A method and system for adjusting the uniformity of a strip light source

Abstract

The present application relates to a kind of bar light source uniformity adjustment method and system, the method is by reading the driving information of vehicle, driving environment information and real-time light intensity information, in combination with the configuration information of current vehicle light, the best light level of light source is predicted, and light intensity adjustment scheme is generated.On the basis of dynamic monitoring vehicle steering state, system can judge whether it needs side light beam auxiliary, and carries out temporary optimization.In addition, the present application divides bar light source into multiple independent regions, and the light intensity of each region is detected in real time, in combination with environmental information to calculate the required brightness value, to ensure that the lighting effect meets the actual demand.By comparing actual light intensity with target brightness, system can accurately adjust light, optimize the uniformity of overall light source area, and the area with problems is secondarily optimized.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle light adjustment, in particular to a strip light source uniformity adjustment method and system. BACKGROUND

[0002] With the rapid development of the automotive industry, the performance of vehicle lighting systems plays a crucial role in driving safety and comfort. Among them, strip light sources gradually become a popular choice for modern automotive lighting due to their unique lighting characteristics and flexible installation methods. However, the existing strip light source systems have many shortcomings, which affect their application effect in different driving environments.

[0003] Firstly, the traditional strip light source performs poorly in terms of lighting uniformity. Since these light sources do not effectively consider different road conditions and vehicle dynamic states during design, the lighting distribution is uneven during driving, which cannot provide consistent and stable lighting effects. In complex driving scenarios (such as turning or changing lanes), insufficient lighting or blind spots are particularly prominent, which seriously affects the driver's vision and safety.

[0004] Secondly, the strip light source system often lacks real-time monitoring and adjustment functions. In variable environmental conditions such as urban and rural areas, sunny and rainy days, the traditional system cannot quickly respond to external light intensity and road conditions, so the lighting effect cannot meet the actual needs of the driver. This poor adaptability limits the use of strip light sources in different scenarios.

[0005] In addition, the existing strip light source control system usually cannot intelligently adjust according to the dynamic information of the vehicle (such as speed, turning state, etc.), which cannot provide additional lateral light assistance when turning sharply or driving on complex roads. This lack of flexibility in design makes the driver face significant safety hazards in certain situations. SUMMARY

[0006] The present application provides a strip light source uniformity adjustment method and system to solve the technical problems in the prior art.

[0007] The technical solution of the present application to solve the above technical problems is as follows: a strip light source uniformity adjustment method, the method comprising:

[0008] Reading vehicle driving information, driving environment information and real-time light intensity information, and combining the current vehicle's light configuration information, predicting the optimal light level of the light source, and generating a light intensity adjustment scheme;

[0009] Real-time monitoring of vehicle driving information, determining whether the vehicle is in a turning state, and combining the form environment information to determine whether the turning needs lateral light beam assistance, and temporarily optimizing the light intensity adjustment scheme;

[0010] The bar light source is divided into several independent areas, and the light intensity of each area is detected in real time, the required brightness value of each area is calculated by combining the driving environment information and the light intensity adjustment scheme at the current time, and is stored as a target brightness;

[0011] The actual light intensity of each area is compared with the target brightness, the adjustment amplitude of each area is calculated, the light intensity of each area is adjusted, and the light uniformity of the overall light source area is rechecked after adjustment, and the areas with problems are optimized again.

[0012] As a further scheme of the present application, the optimal light level of the light source is predicted and the light intensity adjustment scheme is generated by combining the current vehicle light configuration information, specifically including:

[0013] The driving information, driving environment information and real-time light intensity information of the vehicle are obtained, the driving information of the vehicle includes vehicle speed, steering state and acceleration, and the driving environment information includes road conditions and surrounding light conditions;

[0014] The hardware configuration of the current vehicle light and the start-stop state of each type of light are analyzed, the optimal light level is predicted by combining the driving environment information, and the optimal light source distribution map is generated;

[0015] Based on the optimal light level and the optimal light source distribution map, the light intensity adjustment scheme is generated.

[0016] As a further scheme of the present application, the optimal light level is predicted, specifically:

[0017] ;

[0018] Among them, The target light intensity, i.e. the optimal light level under the current driving scene, The ambient light intensity, The road reflectivity, The adjustment factor, The weight coefficient.

[0019] As a further scheme of the present application, whether the vehicle is in a turning state is judged, and whether the turning needs lateral light beam assistance is judged by combining the form environment information, and the light intensity adjustment scheme is temporarily optimized, specifically including:

[0020] The vehicle driving information and driving environment information are read, whether the current is in a steering state is judged by the vehicle driving information, and the steering angle is judged by combining the steering wheel angle and the road condition in the driving environment information;

[0021] If it is identified that the vehicle is currently in a turning state, an auxiliary light illumination instruction is triggered, a direction needing light beam assistance is determined based on a turning direction, and a light beam assistance range and a light beam assistance illumination angle needing to be increased are calculated in combination with a turning angle;

[0022] In combination with current real-time light intensity information, light intensity of the light beam assistance is determined, and a temporary optimization is performed on the light intensity adjustment scheme, and the optimization is cancelled after the turning is finished.

