Intelligent car lamp self-adaptive adjusting system and method

Abstract

The invention provides an intelligent vehicle lamp self-adaptive adjusting system which comprises a multi-mode information collecting module, a driver body shape analyzing module, a vehicle lamp adjusting module and an electric executing mechanism, and the vehicle lamp adjusting module is used for generating vehicle lamp adjusting parameters according to key body shape parameters of a driver, vehicle dynamic state information and natural environment information; wherein the vehicle lamp adjusting parameters at least comprise vehicle lamp height, light beam angle and light beam width adjusting parameters. By means of the mode, self-adaptive adjustment of the height, the angle and the light beam width of the vehicle lamp is achieved by combining the physical characteristics, the dynamic behaviors, the vehicle dynamic state and the natural environment information of the driver, the view area of the driver is accurately covered, and the driving safety and comfort are remarkably improved; the real-time response capability and the closed-loop optimization mechanism of the system enable the system to adapt to complex and changeable driving scenes, and meanwhile, interference to other road users is reduced.

Description

Technical Field

[0001] This application belongs to the technical field of intelligent vehicle lighting, and specifically relates to an intelligent vehicle headlight adaptive adjustment system and method. Background Art

[0002] Existing headlight adjustment systems mostly rely on manual adjustment or fixed preset modes, and cannot perform precise dynamic adjustment according to driver individual characteristics (such as height and body type). This lack of flexibility in design not only increases the operation complexity of the driver, but also may lead to unclear vision due to negligent adjustment, posing potential safety hazards during driving. In addition, current intelligent headlight systems mainly adjust based on vehicle states (such as vehicle speed, turning angle, and road gradient), focusing on solving the adaptability of the vehicle under different road conditions, but paying insufficient attention to the individual behavioral characteristics and dynamic changes of the driver, and it is difficult to effectively meet the personalized needs of different drivers. Summary of the Invention

[0003] An intelligent vehicle headlight adaptive adjustment system and method provided by this application can adjust the lighting effect of the headlight in real time according to the driver's body type characteristics.

[0004] In a first aspect, this application provides an intelligent vehicle headlight adaptive adjustment system, and the system includes:

[0005] A multi-modal information acquisition module, which is used to acquire the driver's body part information, vehicle dynamic state information, and natural environment information in real time;

[0006] A driver body type analysis module, which is used to obtain the driver's key body type parameters according to the driver's body part information;

[0007] A headlight adjustment module, which is used to generate headlight adjustment parameters according to the driver's key body type parameters, vehicle dynamic state information, and natural environment information, where the headlight adjustment parameters at least include the adjustment parameters of the headlight height, beam angle, and beam width;

[0008] An electric actuator, which is used to dynamically adjust the height, beam angle, and beam width of the headlight according to the headlight adjustment parameters.

[0009] In some embodiments, the driver's key body type parameters include the driver's eye height, head position, line of sight angle, and shoulder width, the vehicle dynamic state information includes vehicle speed and turning angle, and the natural environment information includes road width, road gradient, and ambient light intensity; the headlight adjustment module includes a headlight height adjustment unit, a beam angle adjustment unit, and a beam width adjustment unit;

[0010] The headlight height adjustment unit includes two parts: headlight physical height adjustment and beam projection height adjustment;

[0011] The physical height adjustment of the vehicle lamp is based on the following formula:

[0012] h c = h e + f(v, g)

[0013] where h c is the physical height of the vehicle lamp, h e is the eye height, and f(v, g) is a linear or non-linear combined function of the vehicle speed v and the road slope g. The function parameters are determined through on-vehicle calibration and are used to dynamically correct the physical height of the vehicle lamp;

[0014] The adjustment of the beam projection height is based on the following formula:

[0015] H = H 0 + k 1 ·HeadHeight + k 2 ·RoadSlope

[0016] where H is the beam projection height, H 0 is the basic beam height, HeadHeight is the head position, RoadSlope is the road slope, and k 1 , k 2 are adjustment coefficients used to balance the influence weights of different factors;

[0017] The beam angle adjustment unit includes two parts: beam vertical angle adjustment and beam horizontal angle adjustment;

[0018] The adjustment of the beam vertical angle is based on the following formula:

[0019] θ v = θ s + k 3 ·RoadSlope

[0020] where θ v is the beam vertical angle, θ s is the line of sight angle, RoadSlope is the road slope, and k 3 is the adjustment coefficient;

[0021] The adjustment of the beam horizontal angle is based on the following formula:

[0022] θ h = θ s + k 4 ·TurnAngle

[0023] where θ h is the beam horizontal angle, θ s is the line of sight angle, TurnAngle is the turning angle, and k4 is an adjustment coefficient;

[0024] The beam width adjustment of the beam width adjustment unit is based on the following formula:

[0025] W = W 0 + k 5 ·S + k 6 ·v + k 7 ·RoadWidth + k 8 ·LightIntensity

[0026] where W is the beam width, W 0 is the basic beam width, S is the shoulder width, v is the vehicle speed, RoadWidth is the road width, LightIntensity is the ambient light intensity, k 5 , k 6 , k 7 , k 8 is the adjustment coefficient, used to balance the influence weights of different parameters on the beam width.

[0027] In some embodiments, the headlight adjustment module further includes a dynamic feedback adjustment unit, which is used to feedback and adjust the headlight adjustment parameters according to the driver's visual comfort, and further adjust the headlight adjustment parameters through the monitoring and correction of the beam adjustment effect.

[0028] In some embodiments, the electric actuator includes a servo motor and a mirror adjuster. The servo motor is used to adjust the physical height of the headlight and the horizontal angle of the beam, and the mirror adjuster is used to adjust the projection height of the beam, the vertical angle of the beam and the beam width.

[0029] In some embodiments, the multi-modal information acquisition module includes a driver body type feature acquisition unit, which is used to acquire the body part information of the driver, and the body part information at least includes the basic body type feature information in the initial stage and the dynamic body type feature information in the driving stage.

[0030] In some embodiments, the driver body type analysis module includes:

[0031] An image processing unit, which is used to perform image preprocessing on the basic feature information and then extract the key feature points of the image, and calculate the key body type parameters of the driver according to the key feature points;

[0032] A dynamic parameter update unit, which is used to update and adjust the key body type parameters according to the dynamic characteristic feature information during the driving stage.

