of the daytime running light as the center, the height parameter coefficient d corresponds to the axisymmetric position on both sides of the reference axis at the same height. r The values ​​differ; specifically, the height parameter coefficient d on the side closer to the vehicle's centerline varies. r Slightly larger than the height parameter coefficient d near the outer side of the vehicle rThe reason is that the vehicle typically has at least two daytime running lights symmetrically positioned on both sides of the front. The side closer to the vehicle's centerline is usually illuminated by both daytime running lights. Therefore, when a pedestrian's eyes are positioned closer to the vehicle's centerline, the actual light intensity is higher, resulting in greater light stimulation than a single daytime running light. Consequently, the height parameter coefficient d on the side closer to the vehicle's centerline is higher. r The value is set slightly larger to balance the influence weights of the positions on both sides of the daytime running light reference axis.

[0089] In this embodiment, a height reference coefficient distribution coordinate system based on position parameters is constructed within the illumination range of the daytime running light, with the reference axis of the daytime running light as the center. The height parameter coefficient d r The value of d gradually decreases from low to high along the same longitude. Simultaneously, with the reference axis of the daytime running light as the center, the height parameter coefficient d corresponds to the axisymmetric position on the same dimension. r The values ​​tend to be smaller on the left and larger on the right.

[0090] Safety factor c r :

[0091] Furthermore, in this embodiment, the safety factor c corresponding to the pedestrian is... r This refers to the separation performance of road barriers between pedestrians and vehicles. For example, when a guardrail separates pedestrians and vehicles, the risk of danger is low, and the brightness of daytime running lights is significantly reduced to prevent eye damage to pedestrians. When a shoulder separates pedestrians and vehicles, pedestrians may cross the shoulder into the driving lane, increasing the risk of danger. In this case, daytime running lights need to maintain a warning effect, and while the brightness is reduced, the reduction is smaller to avoid eye damage while still ensuring the warning effect. Therefore, different road barriers between pedestrians and vehicles have different safety factors. Generally, the stronger the physical barrier performance, the higher the corresponding safety factor c. r The higher the value of the road barrier, the lower its physical barrier performance, and the corresponding safety factor c. r The lower.

[0092] The determination coefficient Z2 for the oncoming lane:

[0093] Furthermore, whether the vehicle's adjacent lane is a lane traveling in the opposite direction is also an important factor when adjusting the brightness of the daytime running lights. For example, if the vehicle's left lane is a lane traveling in the opposite direction, it indicates that the vehicle is waiting to turn left, and the daytime running lights can be dimmed in advance. If the vehicle's adjacent lanes are all lanes traveling in the same direction, it indicates that the vehicle is going straight, and there is no need to consider the vehicle's turning status; the daytime running lights can be controlled based on pedestrian information. Therefore, when the vehicle's adjacent lane is a lane traveling in the opposite direction, its corresponding determination coefficient Z2 value is higher.

[0094] More specifically, in this embodiment, before adjusting the daytime running light control parameters based on the daytime running light illumination range, pedestrian information, and environmental information, it is necessary to determine the ambient brightness of the vehicle's surroundings. When the ambient brightness is greater than an ambient brightness threshold, the initial brightness of the daytime running lights remains unchanged; when the ambient brightness is less than the ambient brightness threshold, the initial brightness of the daytime running lights is adjusted to the first brightness level. For example, on well-lit urban and rural roads, the ambient brightness is high, and the daytime running lights only need to be adjusted based on pedestrian information. However, when a vehicle is in a tunnel with no lighting conditions, the ambient brightness is significantly lower, and the vehicle needs to promptly lower its brightness to avoid glare to vehicles ahead and affecting their driving safety.

[0095] Furthermore, to further ensure the safety of the vehicle and pedestrians, this embodiment will acquire the vehicle's hazard range, which is determined by the vehicle's safe braking range. The vehicle's safe braking range is related to its maximum braking distance range. Different vehicle models, different loads, and different weather conditions result in different maximum braking distance ranges. Therefore, in this embodiment, when acquiring the hazard range, it is necessary to first determine the vehicle model, vehicle weight, and the slippery condition of the road surface, and select an appropriate hazard range. This hazard range can be obtained through historical experience or test results, and will not be described in detail here.