[0023] As a further scheme of the present application, the calculation of the light beam assistance range and the light beam assistance illumination angle needing to be increased in combination with the turning angle specifically comprises:

[0024] The light beam assistance range is calculated in combination with the turning angle and the turning radius:

[0025] ;

[0026] wherein, represents the light beam assistance range needing to be increased, is the turning radius, is a road condition adjustment coefficient, is a parameter obtained through driving environment information, is a basic light source illumination range, is an acceleration adjustment coefficient;

[0027] The light beam assistance illumination angle is calculated in combination with the turning radius and the turning angle:

[0028] ;

[0029] wherein, is the light beam assistance illumination angle, is a light beam height difference, i.e. a vertical height from a light beam emitting point to the ground, obtained from vehicle information, is an adjustment coefficient, is the turning angle.

[0030] As a further scheme of the present application, the strip-shaped light source is divided into a plurality of independent areas, and light intensity of each area is detected in real time, demand brightness values of each area are calculated in combination with driving environment information and a light intensity adjustment scheme at a current time, and the demand brightness values are stored as target brightness, and specifically comprising:

[0031] A three-dimensional coordinate system is established in a working area of the strip-shaped light source, and is divided into a plurality of independent light illumination areas;

[0032] Matrices are set, each matrix cell represents an independent light illumination area, and each area is allocated a unique coordinate point;

[0033] Real-time acquisition of the light intensity of each region, and obtaining the current collected driving environment information, including the current ambient light intensity and the road state obtained by the GPS map;

[0034] The demand brightness value of each region is calculated and stored as the target brightness.

[0035] As a further scheme of the present application, the demand brightness value of each region is calculated and stored as the target brightness, specifically:

[0036] For the region in the coordinate system , the demand brightness value :

[0037] ;

[0038] Wherein, is a constant, representing the minimum light intensity requirement, represents the current road state;

[0039] is the influence of ambient light and road state, is the influence of the steering angle and the beam auxiliary range:

[0040] ;

[0041] Wherein, represents the maximum value of the ambient light, represents the attenuation coefficient of the road state on the light demand;

[0042] ;

[0043] Wherein, is the influence coefficient of the steering angle on the demand brightness, is the attenuation coefficient of the beam height difference;

[0044] The coordinate points of each region are traversed using double-layer loops to generate a demand brightness matrix :

[0045] .

[0046] As a further scheme of the present application, the actual light intensity of each region is compared with the target brightness, the adjustment amplitude of each region is calculated, and the light intensity of each region is adjusted, and after the adjustment, the light uniformity of the overall light source region is rechecked, and the regions with problems are optimized again, specifically including:

[0047] Compare the actual light intensity of each region with the target brightness of the region, determine whether there is a region with unmatched light intensity, that is:

[0048] ;

[0049] wherein, represents the current actual light intensity data, is the light intensity difference value;

[0050] Record the adjustment requirement of each region, if , it indicates that the light is insufficient; if , it indicates that the light is excessive;

[0051] For the region with unmatched light intensity, calculate the light adjustment amplitude , and update the light intensity value of each region according to the light adjustment amplitude;

[0052] After adjustment, calculate the overall light uniformity index and set the index threshold value, determine whether there is a region below the index threshold value, and perform secondary optimization.

[0053] As a further scheme of the present application, the calculation of the overall light uniformity index is specifically:

[0054] ;

[0055] wherein, is the uniformity index, and are the minimum light intensity and the maximum light intensity of all regions respectively;

[0056] If the uniformity index is lower than the index threshold value, it indicates that there is a region that needs to be optimized.

[0057] Another object of the present application is to provide a bar light source uniformity adjustment system, which comprises:

[0058] A light intensity adjustment scheme generation module is used to read vehicle driving information, driving environment information and real-time light intensity information, and combine the current vehicle's light configuration information to predict the best light level of the light source and generate a light intensity adjustment scheme;

[0059] A light intensity adjustment scheme optimization module is used to monitor the vehicle driving information in real time, determine whether the vehicle is in a turning state, and determine whether the side light beam assistance is needed for this turning according to the form environment information, and temporarily optimize the light intensity adjustment scheme;

[0060] A target brightness calculation module is configured to divide the strip light source into several independent regions, detect the light intensity of each region in real time, combine the driving environment information and the light intensity adjustment scheme at the current time, calculate the required brightness value of each region, and store it as the target brightness.

[0061] A light uniformity rechecking module is configured to compare the actual light intensity of each region with the target brightness, calculate the adjustment amplitude of each region, adjust the light intensity of each region, recheck the light uniformity of the overall light source region after adjustment, and perform secondary optimization on the region with problems.