[0033] In some embodiments, the multi-modal information acquisition module includes a vehicle dynamic state acquisition unit, which is used to acquire vehicle dynamic information.

[0034] In some embodiments, the multimodal information acquisition module includes a natural environment information acquisition unit, which is used to acquire natural environment information.

[0035] In some embodiments, the vehicle headlight adjustment module further includes a user-defined function unit, which is used for the driver to independently select and adjust the adjustment strategy of the vehicle headlights. The adjustment strategy includes sensitivity, coverage range, and adjustment mode.

[0036] The sensitivity adjustment strategy includes a fast response mode and a smooth response mode. The vehicle headlights in the fast response mode adjust quickly according to the changes of the driver and the environment, and are suitable for high-speed driving. The vehicle headlights in the smooth response mode adjust more slowly and smoothly, and are suitable for urban driving or long-distance travel.

[0037] The beam coverage range adjustment strategy includes a wide beam mode and a narrow beam mode. In the wide beam mode, the lateral lighting range is increased to enhance the environmental perception during night driving. In the narrow beam mode, the beam intensity is concentrated at a long distance for highway or long-distance lighting requirements.

[0038] The adjustment mode adjustment strategy includes an automatic mode, a manual mode, and a preset mode. In the automatic mode, the vehicle headlights are automatically adjusted according to the system calculation results. In the manual mode, the driver has full control over the vehicle headlight parameters. In the preset mode, specific adjustment strategies are applied according to the driving scenarios selected by the driver.

[0039] In a second aspect, the present application provides an intelligent vehicle headlight adaptive adjustment method, which includes:

[0040] Real-time collect the driver's body part information, vehicle dynamic state information, and natural environment information.

[0041] Obtain the driver's key body shape parameters according to the driver's body part information.

[0042] Generate vehicle headlight adjustment parameters according to the driver's key body shape parameters, vehicle dynamic state information, and natural environment information, where the vehicle headlight adjustment parameters at least include the adjustment parameters of the vehicle headlight height, beam angle, and beam width.

[0043] Dynamically adjust the height, beam angle, and beam width of the vehicle headlights according to the vehicle headlight adjustment parameters.

[0044] The beneficial effects of the present application are as follows: Compared with the prior art, the present application provides an intelligent vehicle headlight adaptive adjustment system, which includes: a multimodal information acquisition module for real-time acquisition of the driver's body part information, vehicle dynamic state information, and natural environment information; a driver body type analysis module for obtaining the driver's key body type parameters based on the driver's body part information; a headlight adjustment module for generating headlight adjustment parameters according to the driver's key body type parameters, vehicle dynamic state information, and natural environment information, where the headlight adjustment parameters at least include adjustment parameters for headlight height, beam angle, and beam width; and an electric actuator for dynamically adjusting the height, beam angle, and beam width of the headlight according to the headlight adjustment parameters. In this way, the present application combines the driver's body type characteristics, dynamic behavior, vehicle dynamic state, and natural environment information to achieve adaptive adjustment of the headlight height, angle, and beam width, accurately covering the driver's field of vision, significantly improving driving safety and comfort. The real-time response ability and closed-loop optimization mechanism of the system enable it to adapt to complex and changing driving scenarios, while reducing interference to other road users. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following will briefly introduce the drawings required for use in the embodiments of the present application. For those of ordinary skill in the art, other drawings can also be obtained based on these drawings without creative efforts.

[0046] Figure 1 is a schematic structural diagram of an embodiment of the intelligent vehicle headlight adaptive adjustment system of the present application;

[0047] Figure 2 is Figure 1 a functional structural diagram of the headlight adjustment module in;

[0048] Figure 3 is Figure 1 a structural diagram of the driver body type analysis module in;

[0049] Figure 4 is Figure 1 a structural diagram of the electric actuator in;

[0050] Figure 5 is a schematic flowchart of an embodiment of the intelligent vehicle headlight adaptive adjustment method of the present application;

[0051] Figure 6 is a schematic structural diagram of an embodiment of the electronic device of the present application. SPECIFIC EMBODIMENTS

[0052] To better understand the above objects, features, and advantages of the present disclosure, the solutions of the present disclosure will be further described below. It should be noted that, without conflict, the embodiments of the present disclosure and the features in the embodiments may be combined with each other.

[0053] In the following description, many specific details are set forth to facilitate a thorough understanding of the present disclosure, but the present disclosure may also be implemented in other ways different from those described herein; obviously, the embodiments in the specification are only a part of the embodiments of the present disclosure, rather than all of the embodiments.

[0054] It should be noted that, in this text, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the term "comprising" or any other variant thereof is intended to cover non-exclusive inclusion, such that a process, method, article, or device comprising a series of elements not only includes those elements, but also includes other elements not expressly listed, or elements inherent to such process, method, article, or device. Without further limitation, an element defined by the statement "comprising one..." does not exclude the existence of additional identical elements in the process, method, article, or device comprising the element.

[0055] Existing vehicle headlight adjustment systems mostly rely on manual adjustment or fixed preset modes and cannot perform precise dynamic adjustment according to the individual characteristics of the driver (such as height and body type). This lack of flexibility in design not only increases the operational complexity of the driver but also may lead to unclear vision due to negligent adjustment, posing potential safety hazards during driving. In addition, current intelligent headlight systems mainly adjust based on vehicle states (such as vehicle speed, turning angle, and road gradient), focusing on solving the adaptability of the vehicle under different road conditions, but paying insufficient attention to the individual behavioral characteristics and dynamic changes of the driver, and it is difficult to effectively meet the personalized needs of different drivers.

[0056] To solve the problems of the existing technology, embodiments of the present application provide an intelligent headlight adaptive adjustment system and method. First, an implementation manner of the intelligent headlight adaptive adjustment system of the present application will be introduced below.