[0096] When the pedestrian is within the danger zone, the initial brightness of the daytime running lights is increased or the daytime running lights are adjusted to flash. When the pedestrian is within the vehicle's danger zone, it indicates a high probability of danger between the pedestrian and the vehicle. In this case, the vehicle needs to attract the pedestrian's attention through the daytime running lights. Therefore, the brightness of the daytime running lights needs to be increased to stimulate the pedestrian's eyes and make the pedestrian notice the vehicle. Alternatively, the daytime running lights can be adjusted to flash to attract the pedestrian's attention to the vehicle, thus serving as a warning.

[0097] Simultaneously, the vehicle can trigger a voice alert to remind pedestrians to pay attention to it. Voice alerts provide a more direct and intuitive way to draw pedestrians' attention, and the combination of voice and lights enhances the warning effect. In this embodiment, the intensity of the warning can also be controlled based on the distance between the pedestrian and the vehicle within the danger zone. For example, the closer the pedestrian and vehicle are, the brighter the daytime running lights or the higher the flashing frequency, and the more urgent the tone of the voice alert.

[0098] Furthermore, embodiments of the present invention also disclose a control device for vehicle daytime running lights, which applies the above-described control method to control the daytime running lights, and the vehicle collision detection device includes at least:

[0099] The daytime running light parameter acquisition module is used to acquire the initial brightness, height and illumination angle of the daytime running light, and to obtain the illumination range of the daytime running light;

[0100] The vehicle perimeter information collection module is used to acquire pedestrian information and environmental information within the illumination range of the daytime running lights;

[0101] The control parameter calculation module is used to calculate the control parameters of the daytime running light based on the illumination range of the daytime running light, pedestrian information, and environmental information.

[0102] A brightness adjustment module is used to adjust the initial brightness of the daytime running light according to the control parameters.

[0103] It will be understood by those skilled in the art that all or some of the steps, systems, or apparatuses disclosed above, and their functional modules / units, can be implemented as software, firmware, hardware, or suitable combinations thereof. In hardware implementations, the division between functional modules / units mentioned above does not necessarily correspond to the division of physical units; for example, a physical component may have multiple functions, or a function or step may be performed collaboratively by several physical components. Some or all components may be implemented as software executed by a processor, such as a digital signal processor or microprocessor, or as hardware, or as an integrated circuit, such as an application-specific integrated circuit (ASIC). Such software may be distributed on a computer-readable medium, which may include computer storage media (or non-transitory media) and communication media (or transient media). As is known to those skilled in the art, the term computer storage media includes volatile and non-volatile, removable and non-removable media implemented in any method or technology for storing information (such as computer-readable instructions, data structures, program modules, or other data). Computer storage media include, but are not limited to, RAM, ROM, EEPROM, flash memory or other memory technologies, CD-ROM, digital versatile disc (DVD) or other optical disc storage, magnetic cartridges, magnetic tape, disk storage or other magnetic storage devices, or any other medium that can be used to store desired information and can be accessed by a computer. Furthermore, it is known to those skilled in the art that communication media typically contain computer-readable instructions, data structures, program modules, or other data in modulated data signals such as carrier waves or other transmission mechanisms, and may include any information delivery medium.

[0104] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the technical principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A control method for vehicle daytime running lights, characterized in that, Includes the following steps: Obtain the initial brightness, height, and illumination angle of the daytime running lights; The illumination range of the daytime running lights is obtained based on the height and illumination angle of the daytime running lights. Acquire pedestrian and environmental information within the illumination range of daytime running lights; The pedestrian information includes at least one of the following: number of pedestrians, pedestrian height, and pedestrian location; The environmental information includes ambient brightness; Based on the illumination range of the daytime running lights, pedestrian information, and environmental information, adjust the initial brightness of the daytime running lights: Obtain the positional parameters of the pedestrian's eye position within the illumination range of the daytime running lights; The influence parameters of the pedestrian are obtained based on the location parameters. The influence parameters include at least: the standard brightness of the pedestrian's eyes within the illumination range of the daytime running lights, the angle coefficient corresponding to the angle between the direction of the pedestrian's eyes and the direction of vehicle travel, the height parameter coefficient corresponding to the pedestrian's eyes within the illumination range of the daytime running lights, and the safety factor corresponding to the pedestrian. By combining influencing parameters, ambient brightness, and vehicle speed, the control parameters for the daytime running lights are calculated: in, n is the illumination brightness of the daytime running lights; n is the number of pedestrians within the illumination range of the daytime running lights; a r b is the standard brightness corresponding to the eye of the r-th pedestrian within the illumination range of the daytime running lights; r d is the angle coefficient corresponding to the angle between the eye direction of the r-th pedestrian and the direction of vehicle travel; r c is the height parameter coefficient corresponding to the eye of the r-th pedestrian within the illumination range of the daytime running lights; r Z1 is the safety factor corresponding to the r-th pedestrian; Z2 is the ambient brightness of the vehicle; Z3 is whether the adjacent lane of the vehicle is the oncoming lane; V is the real-time speed of the vehicle; V0 is the speed threshold; w1 is the pedestrian adjustment correction coefficient; w2 is the ambient adjustment correction coefficient; and w3 is the oncoming lane correction coefficient.