[0062] The beneficial effects of the present application are:

[0063] Through comprehensive real-time monitoring and intelligent decision-making, the uniformity and adaptability of vehicle lighting are greatly improved, thereby enhancing driving safety and comfort. First, the method can dynamically adjust the light source according to the driving state and environmental conditions of the vehicle, ensuring that the lighting can cover the key areas and eliminate blind spots in complex situations such as turning. This flexible light adjustment mechanism enables the driver to maintain optimal visual visibility in various driving environments.

[0064] In addition, by dividing the light source into multiple independent regions and monitoring the light intensity of each region in real time, the system can accurately calculate and adjust the brightness according to the needs of different regions, avoiding visual fatigue and safety hazards caused by uneven lighting. Whether on urban roads with large changes in lighting conditions or in dark rural areas, the system can flexibly adjust the light intensity according to the actual environment to achieve uniform lighting effects.

[0065] Finally, by comparing the actual light intensity with the target brightness in real time, the system can timely discover and correct the mismatch of light intensity, ensuring that each region can maintain the preset brightness standard. This adaptive optimization mechanism not only improves the efficiency of the light source, but also lays the foundation for future more intelligent driving technology, reflecting the significant value of the method in improving driving safety, reducing accident risks, and improving driving experience. Overall, this strip light source uniformity adjustment method represents the progress of intelligent lighting technology and provides a new solution for improving the safety and comfort of modern driving. BRIEF DESCRIPTION OF DRAWINGS

[0066] Figure 1 A flowchart of a strip light source uniformity adjustment method provided for an embodiment of the present application;

[0067] Figure 2 A flowchart of predicting the optimal light level of the light source and generating a light intensity adjustment scheme provided for an embodiment of the present application;

[0068] Figure 3A flowchart for determining whether lateral beam assistance is needed for this turn based on the combined environmental information provided in this embodiment of the invention, and temporarily optimizing the light intensity adjustment scheme;

[0069] Figure 4 A flowchart for calculating the required brightness value for each region and storing it as a target brightness, provided in an embodiment of the present invention;

[0070] Figure 5 A flowchart for adjusting the light intensity of each region and then verifying the light uniformity of the overall light source region after adjustment, provided for an embodiment of the present invention.

[0071] Figure 6 This is a structural block diagram of a bar light source uniformity adjustment system provided in an embodiment of the present invention. Detailed Implementation

[0072] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0073] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the stated features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0074] In the description of this application, the term "for example" is used to mean "used as an example, illustration, or description." Any embodiment described as "for example" in this application is not necessarily to be construed as being more preferred or advantageous than other embodiments. The following description is provided to enable any person skilled in the art to make and use the invention. Details are set forth in the following description for purposes of explanation. It should be understood that those skilled in the art will recognize that the invention can be made without using these specific details. In other instances, well-known structures and processes will not be described in detail to avoid obscuring the description of the invention with unnecessary detail. Therefore, the invention is not intended to be limited to the embodiments shown, but is consistent with the broadest scope of the principles and features disclosed in this application.

[0075] Figure 1 A flowchart of a method for adjusting the uniformity of a strip light source provided in an embodiment of the present invention is shown below. Figure 1As shown, the method includes:

[0076] S100 reads vehicle driving information, driving environment information and real-time light intensity information, and combines the current vehicle headlight configuration information to predict the optimal light level of the light source and generate a light intensity adjustment scheme.

[0077] The core of this step lies in its comprehensiveness and dynamic adaptability. By monitoring driving information such as vehicle speed, steering status, and acceleration in real time, it ensures that the light source adjustment is highly consistent with the driving state. In complex driving environments, such as sharp turns, highways, or city streets, changes in ambient lighting conditions and road conditions constantly affect driving safety. Using real-time vehicle data, the system can accurately calculate the optimal light intensity, allowing the lights to exert their maximum effectiveness in different situations.

[0078] Specifically, a formula is proposed to describe the prediction of target illumination intensity, enabling the system to flexibly adjust the target illumination intensity under the influence of multiple variables. This flexibility not only means adaptive adjustment based on changes in ambient light (such as day and night, bright and dim lighting), but also adjustment of the light intensity and direction according to differences in road reflectivity, thereby maximizing visibility. This dynamic adjustment can significantly reduce blind spots, improve nighttime driving safety, and lower the probability of accidents.

[0079] Traditional vehicle lights often rely on fixed patterns and cannot react quickly to actual driving conditions. This solution, however, uses real-time data analysis to instantly generate light intensity adjustment plans and continuously optimizes them during driving. Its innovation lies in its ability to achieve adaptive light adjustment, truly realizing "smart lighting." Furthermore, the use of a multi-layer lens system for zoned lighting results in more uniform light distribution and allows for independent monitoring and adjustment of light intensity in each area, greatly improving the accuracy and adaptability of the lighting.

[0080] This solution overcomes the limitations of traditional vehicle lights, enhancing driving safety and comfort through intelligent data processing and dynamic adjustment mechanisms, laying the foundation for the future development of intelligent driving technology. This innovation not only improves the intelligence level of vehicles but also provides new directions and ideas for autonomous driving technology and its applications.