[0057] Figure 1 The structural schematic diagram of an implementation manner of the intelligent headlight adaptive adjustment system of the present application is shown. As Figure 1 shown, the system includes:

[0058] A multimodal information acquisition module 11, which is used to collect the body part information, vehicle dynamic state information, and natural environment information of the driver in real time;

[0059] The driver body shape analysis module 12 is used to obtain the key body shape parameters of the driver according to the body part information of the driver;

[0060] The vehicle headlight adjustment module 13 is used to generate headlight adjustment parameters according to the key body shape parameters of the driver, the vehicle dynamic state information and the natural environment information, where the headlight adjustment parameters at least include the adjustment parameters of the headlight height, the beam angle and the beam width;

[0061] The electric actuator 14 is used to dynamically adjust the height, the beam angle and the beam width of the headlight according to the headlight adjustment parameters.

[0062] In some embodiments, the key body shape parameters of the driver include the eye height, the head position, the line of sight angle and the shoulder width of the driver, the vehicle dynamic state information includes the vehicle speed and the turning angle, and the natural environment information includes the road width, the road slope and the ambient light intensity; As Figure 2 shown, the headlight adjustment module 13 includes a headlight height adjustment unit 131, a beam angle adjustment unit 132 and a beam width adjustment unit 133;

[0063] The headlight height adjustment unit 131 includes two parts: the physical height adjustment of the headlight and the projection height adjustment of the beam;

[0064] The formula for the physical height adjustment of the headlight is as follows:

[0065] h c = h e + f(v, g)

[0066] where h c is the physical height of the headlight, h e is the eye height, and f(v, g) is a linear or non-linear combined function of the vehicle speed v and the road slope g, and the function parameters are determined by on-vehicle calibration and are used to dynamically correct the physical height of the headlight;

[0067] The adjustment of the physical height of the headlight can adjust the physical installation position of the headlight through the servo motor 141 in the electric actuator 14 to adapt to the height of the driver and the dynamic state of the vehicle, and ensure that the headlight height matches the visual field requirements of the driver.

[0068] The formula for the projection height adjustment of the beam is as follows:

[0069] H = H 0 + k 1 · HeadHeight + k 2 · RoadSlope

[0070] where H is the projection height of the beam, H 0is the base beam height, HeadHeight is the head position, RoadSlope is the road slope, k 1 , k 2 is the adjustment coefficient, used to balance the influence weights of different factors;

[0071] The adjustment of the beam projection height can be carried out through the mirror in the electric actuator 14, dynamically changing the projection position of the beam on the road to ensure that the beam covers the key visual field area of the driver.

[0072] The beam angle adjustment unit 132 includes two parts: beam vertical angle adjustment and beam horizontal angle adjustment;

[0073] The formula for beam vertical angle adjustment is as follows:

[0074] θ v = θ s + k 3 ·RoadSlope

[0075] where, θ v is the beam vertical angle, θ s is the line-of-sight angle, RoadSlope is the road slope, k 3 is the adjustment coefficient; the adjustment of the beam vertical angle is to dynamically adjust the vertical angle of the beam according to the driver's line-of-sight angle and the road slope to ensure that the beam direction is consistent with the key area observed by the driver.

[0076] The formula for beam horizontal angle adjustment is as follows:

[0077] θ h = θ s + k 4 ·TurnAngle

[0078] where, θ h is the beam horizontal angle, θ s is the line-of-sight angle, TurnAngle is the turning angle, k 4 is the adjustment coefficient; the adjustment of the beam horizontal angle is to adjust the horizontal angle of the beam in real time according to the driver's line-of-sight direction and the turning angle of the vehicle to ensure that the beam direction is consistent with the road curvature.

[0079] The formula for beam width adjustment of the beam width adjustment unit 133 is as follows:

[0080] W = W 0 + k 5 ·S + k 6 ·v + k 7 ·RoadWidth + k 8 ·LightIntensity

[0081] Among them, W is the beam width, W 0 is the basic beam width, S is the shoulder width, v is the vehicle speed, RoadWidth is the road width, LightIntensity is the ambient light intensity, k 5 ,k 6 ,k 7 ,k 8 is an adjustment coefficient, which is used to balance the influence weights of different parameters on the beam width. The beam width adjustment unit 133 dynamically adjusts the beam width according to the driver's body shape characteristics such as shoulder width, the vehicle's dynamic state such as speed, and natural environment information, ensuring that the beam covers the driver's key field of vision while avoiding interference to other road users caused by an overly wide beam.

[0082] In some embodiments, the headlight adjustment module 13 further includes a dynamic feedback adjustment unit, which is used to feedback and adjust the headlight adjustment parameters according to the driver's visual comfort, and further adjust the headlight adjustment parameters through the monitoring and correction of the beam adjustment effect.

[0083] Specifically, the headlight adjustment module 13 further includes a dynamic feedback adjustment unit, which can dynamically analyze the key areas in the driver's field of vision, such as the road center and the edges on both sides, and ensure the light coverage of the key areas by adjusting the angle, width, and intensity of the beam, while avoiding glare interference to other road users. And the system adopts a dynamic feedback mechanism to optimize the headlight adjustment strategy and makes real-time adjustments in the following ways:

[0084] 1) Driver feedback: Adjust the intensity and coverage range of the beam according to the driver's visual comfort feedback;

[0085] 2) Sensor information collection: Combine the road information (such as road slope, ambient light intensity) and vehicle dynamic state (such as acceleration, turning angle) collected in real time to optimize the height, angle, and width of the beam;

[0086] 3) Closed-loop control: The central control unit monitors and corrects the beam adjustment effect in real time to ensure that the system always maintains the best lighting state.

[0087] In some embodiments, the multimodal information collection module 11 includes a driver body shape characteristic collection unit, which is used to collect the driver's body part information, where the body part information at least includes the basic body shape characteristic information in the initial stage and the dynamic body shape characteristic information in the driving stage.

[0088] Specifically, a dual-view camera can be used to collect information on the driver's body parts. In the initial stage, from the moment the driver opens the car door to fastening the seat belt and gripping the steering wheel, basic body shape feature information such as the driver's height, shoulder width, and sitting posture is collected; during the driving stage, the dual-view camera continuously monitors the driver's dynamic body shape feature information, such as the line-of-sight angle, head position, and behavior state, providing dynamic data support for headlight adjustment.

