Adaptive high beam control method and device, storage medium and program product

Abstract

The invention provides a self-adaptive high beam control method and device, a storage medium and a program product, and relates to the technical field of vehicle lighting. The method comprises the steps that under the condition that a self-adaptive high beam is turned on, azimuth data of a second vehicle relative to a first vehicle under a high beam coordinate system under a high beam coordinate system corresponding to the self-adaptive high beam are obtained, and the azimuth data comprise the relative distance, the left side angle and the right side angle; according to the relative distance, the left side angle, the right side angle and a preset safety boundary width, the safety compensation angle of the first vehicle on the corresponding side is determined, and the safety compensation angle is used for guaranteeing that a fixed safety distance is kept between the second vehicle and the edge of a dark area formed by the self-adaptive high beam; and performing angle compensation on the left side angle and the right side angle by adopting the safety compensation angle of the first vehicle on the corresponding side so as to control the dark area range of the self-adaptive high beam. The method is used for improving the control precision of the adaptive high beam dark area and the safety of the vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicle lighting technology, and in particular to an adaptive high beam control method, device, storage medium, and program product. Background Technology

[0002] As vehicles become increasingly intelligent, adaptive high beams are becoming more and more common. Adaptive high beams can automatically adjust the range of dark areas according to the road conditions, providing good lighting for the vehicle while avoiding safety risks such as glare to surrounding vehicles.

[0003] In related technologies, the dark zone angle of the vehicle corresponding to the target vehicle is determined based on the relative distance between the vehicle and the target vehicle and the visual width of the target vehicle. A fixed angle value is then added to the dark zone angle so that the dark zone fully covers the target vehicle. The target vehicle is the vehicle in front of the vehicle that is affected by the high beam of the vehicle.

[0004] However, when using the above-mentioned technology to determine the dark area, if the distance is far, the dark area range is likely to be redundant, which narrows the driver's field of vision and is not conducive to safe driving; if the distance is close, the dark area becomes smaller, which can easily cause occasional glare and pose a safety risk to the target vehicle.

[0005] Therefore, there is an urgent need for a solution that can improve the accuracy of adaptive high beam dark zone control in order to enhance vehicle safety. Summary of the Invention

[0006] This application provides an adaptive high beam control method, device, storage medium, and program product to improve the accuracy of adaptive high beam dark area control and vehicle safety.

[0007] In a first aspect, embodiments of this application provide an adaptive high beam control method, applied to a first vehicle, comprising:

[0008] With the adaptive high beams on, the orientation data of the second vehicle relative to the first vehicle in the high beam coordinate system corresponding to the adaptive high beams is obtained. The orientation data includes relative distance, left angle, and right angle. The left angle is the angle between the line connecting the center point of the adaptive high beams of the first vehicle and the leftmost point of the second vehicle and the center line of the adaptive high beams. The right angle is the angle between the line connecting the center point of the adaptive high beams of the first vehicle and the rightmost point of the second vehicle and the center line of the adaptive high beams. The second vehicle is the vehicle in front of the first vehicle that is affected by the high beams of the first vehicle.

[0009] Based on the relative distance, left angle, right angle and preset safety boundary width, the safety compensation angle of the first vehicle on the corresponding side is determined. The safety compensation angle is used to ensure that the second vehicle maintains a fixed safety distance from the edge of the dark area formed by the adaptive high beam.

[0010] The safety compensation angle of the first vehicle on the corresponding side is used to compensate for the angles on the left and right sides in order to control the dark area range of the adaptive high beam.

[0011] In one possible implementation, the target side is either the left or right side. The safety compensation angle of the first vehicle on the corresponding side is determined based on the relative distance, the left-side angle, the right-side angle, and a preset safety boundary width, including:

[0012] Based on the trigonometric function relationship between visual width and orientation data in the high beam coordinate system, the visual width of the second vehicle on the target side is determined according to the orientation data in the high beam coordinate system.

[0013] Based on the trigonometric function relationship between the safety compensation angle, the preset safety boundary width, the relative distance in the orientation data under the high beam coordinate system, and the visual width, the safety compensation angle of the first vehicle on the target side is determined according to the visual width, the safety boundary width, and the relative distance in the orientation data under the high beam coordinate system.

[0014] In one possible implementation, a safety compensation angle of the first vehicle on the corresponding side is used to compensate for the left and right angles in order to control the dark area range of the adaptive high beam, including:

[0015] The angle on the left side and the safety compensation angle on the left side are added together to obtain the compensated angle of the dark area on the left side;

[0016] The angle on the right side and the right side safety compensation angle are added together to obtain the compensated angle of the dark area on the right side;

[0017] The range of the dark area of ​​the adaptive high beam is controlled based on the angles of the dark areas on the left and right sides.