[0081] like Figure 2 As shown, the step of combining the current vehicle's headlight configuration information to predict the optimal illumination level of the light source and generate a light intensity adjustment scheme specifically includes:

[0082] S110, acquire vehicle driving information, driving environment information and real-time light intensity information. The vehicle driving information includes: vehicle speed, steering status and acceleration; the driving environment information includes: road conditions and surrounding light conditions.

[0083] S120, analyze the current vehicle's headlight hardware configuration and the start-stop state of each type of headlight, combine the driving environment information to predict the optimal light level, and generate an optimal light source distribution map;

[0084] S130, based on the optimal light level and the optimal light source distribution map, generate a light intensity adjustment scheme.

[0085] In this step, the predicted optimal light level is specifically:

[0086] ;

[0087] wherein, represents the target light intensity, i.e. the optimal light level under the current driving scenario, is the ambient light intensity, is the road reflectivity, is the adjustment factor, is the weight coefficient.

[0088] S200, real-time monitoring of vehicle driving information, judging whether the vehicle is in a turning state, and combining the form environment information to judge whether the turning needs side light beam assistance, and temporarily optimizing the light intensity adjustment scheme;

[0089] This step ensures that the vehicle provides sufficient light when turning to improve driving safety and lighting effect. Specifically, this step first determines whether the vehicle is in a turning state by reading the vehicle's driving information (such as speed, steering state and acceleration). This judgment not only considers the steering angle, but also combines the surrounding road conditions. If the system recognizes that the vehicle is in a turning state, it will trigger the auxiliary light instruction. Next, based on the steering direction, the system calculates the range of light beam assistance and the light beam irradiation angle that needs to be increased, so as to ensure that the light covers the area required for turning.

[0090] By calculating the range of light beam assistance, it provides a clear calculation basis for light assistance when turning, making the implementation of the scheme more accurate and efficient. By combining steering angle, turning radius and road conditions, etc. Various factors effectively combine light requirements with vehicle dynamic state. The adjustment of light not only depends on static parameters, but is closely related to the real-time motion state of the vehicle.

[0091] Through this dynamic calculation, the system can adjust the illumination range of the light beam in real time according to the steering angle when the vehicle is turning. For example, when the vehicle turns with a smaller radius, the required light beam assistance range will increase accordingly to ensure that the illumination covers the blind area after turning. Conversely, if the turning radius is larger, the illumination range of the light beam can be appropriately reduced. This flexibility makes the adjustment of the light source both accurate and efficient, avoiding blind spots caused by insufficient lighting while preventing excessive illumination from interfering with other drivers.

[0092] This step can quickly respond to the real-time driving state and surrounding environment information of the vehicle, and has higher flexibility and adaptability compared to the fixed illumination mode of traditional car lights when turning. The traditional method often only relies on preset light patterns and cannot adapt to the changing driving environment. The real-time illumination adjustment realized by the intelligent algorithm not only improves the illumination uniformity when turning and avoids blind spots, but also improves the driver's visibility of the road, thereby reducing the risk of accidents.

[0093] The real-time monitoring and intelligent decision-making capability in this step makes the auxiliary function of light not only limited to simple brightness enhancement, but also combined with the dynamic characteristics of the vehicle to achieve flexible application of light. This innovative implementation can significantly improve the night driving experience and provide a safer and more efficient lighting solution for the development of future intelligent vehicles. In general, this step not only breaks through the limitations of traditional car lights in technology, but also lays a solid foundation for the popularization of intelligent driving technology.

[0094] As shown in Figure 3 , the step of determining whether the vehicle is in a turning state and determining whether the turning requires side light beam assistance in combination with the surrounding environment information, and temporarily optimizing the light intensity adjustment scheme, specifically includes:

[0095] S210, read the vehicle driving information and driving environment information, determine whether the current is in a turning state through the vehicle driving information, and determine the turning angle in combination with the steering wheel angle and the road condition in the driving environment information;

[0096] S220, if it is identified that the vehicle is currently in a turning state, trigger the auxiliary light instruction, determine the direction that requires light beam assistance based on the turning direction, and calculate the increased light beam assistance range and light beam assistance illumination angle in combination with the turning angle;

[0097] S230, determine the light intensity of the light beam assistance in combination with the current real-time light intensity information, and temporarily optimize the light intensity adjustment scheme, and cancel the optimization this time after the turning is completed.

[0098] In this step, the calculation of the increased light beam assistance range and light beam assistance illumination angle in combination with the turning angle is specifically:

[0099] Considering the combination of steering angle and turning radius, calculate the beam assist range:

[0100] ;

[0101] in, This indicates the required increase in beam assist range. The turning radius is This is a road condition adjustment factor. These are parameters obtained through driving environment information. The illumination range of the basic light source, This is the acceleration adjustment coefficient;

[0102] Calculate the beam-assisted illumination angle by combining the turning radius and the turning angle:

[0103] ;

[0104] in, To assist the beam in illuminating the angle, The beam height difference, i.e., the vertical height from the beam emission point to the ground, is obtained from vehicle information. To adjust the coefficient, This refers to the steering angle.