[0089] In a specific application scenario of this Embodiment 1, as Figure 3 shown, the driver body shape analysis module 12 includes:

[0090] An image processing unit 121, which is used to perform image preprocessing on the basic feature information and then extract the key feature points of the image, and calculate the key body shape parameters of the driver according to the key feature points;

[0091] A dynamic parameter update unit 122, which is used to update and adjust the key body shape parameters according to the dynamic characteristic feature information during the driving stage.

[0092] Specifically, the dual-view camera module captures the basic body shape feature information of the driver's key body parts (such as the head, shoulders, and upper body) when the driver enters the vehicle. In the initial stage, the complete body shape information of the driver is collected, including the body shape changes during the dynamic process from opening the car door to gripping the steering wheel.

[0093] Then, image preprocessing is performed on the basic feature information, including background separation, pose correction, and feature point calibration; computer vision algorithms are used to extract the key feature points of the driver, such as the head position, shoulder width, sitting posture angle, etc. According to the extracted feature points, the key body shape parameters of the driver are calculated, including the driver's eye height, head position, line-of-sight angle, shoulder width, sitting posture angle, etc. During the vehicle driving process, the dynamic characteristic feature information of the driver, such as the head position and sitting posture changes, is continuously monitored, and the key body shape parameters are updated; when there are significant changes in the driver's sitting posture or head position, such as adjusting the seat, experiencing fatigue tilt, etc., the key body shape parameters are re-analyzed and adjusted.

[0094] The key body shape parameters adjusted in real-time dynamically are sent to the headlight adjustment module 13 to generate headlight adjustment parameters, and then the height, beam angle, width, etc. of the headlights are adjusted.

[0095] In some embodiments, the multi-modal information collection module 11 includes a vehicle dynamic state collection unit, and the vehicle dynamic state collection unit is used to collect vehicle dynamic information.

[0096] Specifically, the vehicle dynamic state collection unit may include various sensors for collecting vehicle dynamic information. Optionally, the vehicle speed can be obtained through an on-vehicle speed sensor, and the vehicle acceleration can be obtained through an inertial measurement unit.

[0097] In some embodiments, the multimodal information acquisition module 11 includes a natural environment information acquisition unit, which is used to acquire natural environment information.

[0098] Specifically, the natural environment information acquisition unit may include various sensors for acquiring natural environment information. Optionally, the road width can be calculated in real time through a lane line sensor; the ambient light intensity can be obtained by analyzing the brightness of the light sensor or camera image.

[0099] In some embodiments, as Figure 4 shown, the electric actuator 14 includes a servo motor 141 and a mirror adjuster 142. The servo motor 141 is used to adjust the physical height and beam horizontal angle of the vehicle lamp, and the mirror adjuster 142 is used to adjust the beam projection height, beam vertical angle and beam width.

[0100] Specifically, the electric actuator 14 dynamically performs the adjustment operations of the vehicle lamp height (including the physical height and beam projection height of the vehicle lamp), beam angle (including beam vertical and horizontal angles), and beam width according to the vehicle lamp adjustment parameters, so as to ensure that the vehicle lamp adjustment can meet the real-time vision optimization needs of the driver and improve the road lighting effect at the same time.

[0101] The electric actuator 14 includes a servo motor 141 and a mirror adjuster 142, specifically as follows:

[0102] 1) Servo motor 141

[0103] a) Adjustment of the physical height of the vehicle lamp: The vertical lifting of the vehicle lamp is adjusted through a mechanical transmission device, and the physical installation height of the vehicle lamp is dynamically adjusted to adapt to the driver's height and vehicle dynamic requirements such as road slope changes, ensuring that the physical height of the vehicle lamp meets the basic needs of the driver's vision.

[0104] b) Adjustment of the beam horizontal angle: The horizontal angle of the vehicle lamp is adjusted through rotational movement to ensure that the beam irradiation direction is consistent with the driver's observation area. Especially when the vehicle turns or the road curvature changes, the beam direction of the vehicle lamp is dynamically optimized.

[0105] 2) Mirror adjuster 142

[0106] a) Adjustment of the beam projection height: By dynamically adjusting the angle of the mirror, the projection height of the beam on the road is changed to cover the driver's key vision areas, such as obstacles in front of the road, uphill and downhill roads, etc., ensuring that the beam projection height always adapts to the driver's head position and observation needs.

[0107] b) Vertical beam angle adjustment: Dynamically adjust the vertical angle of the beam to adapt to the driver's line of sight angle and road gradient, ensuring that the beam can accurately cover the driver's key field of view; Dynamically adjust the horizontal angle of the beam to adapt to the vehicle's turning angle and road curvature, ensuring that the beam direction is consistent with the road.

[0108] c) Beam width adjustment: Dynamically change the beam width by adjusting the shape or angle of the reflector to ensure that the beam accurately covers the driver's key field of view, such as the edges and center of both sides of the road, while avoiding glare to other road users (such as oncoming vehicles or pedestrians).

[0109] Causing glare.

[0110] In some embodiments, the headlight adjustment module 13 further includes a user-defined function unit, which is used for the driver to independently select and adjust the adjustment strategy of the headlights. The adjustment strategy includes sensitivity, coverage range, and adjustment mode.

[0111] The sensitivity adjustment strategy includes a fast response mode and a smooth response mode. The headlights in the fast response mode adjust quickly according to the changes of the driver and the environment, which is suitable for high-speed driving. The headlights in the smooth response mode adjust more slowly and smoothly, which is suitable for urban driving or long-distance travel.

[0112] The beam coverage range adjustment strategy includes a wide beam mode and a narrow beam mode. The wide beam mode increases the lateral lighting range for enhancing the environmental perception during night driving. The narrow beam mode concentrates the beam intensity to a long distance for highway or long-distance lighting requirements.

[0113] The adjustment mode adjustment strategy includes an automatic mode, a manual mode, and a preset mode. In the automatic mode, the headlights are automatically adjusted according to the system calculation results. In the manual mode, the driver has full control over the headlight parameters. In the preset mode, specific adjustment strategies are applied according to the driving scenarios selected by the driver.