[0018] In one possible implementation, obtaining the orientation data of the second vehicle relative to the first vehicle in the high beam coordinate system corresponding to the adaptive high beam includes:

[0019] Acquire image data captured by the forward-facing camera;

[0020] Identify the second vehicle based on the image data;

[0021] Based on the image data, determine the orientation data of the second vehicle relative to the first vehicle in the camera coordinate system corresponding to the forward-facing camera;

[0022] Filter out abnormal data in the orientation data in the camera coordinate system to obtain the filtered data corresponding to the current time.

[0023] The filtered data is converted to the high beam coordinate system corresponding to the adaptive high beam, so as to obtain the orientation data of the second vehicle relative to the first vehicle in the high beam coordinate system corresponding to the adaptive high beam.

[0024] In one possible implementation, abnormal data in the orientation data under the camera coordinate system is filtered out to obtain the filtered data corresponding to the current moment, including:

[0025] Obtain the first change in the orientation data in the camera coordinate system compared to the orientation data in the camera coordinate system at the previous moment;

[0026] If the first change is less than or equal to the preset change threshold, the orientation data in the camera coordinate system is determined as the threshold filtering data.

[0027] If the first change is greater than the preset change threshold, the orientation data in the camera coordinate system at the previous moment is determined as the threshold filtering data.

[0028] Based on the filtered data from the previous time step, the threshold filtered data is fitted and filtered to obtain the filtered data corresponding to the current time step.

[0029] In one possible implementation, the method is characterized by performing fitting filtering on the threshold filtering data based on the filtering data from the previous moment to obtain the filtering data corresponding to the current moment, including:

[0030] Determine the second change in the threshold-filtered data relative to the filtered data at the previous time step;

[0031] The product of the second change and the fitting parameter is summed with the filtered data from the previous time step to obtain the filtered data. The fitting parameter represents the confidence level of the threshold filtered data.

[0032] In one possible implementation, the fitting parameters are calibrated under different vehicle speed conditions, representing the confidence level of the threshold filtered data under the corresponding vehicle speed conditions.

[0033] Secondly, embodiments of this application provide an adaptive high beam control device, applied to a first vehicle, comprising:

[0034] The acquisition module is used to acquire the orientation data of the second vehicle relative to the first vehicle in the high beam coordinate system corresponding to the adaptive high beam when the adaptive high beam is turned on. The orientation data includes relative distance, left angle and right angle. The left angle is the angle between the line connecting the center point of the adaptive high beam of the first vehicle and the leftmost point of the second vehicle and the center line of the adaptive high beam. The right angle is the angle between the line connecting the center point of the adaptive high beam and the rightmost point of the second vehicle and the center line of the adaptive high beam. The second vehicle is the vehicle in front of the first vehicle that is affected by the high beam of the first vehicle.

[0035] The determination module is used to determine the safety compensation angle of the first vehicle on the corresponding side based on the relative distance, left angle, right angle and preset safety boundary width. The safety compensation angle is used to ensure that the edge of the second vehicle maintains a fixed safety distance from the dark area formed by the adaptive high beam.

[0036] The control module is used to perform angle compensation on the left and right sides by adopting the safety compensation angle of the first vehicle on the corresponding side, so as to control the dark area range of the adaptive high beam.

[0037] Thirdly, embodiments of this application provide an adaptive high beam control device, including: a memory and a processor;

[0038] The memory stores the instructions that the computer executes;

[0039] The processor executes computer execution instructions stored in memory, causing the processor to perform the first aspect and / or various possible implementations of the first aspect as described above.

[0040] Fourthly, embodiments of this application provide a computer-readable storage medium storing computer-executable instructions, which, when executed, are used to implement the first aspect and / or various possible implementations of the first aspect.

[0041] Fifthly, embodiments of this application provide a computer program product, including a computer program, which, when executed, implements the first aspect and / or various possible implementations of the first aspect.