[0105] The S300 divides the strip light source into several independent areas and detects the light intensity of each area in real time. Combining driving environment information and the current light intensity adjustment scheme, it calculates the required brightness value for each area and stores it as the target brightness.

[0106] The core task in this step is to divide the strip light source into multiple independent zones and calculate the required brightness value for each zone in real time. This process involves a comprehensive analysis of multiple variables to ensure that the brightness of each illuminated zone meets driving requirements, thereby achieving uniform illumination.

[0107] Regarding the calculation of required brightness, for example, in cities where ambient light intensity may be strong, the demand for light sources is relatively low; while in rural or mountainous areas where ambient light may be weak, stronger light sources are needed to meet the needs of safe driving. Furthermore, if the vehicle is driving on wet or uneven roads, the system will automatically increase the light intensity to ensure driving safety (this data can be obtained in real time via the vehicle's GPS). At the same time, the set standard brightness may vary depending on regulations or safety standards; for example, the standard brightness on highways may be higher than that on city streets.

[0108] In the formula By adjusting the steering angle and light source auxiliary range, it is ensured that during the turning process, the lighting can reasonably cover the blind area after turning. When the vehicle turns, the steering angle will affect the range and intensity of the light beam. Assuming the vehicle turns at an angle of 20°, the system will calculate the corresponding auxiliary light beam range to ensure sufficient light in the area after turning. Assuming a vehicle is driving on a city road at night, the ambient light intensity is 15 lx, the current road condition is dry, the reflectivity is normal, and the standard brightness is set to 30 lx.

[0109] Through formula calculation, the required brightness may be calculated as If the vehicle turns at this time, the steering angle is 15°, and the system calculates the adjustment value of the light by .

[0110] This intelligent adjustment ensures that during the turning process, the lighting effect will not produce a blind area due to the change of angle, thereby improving the driving safety. The significant advantage lies in dynamic adaptability, real-time calculation ensures that the light adapts to different environmental changes, such as increasing the light intensity in the case of insufficient light, and reducing the light intensity in the case of sufficient light, avoiding unnecessary energy waste, and regional fine management divides the light source into independent regions, the system can adjust to the specific needs of each region, making the driving environment safer and smoother; by automatically adjusting the light direction and intensity during turning or complex situations, it ensures the visibility of the driver to the road, effectively reducing the risk of accidents.

[0111] In addition, this method lays the foundation for the further development of future intelligent driving technology, and can be combined with other sensors and intelligent systems to achieve a higher level of automation.

[0112] As shown in Figure 4 , the bar light source is divided into several independent regions, and the light intensity of each region is detected in real time, combined with driving environment information and light intensity adjustment scheme at the current time, the required brightness value of each region is calculated and stored as target brightness, specifically including:

[0113] S310, a three-dimensional coordinate system is established in the working area of the bar light source, and is divided into several independent light regions;

[0114] S320, set a matrix, each matrix cell represents an independent light region, and each region is assigned a unique coordinate point;

[0115] S330, real-time acquisition of light intensity of each region, and acquisition of current driving environment information, including current ambient light intensity and road state obtained from GPS map;

[0116] S340, calculate the demand brightness value of each region and store it as the target brightness.

[0117] In this step, the demand brightness value of each region is calculated and stored as the target brightness, specifically:

[0118] For the region in the coordinate system , calculate the demand brightness value :

[0119] ;

[0120] wherein, is a constant representing the minimum light intensity requirement, represents the current road condition;

[0121] is the influence of considering environmental light and road condition, is the influence of considering the steering angle and beam auxiliary range:

[0122] ;

[0123] wherein, represents the maximum value of environmental light, represents the attenuation coefficient of road condition on light demand;

[0124] ;

[0125] wherein, is the influence coefficient of steering angle on demand brightness, is the attenuation coefficient of beam height difference;

[0126] Use double-layer loop to traverse the coordinate points of each region to generate demand brightness matrix :

[0127] .

[0128] S400, compare the actual light intensity of each region with the target brightness, calculate the adjustment amplitude of each region, adjust the light intensity of each region, and recheck the light uniformity of the overall light source region after adjustment, and perform secondary optimization on the regions with problems.

[0129] This step compares the actual light intensity of each light region with the target brightness, calculates the adjustment amplitude of each region, and adjusts the light intensity accordingly.

[0130] First, by calculating the light intensity difference, it can be evaluated whether the light intensity of each region meets the expectation. If the difference is positive, that is, If the difference is positive, it indicates that the area is under-illuminated and the intensity needs to be increased; conversely, if the difference is negative, it indicates that the illumination is excessive and the system needs to appropriately reduce the intensity.