[0114] Through the user-defined function, the flexibility of the headlight system is improved, enabling it to meet the personalized needs of the driver in different driving scenarios. The adjustment strategies of the user-defined function unit generally adapt to various adjustment coefficients in the headlight adjustment module 13, such as k 1 , k 2 , k 3 , k 4 , k 5 , k 6 , k 7 , k 8 . By adjusting the values of these coefficients, the values of the headlight adjustment parameters are affected, thereby adaptively adjusting the height, beam angle, and width of the headlights, etc.

[0115] In other embodiments, the headlight adjustment module 13 further includes an interactive control functional unit, which can be used to adjust the headlight adjustment parameters through the in-vehicle touch screen or voice control, enabling the driver to operate conveniently without affecting driving safety.

[0116] In the above embodiments, for different driving scenarios, driver states, and environmental conditions, the system can perform adaptive adjustments as follows:

[0117] 1) Scenario adaptive adjustment

[0118] a) High-speed driving: Narrow the beam width to improve the brightness concentration of the long-distance beam; optimize the beam angle to cover the long-distance road area.

[0119] b) Urban driving: Expand the beam width to cover the left and right lanes and enhance the environmental perception ability; adjust the beam angle to avoid dazzling the vehicles and pedestrians ahead.

[0120] c) Complex roads (such as turning, uphill and downhill): Dynamically adjust the vertical and horizontal angles of the beam to ensure that the beam direction matches the road curvature and gradient.

[0121] 2) Driver state adaptive adjustment

[0122] a) When the driver's head position changes significantly (such as sitting posture adjustment, fatigue tilt), the projection height and angle of the beam are updated in real time;

[0123] b) When the driver's line-of-sight angle changes, the beam direction is dynamically adjusted to cover the observation area.

[0124] 3) Environmental condition adaptive adjustment

[0125] a) Low-light environment (such as at night, in a tunnel): Increase the beam intensity and expand the beam width to ensure a clear view for the driver;

[0126] b) High-light environment (such as during the day): Appropriately reduce the beam brightness to save energy;

[0127] c) Narrow road scenario: Dynamically narrow the beam width according to the road width to avoid disturbing other road users.

[0128] 4) User-defined adjustment

[0129] a) The user can customize the sensitivity, coverage range, and dynamic adjustment mode of the beam through the in-vehicle touch screen or voice commands according to personal needs;

[0130] b) Provide a quick response mode and a smooth response mode for the user to choose to adapt to different driving styles.

[0131] The embodiments of the present application combine the driver's body shape characteristics, vehicle dynamic state, and natural environment information to achieve adaptive adjustment of the height, angle, and beam width of vehicle lights, accurately covering the driver's field of vision, significantly improving driving safety and comfort. The system's real-time response ability and closed-loop optimization mechanism enable it to adapt to complex and changing driving scenarios while reducing interference to other road users.

[0132] Compared with the prior art, the embodiments of the present application have the following advantages:

[0133] 1) Personalized adaptation: Based on the driver's body shape characteristics and behavior state, accurately analyze the driver's needs, and dynamically adjust the vehicle light parameters to solve the problem that the prior art is difficult to meet individual differences.

[0134] 2) Real-time response: Combining the vehicle dynamic state and natural environment information, the vehicle lights achieve dynamic optimization in various driving scenarios to ensure clear vision and road safety.

[0135] 3) Efficient closed-loop adjustment: Through the feedback mechanism, monitor the adjustment effect in real time, quickly respond to the driver's state and environmental changes, and improve the accuracy of vehicle light adjustment.

[0136] 4) Light pollution control and energy saving: Intelligently adjust the beam width and brightness to avoid glare and interfere with other road users, while reducing energy consumption.

[0137] 5) Flexible interaction experience: Support users to customize the adjustment mode, combine automatic adjustment and manual control, and provide a user-friendly operation experience.

[0138] Next, specific application scenarios of this embodiment will be listed. Taking the night driving on a long downhill section and continuous curves on a highway as an example, it shows how the system realizes the closed-loop control of intelligent vehicle light adaptive adjustment.

[0139] Scenario setting: The driver's height is 178 cm, the eye height h e = 1.35 m, the shoulder width S = 48 cm, and the head position offset △H = +0.1 m (forward tilt); the road width is 3.5 m, the road slope g = -8° (downhill), the environmental light intensity is 4 lux; the vehicle speed v = 100 km / h, the right steering angle TurnAngle = 40°, and the longitudinal acceleration a = -0.2g (downhill deceleration); the system preset mode is the highway fast response mode, and the coefficients k 1 = 0.5, k 2 = 0.3, k 3 = 0.8, k 4 = 0.7, k 5 = 0.2, k 6 = -0.1, k 7 = 0.25, k 8=-0.15.

[0140] The headlight physical height adjustment function f(v, g) is used to quantify the combined effect of vehicle speed v (unit: km / h) and road slope g (unit: degree) on the headlight physical height. Its design needs to meet the following conditions:

[0141] 1. Speed sensitivity: When the vehicle speed increases, the function output value increases positively to improve the long-distance road lighting ability.

[0142] 2. Slope compensation:

[0143] When going uphill (g > 0), the function output value is corrected negatively to suppress the glare risk caused by excessive headlight lifting.

[0144] When going downhill (g < 0), the function output value is corrected positively to compensate for the downward shift of the driver's field of view.

[0145] 3. Calibratability: The coefficients in the function need to be calibrated through real vehicle tests to meet the lighting requirements and safety regulations of different vehicle models.

[0146] Next, the following corresponding adjustments are made to each unit in the headlight adjustment module 13:

[0147] 1. Headlight height adjustment

[0148] a) Headlight physical height adjustment

[0149] Formula: h c = h e + f(v, g) (define f(v, g) = 0.02v + 0.6g)

[0150] Calculation: h c = 1.35 + (0.02 × 100 + 0.6 × (-8)) = 1.35 + (2 - 4.8) = -1.45 m

[0151] Execution: The negative value of the headlight physical height is illegal, triggering the safety constraint mechanism: force h c ≥ 0.8 m (the lowest vehicle design height); the downward pressure angle of the reflector increases by 15%. Thus, the servo motor 141 fixes the headlight at the lowest height of 0.8 m; additional downward pressure compensation of the reflector: the beam projection height is reduced by 2.25 m.