2. The control method according to claim 1, characterized in that, After the step of acquiring pedestrian and environmental information within the illumination range of the daytime running lights, the following steps are also included: Obtain the pedestrian's eye position; Determine whether the pedestrian's eye position is within the illumination range of the daytime running lights; If the pedestrian's eyes are within the illumination range of the daytime running lights, the initial brightness of the daytime running lights will be adjusted to the first brightness.

3. The control method according to claim 2, characterized in that, Before the step of determining whether the pedestrian's eye position is within the illumination range of the daytime running lights, the following steps are also included: Obtain the vehicle's direction of travel and the pedestrian's posture; If the pedestrian's posture is opposite to the direction of vehicle travel, the pedestrian's eye position is not determined.

4. The control method according to claim 1, characterized in that: Before adjusting the initial brightness of the daytime running lights based on the illumination range, pedestrian information, and environmental information, the following steps are also included: When the ambient brightness is greater than the ambient brightness threshold, the initial brightness of the daytime running lights remains unchanged; When the ambient brightness is less than the ambient brightness threshold, the initial brightness of the daytime running light is adjusted to the first brightness.

5. The control method according to claim 2, characterized in that, If the pedestrian's eye position is within the illumination range of the daytime running lights, then the road information around the vehicle is obtained, and the road information includes road barriers, which include one of the following: road shoulder, guardrail, or lane markings. If the vehicle and the pedestrian are separated by the road barrier, the initial brightness of the daytime running lights is adjusted to a second brightness, which is lower than the first brightness.

6. The control method according to claim 1, characterized in that, It also includes the following steps: The dangerous range of the vehicle is obtained, and the dangerous range is determined by the vehicle's safe braking range; When the pedestrian is within the danger zone, the initial brightness of the daytime running lights is increased and / or the daytime running lights are adjusted to flash. At the same time, the vehicle triggers a voice alert to remind pedestrians to pay attention to the vehicle.

7. The control method according to claim 1 or 3, characterized in that, After the step of acquiring pedestrian and environmental information within the illumination range of the daytime running lights, the following steps are also included: Obtain the vehicle's expected route and the pedestrian's expected movement trajectory; If the pedestrian's expected movement trajectory is within the adjustment range of the daytime running lights, and the vehicle's expected driving route overlaps with the pedestrian's expected movement trajectory, then the initial brightness of the daytime running lights is pre-adjusted. If the vehicle's expected travel route does not overlap with the pedestrian's expected movement trajectory, the initial brightness of the daytime running lights will not be adjusted.

8. A control device for vehicle daytime running lights, characterized in that, The device is used to perform the control method as described in any one of claims 1-7, wherein the vehicle collision detection device comprises at least: The daytime running light parameter acquisition module is used to acquire the initial brightness, height and illumination angle of the daytime running light, and to obtain the illumination range of the daytime running light; The vehicle perimeter information collection module is used to acquire pedestrian information and environmental information within the illumination range of the daytime running lights; The control parameter calculation module is used to calculate the control parameters of the daytime running light based on the illumination range of the daytime running light, pedestrian information, and environmental information. A brightness adjustment module is used to adjust the initial brightness of the daytime running light according to the control parameters.

9. An unmanned vehicle, characterized in that: The unmanned vehicle has a control method for vehicle variable brightness daytime running lights as described in any one of claims 1-7.

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