[0131] For example, assume that the target intensity of a certain area is 50 lx, while the actual intensity is 30 lx, and the calculation result is = 50 - 30 = 20. This indicates that the area is under-illuminated, and the system will record this information and generate an illumination adjustment instruction to increase the intensity of the area.

[0132] In processing such under-illuminated areas, the system will calculate the illumination adjustment amplitude and adjust according to the difference between the current intensity and the target intensity. The optimization of the intensity ensures that each area can reach its predetermined brightness standard, thereby eliminating the problem of blind areas and uneven illumination. For example, if the system determines that the intensity needs to be increased to 50 lx, it may instruct an increase of 20% of the intensity to ensure that the adjustment result can be re-measured and confirmed at the next evaluation.

[0133] In addition, this step also includes calculating the overall illumination uniformity index, which helps to evaluate the uniformity of the entire light source system. If the system detects that the uniformity index is lower than the set threshold, for example, 0.8, this will trigger a secondary optimization to ensure that the light source can always provide stable and uniform illumination whether in complex driving environments or in different driving states.

[0134] This step can effectively solve the problem of uneven illumination caused by changes in driving environment through real-time monitoring and dynamic adjustment. Compared with the traditional fixed mode of vehicle lights, this intelligent method can flexibly adapt to different driving conditions, ensuring that safe and efficient illumination can still be provided in sharp turns, driving on different road conditions, or in changing light conditions. This fine-tuned intensity adjustment and dynamic optimization not only improves the driving experience but also provides important support for the safety of future intelligent driving systems, marking a technological breakthrough in the field of intelligent control of vehicle lights.

[0135] As shown in , the current actual intensity of each area is compared with the target brightness, the adjustment amplitude of each area is calculated, the intensity of each area is adjusted, the illumination uniformity of the overall light source area is re-verified after adjustment, and the areas with problems are secondarily optimized, specifically including:

[0136] Figure 5

[0137] ​​​S410, compare the actual light intensity of each region with the target brightness of the region, determine whether there is a region with unmatched light intensity, that is:

[0138] ;

[0139] wherein, represents the current actual light intensity data, is the light intensity difference value;

[0140] Record the adjustment needs of each region, if , it means that the light is insufficient; if , it means that the light is excessive;

[0141] S420, for the region with unmatched light intensity, calculate the light adjustment amplitude , and update the light intensity value of each region according to the light adjustment amplitude;

[0142] S430, after adjustment, calculate the overall light uniformity index and set the index threshold, determine whether there is a region below the index threshold, and perform secondary optimization.

[0143] In this step, the calculation of the overall light uniformity index is as follows:

[0144] ;

[0145] wherein, is the uniformity index, and are the minimum light intensity and the maximum light intensity of all regions respectively;

[0146] If the uniformity index is lower than the index threshold, it means that there is a region that needs secondary optimization.

[0147] Figure 6 A structural block diagram of a bar light source uniformity adjustment system provided by an embodiment of the present application is shown in Figure 6 , which comprises:

[0148] The light intensity adjustment scheme generation module 100 is used to read the vehicle driving information, driving environment information and real-time light intensity information, and combine the current vehicle's car light configuration information to predict the best light level of the light source and generate a light intensity adjustment scheme;

[0149] The light intensity adjustment scheme optimization module 200 is used to monitor the vehicle driving information in real time, determine whether the vehicle is in a turning state, and determine whether the turning needs lateral light beam assistance combined with the form environment information, and temporarily optimize the light intensity adjustment scheme;

[0150] The target brightness calculation module 300 is configured to divide the bar light source into a plurality of independent areas, detect the illumination intensity of each area in real time, combine the driving environment information and the light intensity adjustment scheme at the current time, calculate the required brightness value of each area, and store the required brightness value as the target brightness;

[0151] The light uniformity rechecking module 400 is configured to compare the actual illumination intensity of each area with the target brightness, calculate the adjustment range of each area, adjust the illumination intensity of each area, recheck the light uniformity of the overall light source area after the adjustment, and perform secondary optimization on the area with problems.

[0152] It should be noted that in the above embodiments, the description of each embodiment has its own emphasis, and the parts not described in detail in a certain embodiment can be referred to the related description of other embodiments.

[0153] Those skilled in the art should understand that the embodiments of the present application can be provided as a method, a system, or a computer program product. Therefore, the present application can take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware aspects. Moreover, the present application can take the form of a computer program product implemented on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0154] The present application is described with reference to flowcharts and / or block diagrams of the method, device (system), and computer program product according to the embodiments of the present application. It should be understood that each flow and / or block in the flowcharts and / or block diagrams, and the combination of the flows and / or blocks in the flowcharts and / or block diagrams can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded computer, or other programmable data processing devices to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing devices produce a device that implements the functions specified in the flowcharts and / or block diagrams. Figure 1 The functions specified in one or more flows and / or blocks Figure 1 The device that implements the functions specified in one or more flows and / or blocks.