[0152] b) Beam projection height adjustment

[0153] Formula: H = H 0 + k 1 ·HeadHeight + k 2 ·RoadSlope (H 0 = 0.6 m)

[0154] Parameter acquisition: HeadHeight = h e +ΔH = 1.35 + 0.1 = 1.45m, RoadSlope = -8° (downhill)

[0155] Calculation: H = 0.6 + 0.5×1.45 + 0.3×(-8) = 0.6 + 0.725 - 2.4 = -1.075m

[0156] Execution: A negative value for the beam projection height means that the center point of the beam needs to be placed behind the vehicle head, which conflicts with the safety strategy. The system forcibly restricts H≥0m, activates the beam splitting compensation, and the main beam maintains H = 0m (10m in front of the vehicle head on the ground); the auxiliary beam generates H = -1.075m (5m behind the vehicle head, intensity 30%)

[0157] 2. Beam angle adjustment

[0158] a) Vertical angle adjustment

[0159] Formula: θ v = θ s + k 3 ·RoadSlope

[0160] Parameter acquisition: Driver's line of sight angle θ s = -3° (natural downward view when going downhill), RoadSlope = -8°

[0162] Calculation: θ v = -3° + 0.8×(-8°) = -3° - 6.4° = -9.4°

[0163] Execution: The mirror is pressed down by 9.4° to make the center line of the beam point to the front lower part of the vehicle head. If θ s (θ v = 0 + (-6.4°) = -6.4°) is ignored, the beam will not be able to cover the actual observation area of the driver.

[0164] b) Horizontal angle adjustment

[0165] Formula: θ h = θ s + k 4 ·TurnAngle

[0166] Parameter acquisition: The driver's head is tilted to the right due to observing the curve → θ s = +5° (horizontal right deviation angle), TurnAngle = 40° (right turn)

[0167] Calculation: θ h = 5° + 0.7×40° = 5° + 28° = 33° (right deviation)

[0168] Execution: The vehicle headlight turns horizontally to the right by 33°, of which 28° is driven by the vehicle steering angle (k 4 = 0.7), and 5° compensates for the driver's head deflection.

[0169] 3. Beam width adjustment

[0170] Formula: W = W 0 + k 5 ·S + k 6 ·v + k 7 ·RoadWidth + k 8 ·LightIntensity

[0171] Calculation:

[0172] W 0 = 10°, k 5 = 0.2, k 6 = -0.1, k 7 = 0.25, k 8 = -0.15

[0173] W = 10 + 0.2×48 + (-0.1)×100 + 0.25×3.5 + (-0.15)×4

[0174] W = 10 + 9.6 - 10 + 0.875 - 0.6 = 9.875°

[0175] Key impact analysis: Shoulder width S = 48cm → +9.6° (main expansion factor); vehicle speed v = 100km / h → -10° (significant narrowing), the narrowing at high speed offsets the need for shoulder width expansion.

[0176] User intervention: The driver manually switches to the "wide shoulder priority mode": k 5 changes from 0.2 to 0.3.

[0177] Recalculation: W = 10 + 0.3×48 - 10 + 0.875 - 0.6 = 10 + 14.4 - 10 + 0.875 - 0.6 = 14.675°

[0178] Execution: The beam width of the vehicle headlight is 14.675°.

[0179] Next, the closed-loop control verification of the system is carried out:

[0180] Event: An oncoming truck approaches (light intensity suddenly increases to 50 lux)

[0181] 1. Forced intervention: The LightIntensity term in the beam width formula takes effect:

[0182] ΔW = k 8·ΔLight = -0.15×(50 - 4) = -6.9°

[0183] W = 14.675 - 6.9 = 7.775°

[0184] 2. Height linkage: Physical height h c Decreases from 0.8 m to 0.6 m (the lowest value allowed by safety constraints), and the projection height H = 0 m remains unchanged.

[0185] 3. Driver feedback: The eye tracker detects frequent squinting → The central control unit reduces the beam intensity by 15%.

[0186] Formula application integrity verification table:

[0187]

[0188] Through the application in this scenario, the closed-loop control of the intelligent vehicle headlight adaptive adjustment system can be achieved.

[0189] It should be noted that those skilled in the art can clearly understand that, for the convenience and simplicity of description, only the above-mentioned division of each functional unit and module is used as an example. In actual applications, the above functions can be allocated to different functional units and modules according to needs, that is, the internal structure of the device is divided into different functional units or modules to complete all or part of the functions described above. Each functional unit and module in the embodiment can be integrated into a processing unit, or each unit can exist physically alone, or two or more units can be integrated into one unit. The above integrated unit can be implemented in the form of hardware or in the form of a software functional unit. In addition, the specific names of each functional unit and module are only for the convenience of mutual distinction and do not limit the protection scope of this application. The specific working processes of the units and modules in the above system can refer to the corresponding processes in the foregoing method embodiments and will not be elaborated here.

[0190] Please refer to Figure 5 , Figure 5 which is a schematic flowchart of an implementation manner of an intelligent vehicle headlight adaptive adjustment method of this application. The method includes:

[0191] S11: Real-time collect the driver's body part information, vehicle dynamic state information, and natural environment information;

[0192] S12: Obtain the driver's key body type parameters according to the driver's body part information;

[0193] S13: Generate headlight adjustment parameters based on the driver's key body parameters, vehicle dynamic state information, and natural environment information, where the headlight adjustment parameters at least include the adjustment parameters for headlight height, beam angle, and beam width;

[0194] S14: Dynamically adjust the headlight height, beam angle, and beam width according to the headlight adjustment parameters.

[0195] Please refer to Figure 6 , Figure 6 FIG. is a schematic hardware structure diagram of an embodiment of the electronic device of the present application. The device includes: a processor and a memory storing computer program instructions; when the processor executes the computer program instructions, the corresponding processes of the foregoing method embodiments are implemented.

[0196] The electronic device may include a processor 601 and a memory 602 storing program instructions.

[0197] When the processor 601 executes the program, the steps in any of the foregoing method embodiments are implemented.

[0198] Exemplarily, the program may be divided into one or more modules / units. One or more modules / units are stored in the memory 602 and executed by the processor 601 to complete the present application. One or more modules / units may be a series of program instruction segments capable of performing specific functions, and the instruction segments are used to describe the execution process of the program in the device.

[0199] Specifically, the foregoing processor 601 may include a central processing unit (CPU), or an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of the present application.

[0200] The memory 602 may include a mass storage for data or instructions. By way of example and not limitation, the memory 602 may include a hard disk drive (HDD), a floppy disk drive, a flash memory, an optical disk, a magneto-optical disk, a magnetic tape, or a universal serial bus (USB) drive, or a combination of two or more of these. In a suitable case, the memory 602 may include a removable or non-removable (or fixed) medium. In a suitable case, the memory 602 may be internal or external to the integrated gateway disaster recovery device. In a specific embodiment, the memory 602 is a non-volatile solid state memory.

[0201] The memory may include a read-only memory (ROM), a random access memory (RAM), a magnetic disk storage medium device, an optical storage medium device, a flash memory device, an electrical, optical, or other physical / tangible memory storage device. Thus, generally, the memory includes one or more tangible (non-transitory) readable storage media (e.g., memory devices) encoded with software including computer-executable instructions, and when the software is executed (e.g., by one or more processors), it is operable to perform the corresponding processes of the foregoing method embodiments.

[0202] The processor 601 realizes the method in the above embodiments by reading and executing the program instructions stored in the memory 602.

[0203] In one example, the electronic device may further include a communication interface 603 and a bus 610. Among them, the processor 601, the memory 602, and the communication interface 603 are connected through the bus 610 to complete communication with each other.

[0204] The communication interface 603 is mainly used to realize the communication between the modules, devices, units, and / or devices in the embodiments of the present application.

[0205] The bus 610 includes hardware, software, or both, and couples the components of the online data flow charging device to each other. By way of example and not limitation, the bus may include an Accelerated Graphics Port (AGP) or other graphics bus, an Enhanced Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), a HyperTransport (HT) interconnect, an Industry Standard Architecture (ISA) bus, an InfiniBand interconnect, a Low Pin Count (LPC) bus, a memory bus, a MicroChannel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local (VLB) bus, or other suitable buses or a combination of two or more of these. In a suitable case, the bus 610 may include one or more buses. Although the embodiments of the present application describe and illustrate specific buses, the present application contemplates any suitable bus or interconnect.

[0206] In addition, in combination with the processes of the foregoing method embodiments, the embodiments of the present application may be implemented by providing a storage medium. Program instructions are stored on the storage medium; when the program instructions are executed by a processor, the method in the above embodiments is realized.

[0207] The embodiments of the present application further provide a chip, which includes a processor and a communication interface. The communication interface is coupled to the processor. The processor is used to run programs or instructions to realize the various processes of the above method embodiments, and can achieve the same technical effects. To avoid repetition, it will not be elaborated here.

[0208] It should be understood that the chip mentioned in the embodiments of the present application may also be referred to as a system-on-chip, system chip, chip system, or system-on-a-chip, etc.

[0209] The embodiments of the present application provide a computer program product, which is stored in a storage medium and executed by at least one processor to implement each process of the above method embodiments, and can achieve the same technical effects. To avoid repetition, it will not be elaborated here.

[0210] It should be clear that the present application is not limited to the specific configurations and processes described above and shown in the figures. For the sake of brevity, the detailed description of known methods is omitted here. In the above embodiments, several specific steps are described and shown as examples. However, the method process of the present application is not limited to the specific steps described and shown. Those skilled in the art can make various changes, modifications, and additions, or change the order between steps after understanding the spirit of the present application.

[0211] The functional modules shown in the above block diagrams can be implemented as hardware, software, firmware, or a combination thereof. When implemented in hardware, it can be, for example, an electronic circuit, an application-specific integrated circuit (ASIC), appropriate firmware, a plug-in, a functional card, etc. When implemented in software, the elements of the present application are programs or code segments used to perform the required tasks. The program or code segment can be stored in a machine-readable medium or transmitted via a data signal carried in a carrier wave on a transmission medium or a communication link. "Machine-readable medium" can include any medium capable of storing or transmitting information. Examples of machine-readable media include electronic circuits, semiconductor memory devices, ROM, flash memory, erasable ROM (EROM), floppy disks, CD-ROMs, optical discs, hard disks, fiber media, radio frequency (RF) links, etc. The code segment can be downloaded via a computer network such as the Internet, intranet, etc.

[0212] It should also be noted that the exemplary embodiments mentioned in the present application describe some methods or systems based on a series of steps or devices. However, the present application is not limited to the order of the above steps, that is, the steps can be executed in the order mentioned in the embodiments, or different from the order in the embodiments, or several steps can be executed simultaneously.

[0213] Aspects of the present disclosure have been described above with reference to the flowcharts and / or block diagrams of methods, apparatuses (systems), and program products according to embodiments of the present disclosure. It should be understood that each block in the flowchart and / or block diagram, and the combinations of blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device to produce a machine, such that the instructions executed by the processor of the computer or other programmable data processing device enable the implementation of the functions / actions specified in one or more blocks of the flowchart and / or block diagram. Such a processor can be, but is not limited to, a general-purpose processor, a special-purpose processor, a special application processor, or a field programmable logic circuit. It should also be understood that each block in the block diagram and / or flowchart, and the combinations of blocks in the block diagram and / or flowchart, can also be implemented by dedicated hardware that performs the specified functions or actions, or can be implemented by a combination of dedicated hardware and computer instructions.

[0214] The above are only specific embodiments of the present application. Those skilled in the art can clearly understand that for the convenience and brevity of description, the specific working processes of the systems, modules, and units described above can refer to the corresponding processes in the foregoing method embodiments, and will not be elaborated herein. It should be understood that the protection scope of the present application is not limited thereto. Any person skilled in the art can easily think of various equivalent modifications or substitutions within the technical scope disclosed in the present application, and these modifications or substitutions should all be covered by the protection scope of the present application.