[0155] These computer program instructions can also be stored in a computer-readable storage medium that can guide the computer or other programmable data processing devices to work in a specific manner, so that the instructions stored in the computer-readable storage medium produce a manufactured product including instruction devices that implement the functions specified in the flowcharts and / or block diagrams. Figure 1 The functions specified in one or more flows and / or blocks Figure 1 The device that implements the functions specified in one or more flows and / or blocks.

[0156] These computer program instructions can also be loaded into a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart block or blocks. Figure 1 one or more flowcharts and / or blocks Figure 1 one or more flowcharts and / or blocks

[0157] Although preferred embodiments of the application have been described herein, it will be apparent to those skilled in the art that various modifications can be made within the scope of the application without departing from the spirit of the application. Accordingly, it is intended that all such possible modifications be included within the scope of the application as set forth in the following claims in which the

[0158] Obviously, numerous modifications and variations of the present application are possible in light of the above teachings. It is therefore to be understood that within the scope of the appended claims and their equivalents, the application can be practiced otherwise than as specifically described.

Claims

1. A method of adjusting the uniformity of a bar light source, characterized by, The method comprises: reading vehicle driving information, driving environment information and real-time light intensity information, and combining current vehicle light configuration information to predict optimal light level of the light source and generate optimal light source distribution map, and generating light intensity adjustment scheme based on the optimal light level and the optimal light source distribution map; real-time monitoring of vehicle driving information to determine whether the vehicle is in a turning state, if the vehicle is identified to be currently in a turning state, triggering auxiliary light instruction, determining the direction requiring beam assistance, calculating the range and angle of beam assistance to be increased, combining the current real-time light intensity information to determine the light intensity of the beam assistance, and temporarily optimizing the light intensity adjustment scheme; dividing the bar light source into several independent areas, and real-time detecting the light intensity of each area, combining the driving environment information and the light intensity adjustment scheme at the current time to calculate the required brightness value of each area and store it as the target brightness; comparing the actual light intensity of each area with the target brightness to determine whether there is a light intensity mismatched area, calculating the adjustment range of each area, adjusting the light intensity of each area, rechecking the light uniformity of the overall light source area after adjustment, and secondarily optimizing the areas with problems; the calculation of the required brightness value of each area and the storage as the target brightness, in particular: For a region in the coordinate system , the required brightness value is calculated : ； wherein, is a constant, representing the minimum light intensity requirement, represents the current road state, represents the light beam assistance range that needs to be increased, is the steering angle, is the ambient light intensity; to take into account the influence of ambient light and road conditions, to take into account the influence of steering angle and beam assistance range: ； wherein, represents a maximum value of the ambient light, represents a decay coefficient of the road state on the light demand; ； wherein, is a coefficient of influence of the steering angle on the required luminance, is a decay coefficient of the beam height difference, is a turning radius, is a beam height difference; The demand brightness matrix is generated by using double-layer circulation to traverse the coordinate points of each region : ； the comparison of the actual light intensity of each area with the target brightness of the area, the calculation of the adjustment range of each area, the adjustment of the light intensity of each area, the rechecking of the light uniformity of the overall light source area after adjustment, and the secondary optimization of the areas with problems, in particular: comparing the actual light intensity of each area with the target brightness of the area to determine whether there is a light intensity mismatched area, i.e.: ； wherein, represents the current actual light intensity data, is the light intensity difference value; Record the adjustment needs of each region, if then it indicates insufficient light; if then it indicates excessive light; For the region that does not match the light intensity, calculate the light adjustment amplitude and update the light intensity value of each region according to the light adjustment amplitude; after adjustment, calculating the overall light uniformity index and setting an index threshold to determine whether there is an area below the index threshold, and performing secondary optimization.

2. The method of claim 1, wherein, the combination of the current vehicle light configuration information to predict the optimal light level of the light source and generate the light intensity adjustment scheme, in particular: obtaining the driving information, driving environment information and real-time light intensity information of the vehicle, the driving information of the vehicle including vehicle speed, steering state and acceleration; the driving environment information including road conditions and surrounding light conditions; analyzing the current vehicle light hardware configuration and the start-stop state of each type of light, combining the driving environment information to predict the optimal light level and generate the optimal light source distribution map; generating the light intensity adjustment scheme based on the optimal light level and the optimal light source distribution map.

3. The method of claim 2, wherein, the prediction of the optimal light level, in particular: ； wherein, represents the target light intensity, i.e. the optimal light level under the current driving scenario, is the ambient light intensity, is the road reflectance, is the adjustment factor, is the weight coefficient.

4. The method of claim 3, wherein, the judgment of whether the vehicle is in a turning state, and the temporary optimization of the light intensity adjustment scheme in combination with the form environment information to determine whether the turning needs lateral beam assistance, in particular: reading the vehicle driving information and driving environment information, determining whether the current is in a turning state through the vehicle driving information, and determining the turning angle in combination with the steering wheel angle and the road condition in the driving environment information; If it is identified that the vehicle is currently in a turning state, an auxiliary light illumination instruction is triggered, a direction needing beam assistance is determined based on a turning direction, and a range needing increased beam assistance and a beam assistance irradiation angle are calculated in combination with a turning angle; In combination with current real-time light intensity information, light intensity of the beam assistance is determined, and a temporary optimization is performed on the light intensity adjustment scheme, and the optimization is cancelled after the turning is finished.

5. The method of claim 4, wherein, The calculation of the range needing increased beam assistance and the beam assistance irradiation angle in combination with the turning angle is specifically: The beam assistance range is calculated in combination with the turning radius and the turning angle: ； wherein, represents a light beam assistance range that needs to be increased, is a turning radius, is a road condition adjustment coefficient, is a parameter acquired through travel environment information, is a basic light source irradiation range, is an acceleration adjustment coefficient; The beam assistance irradiation angle is calculated in combination with the turning radius and the turning angle: ； wherein, is the light beam auxiliary irradiation angle, is the light beam height difference, i.e. the perpendicular height from the light beam emission point to the ground, obtained from the vehicle information, is the adjustment coefficient, is the steering angle.

6. The method of claim 4, wherein, The strip-shaped light source is divided into a plurality of independent regions, and the light intensity of each region is detected in real time, the required brightness value of each region is calculated in combination with driving environment information and a light intensity adjustment scheme at the current moment, and is stored as a target brightness, and specifically includes: A three-dimensional coordinate system is established in a working area of the strip-shaped light source, and is divided into a plurality of independent light regions; A matrix is set, each matrix cell represents an independent light region, and each region is assigned a unique coordinate point; The light intensity of each region is collected in real time, and the current collected driving environment information is obtained, including the current ambient light intensity and the road state obtained from the GPS map; The required brightness value of each region is calculated and stored as the target brightness.

7. The method of claim 6, wherein, The calculation of the overall light uniformity index is specifically: ； wherein, is the uniformity index, and are the minimum and maximum illumination intensity, respectively, of all regions; If the homogeneity index is lower than the index threshold, it indicates that there are areas that need to be secondarily optimized.

8. A system for adjusting the uniformity of a bar light source, characterized by The system includes: A light intensity adjustment scheme generation module is configured to read vehicle driving information, driving environment information and real-time light intensity information, and in combination with light configuration information of the current vehicle, predict the best light level of the light source, and generate a light source best distribution map, generate a light intensity adjustment scheme based on the best light level and the light source best distribution map; A light intensity adjustment scheme optimization module is configured to monitor the vehicle driving information in real time, determine whether the vehicle is in a turning state, if it is identified that the vehicle is currently in a turning state, trigger an auxiliary light illumination instruction, determine a direction needing beam assistance, calculate a range needing increased beam assistance and a beam assistance irradiation angle, in combination with current real-time light intensity information, determine light intensity of the beam assistance, and temporarily optimize the light intensity adjustment scheme; A target brightness calculation module is configured to divide the strip-shaped light source into a plurality of independent regions, and detect the light intensity of each region in real time, calculate the required brightness value of each region in combination with driving environment information and a light intensity adjustment scheme at the current moment, and store it as a target brightness; A light uniformity rechecking module is configured to compare the actual light intensity of each region with the target brightness, determine whether there is a region with unmatched light intensity, calculate the adjustment amplitude of each region for the region with unmatched light intensity, adjust the light intensity of each region, recheck the light uniformity of the overall light source region after the adjustment, and perform secondary optimization on the region with problems; The calculation of the required brightness value of each region and the storage as the target brightness are specifically: For a region in the coordinate system , the required brightness value is calculated : ； wherein, is a constant, representing the minimum light intensity requirement, represents the current road state, represents the light beam assistance range that needs to be increased, is the steering angle, is the ambient light intensity; to take into account the influence of ambient light and road conditions, to take into account the influence of steering angle and beam assistance range: ； wherein, represents a maximum value of ambient light illumination, represents a decay coefficient of road state on light demand; ； wherein, is a coefficient of influence of the steering angle on the required luminance, is a decay coefficient of the beam height difference, is a turning radius, is a beam height difference; The demand brightness matrix is generated by using double-layer circulation to traverse the coordinate points of each region : ； The method comprises the following steps: comparing the actual illumination intensity of each region with the target brightness, calculating the adjustment range of each region, adjusting the illumination intensity of each region, rechecking the illumination uniformity of the overall light source region after the adjustment, and performing secondary optimization on the region with problems. The actual illumination intensity of each region is compared with the target brightness of the region to determine whether there is a region with unmatched illumination intensity, that is: ； wherein, represents the current actual light intensity data, is the light intensity difference value; Record the adjustment needs of each region, if then it indicates insufficient light; if then it indicates excessive light; For the region that does not match the light intensity, calculate a light adjustment amplitude and update the light intensity value of each region according to the light adjustment amplitude; After the adjustment, the overall illumination uniformity index is calculated and an index threshold is set to determine whether there is a region below the index threshold, and secondary optimization is performed.

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