Claims

1. An intelligent vehicle light adaptive adjustment system, characterized in that: The system includes: A multimodal information acquisition module, which is used to collect the driver's body part information, vehicle dynamic state information and natural environment information in real time; A driver body shape analysis module, the driver body shape analysis module is used to obtain the driver's key body shape parameters according to the driver's body part information; A headlight adjustment module, the headlight adjustment module is used to generate headlight adjustment parameters according to the key body parameters of the driver, the vehicle dynamic state information and the natural environment information, wherein the headlight adjustment parameters at least include adjustment parameters of headlight height, beam angle and beam width; An electric actuator is used to dynamically adjust the height, beam angle and beam width of the headlight according to the headlight adjustment parameters.

2. The intelligent vehicle light adaptive adjustment system according to claim 1, characterized in that: The key body parameters of the driver include the driver's eye height, head position, sight angle and shoulder width; the vehicle dynamic state information includes vehicle speed and turning angle; the natural environment information includes road width, road slope and ambient light intensity; the headlight adjustment module includes a headlight height adjustment unit, a beam angle adjustment unit and a beam width adjustment unit; The headlight height adjustment unit includes two parts: headlight physical height adjustment and light beam projection height adjustment; The physical height adjustment formula of the headlight is as follows: h c =h e +f(v,g) Among them, h c is the physical height of the headlight, h e is the eye height, f(v,g) is a linear or nonlinear combination function of the vehicle speed v and the road slope g, the function parameters are determined by actual vehicle calibration and are used to dynamically correct the physical height of the headlight; The beam projection height adjustment is based on the following formula: H=H0+k1·HeadHeight+k2·RoadSlope Wherein, H is the beam projection height, H0 is the basic beam height, HeadHeight is the head position, RoadSlope is the road slope, k1 and k2 are adjustment coefficients used to balance the influence weights of different factors; The beam angle adjustment unit includes two parts: a beam vertical angle adjustment part and a beam horizontal angle adjustment part; The beam vertical angle adjustment is based on the following formula: i v =θ s +k3·RoadSlope Among them, θ v is the vertical angle of the beam, θ s is the sight angle, RoadSlope is the road slope, and k3 is the adjustment coefficient; The beam horizontal angle adjustment is based on the following formula: i h =θ s +k4·TrunAngle Among them, θ h is the horizontal angle of the beam, θ s is the sight angle, TurnAngle is the turning angle, and k4 is the adjustment coefficient; The beam width adjustment unit adjusts the beam width according to the following formula: W=W0+k5·S+k6·v+k7·RoadWidth+k8·LightIntensity Wherein, W is the beam width, W0 is the basic beam width, S is the shoulder width, v is the vehicle speed, RoadWidth is the road width, LightIntensity is the ambient light intensity, k5, k6, k7, k8 are adjustment coefficients used to balance the influence weights of different parameters on the beam width.

3. The intelligent vehicle light adaptive adjustment system according to claim 2, characterized in that: The headlight adjustment module further includes a dynamic feedback adjustment unit, which is used to adjust the headlight adjustment parameters according to the driver's visual comfort feedback, and further adjust the headlight adjustment parameters by monitoring and correcting the light beam adjustment effect.

4. The intelligent vehicle light adaptive adjustment system according to claim 2, characterized in that: The electric actuator includes a servo motor and a reflector adjuster. The servo motor is used to adjust the physical height of the headlight and the horizontal angle of the light beam. The reflector adjuster is used to adjust the projection height of the light beam, the vertical angle of the light beam and the width of the light beam.

5. The intelligent vehicle light adaptive adjustment system according to claim 2, characterized in that: The multimodal information acquisition module includes a driver body feature acquisition unit, which is used to collect body part information of the driver, wherein the body part information at least includes basic body feature information in the initial stage and dynamic body feature information in the driving stage.

6. The intelligent vehicle light adaptive adjustment system according to claim 5, characterized in that: The driver body shape analysis module comprises: An image processing unit, configured to extract key feature points of the image after performing image preprocessing on the basic feature information, and calculate the key body shape parameters of the driver according to the key feature points; A dynamic parameter updating unit is used to update and adjust the key body shape parameters according to the dynamic characteristic feature information during the driving stage.

7. The intelligent vehicle light adaptive adjustment system according to claim 1, characterized in that: The multimodal information acquisition module includes a vehicle dynamic state acquisition unit, and the vehicle dynamic state acquisition unit is used to acquire the vehicle dynamic information.

8. The intelligent vehicle light adaptive adjustment system according to claim 1, characterized in that: The multimodal information acquisition module includes a natural environment information acquisition unit, and the natural environment information acquisition unit is used to acquire the natural environment information.

9. The intelligent vehicle light adaptive adjustment system according to claim 1, characterized in that: The headlight adjustment module further includes a user-defined function unit, which is used for the driver to independently select an adjustment strategy for adjusting the headlights, wherein the adjustment strategy includes sensitivity, coverage and adjustment mode; The sensitivity adjustment strategy includes a quick response mode and a smooth response mode. The headlights in the quick response mode are adjusted quickly according to changes in the driver and the environment, which is suitable for high-speed driving. The headlights in the smooth response mode are adjusted more slowly and smoothly, which is suitable for city driving or long-distance travel. The beam coverage adjustment strategy includes a wide beam mode and a narrow beam mode. The wide beam mode increases the lateral lighting range to improve environmental perception during nighttime driving, and the narrow beam mode concentrates the beam intensity to a long distance for highway or long-distance lighting needs. The adjustment mode adjustment strategy includes an automatic mode, a manual mode and a preset mode. In the automatic mode, the headlights are automatically adjusted according to the system calculation results. In the manual mode, the driver fully controls the headlight parameters. In the preset mode, a specific adjustment strategy is applied according to the driving scenario selected by the driver.

10. An intelligent vehicle light adaptive adjustment method, characterized in that: The method comprises: Collect the driver's body information, vehicle dynamic status information and natural environment information in real time; Acquiring key body parameters of the driver according to the body part information of the driver; Generating headlight adjustment parameters according to the key body parameters of the driver, the vehicle dynamic state information and the natural environment information, wherein the headlight adjustment parameters at least include adjustment parameters of headlight height, beam angle and beam width; The height, beam angle and beam width of the headlight are dynamically adjusted according to the headlight adjustment parameters.

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