[0042] The adaptive high beam control method, device, storage medium, and program product provided in this application embodiment, when the adaptive high beam is turned on, acquires the orientation data of the second vehicle relative to the first vehicle in the high beam coordinate system corresponding to the adaptive high beam. The orientation data includes relative distance, left angle, and right angle. The left angle is the angle between the line connecting the center point of the adaptive high beam of the first vehicle and the leftmost point of the second vehicle and the center line of the adaptive high beam. The right angle is the angle between the line connecting the center point of the adaptive high beam and the rightmost point of the second vehicle and the center line of the adaptive high beam. The second vehicle is the vehicle in front of the first vehicle that is affected by the high beam of the first vehicle. By presetting a safety boundary width, and based on the relative distance, left angle, right angle, and the preset safety boundary width, the safety compensation angle of the first vehicle on the corresponding side is determined. The safety compensation angle is used to ensure that a fixed safety distance is maintained between the second vehicle and the edge of the dark area formed by the adaptive high beam. By using the safety compensation angle of the first vehicle on the corresponding side, the left and right angles are compensated to control the dark area range of the adaptive high beam. This allows the safety compensation angle to maintain a fixed safety distance between the second vehicle and the dark area boundary in a timely manner, ensuring that the safety distance does not change with the distance of the second vehicle. As a result, the dark area range can more accurately and reasonably cover the second vehicle, improving vehicle safety. Attached Figure Description

[0043] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0044] Figure 1 This is a schematic diagram of an adaptive high beam application scenario provided in an embodiment of this application;

[0045] Figure 2 A flowchart illustrating the adaptive high beam control method provided in this application embodiment;

[0046] Figure 3 This is a schematic diagram of the second runtime data acquisition scenario provided in the embodiments of this application;

[0047] Figure 4 A schematic diagram of the dark area range provided in the embodiments of this application;

[0048] Figure 5 A schematic diagram of the orientation data acquisition process in the high beam coordinate system provided in the embodiments of this application;

[0049] Figure 6 This is a schematic diagram of a coordinate system transformation scenario provided in an embodiment of this application;

[0050] Figure 7This is a schematic diagram of the adaptive high beam system structure provided in an embodiment of this application;

[0051] Figure 8 A schematic diagram of the adaptive high beam control device provided in this application;

[0052] Figure 9 This is a schematic diagram of the adaptive high beam control device provided in an embodiment of this application.

[0053] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0054] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0055] Figure 1 This is a schematic diagram illustrating an adaptive high beam application scenario provided in an embodiment of this application. Figure 1 As shown, the first vehicle is equipped with adaptive high beams. Specifically, the adaptive high beams include an adaptive high beam controller and matrix headlights, which consist of multiple LEDs, such as 24, 64, or 128. The second vehicle is affected by the high beams of the first vehicle. The adaptive high beam controller controls the corresponding LEDs in the matrix headlights to turn on and off based on the distance and angle of the second vehicle, creating a dark zone within the operating range of the second vehicle to prevent the high beams of the first vehicle from dazzling the second vehicle. In related technologies, to ensure the dark zone fully covers the second vehicle, the dark zone range is expanded by a certain angle based on the distance and angle of the second vehicle, resulting in a compensated dark zone. This expanded angle is called the safety compensation angle. However, as the distance between the second and first vehicles increases, the distance between the second vehicle and the edge of the compensated dark zone also increases; conversely, as the distance between the second and first vehicles decreases, the distance between the second vehicle and the edge of the compensated dark zone also decreases. This results in redundant dark areas when the second vehicle is relatively close to the first vehicle, failing to provide adequate illumination for the first vehicle. When the distance is closer, the second vehicle may exceed the dark area due to vehicle vibration or sensor errors in the first vehicle, causing glare and posing a driving safety risk.

[0056] To address the technical problems in related technologies, this application embodiment presets a fixed safety boundary width and dynamically determines the dark area safety compensation angle based on the safety boundary width and the operating data of the second vehicle. This ensures that a fixed safety distance is maintained between the edges of the dark area formed by the adaptive high beams of the second vehicle and the first vehicle, thereby enabling the dark area range to accurately cover the second vehicle whether the distance is far or close, thus improving vehicle safety.

[0057] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0058] Figure 2 This is a flowchart illustrating the adaptive high beam control method provided in an embodiment of this application. Figure 2 As shown, this application provides an adaptive high beam control method, applied to, for example... Figure 1 The first vehicle shown includes:

[0059] S201. With the adaptive high beams on, acquire the orientation data of the second vehicle relative to the first vehicle in the high beam coordinate system corresponding to the adaptive high beams. The orientation data includes relative distance, left angle, and right angle. The left angle is the angle between the line connecting the center point of the adaptive high beams of the first vehicle and the leftmost point of the second vehicle and the center line of the adaptive high beams. The right angle is the angle between the line connecting the center point of the adaptive high beams and the rightmost point of the second vehicle and the center line of the adaptive high beams. The second vehicle is the vehicle in front of the first vehicle that is affected by the high beams of the first vehicle.

[0060] Figure 3 This is a schematic diagram of a second operational data acquisition scenario provided in an embodiment of this application. Specifically, as shown... Figure 3 As shown, the left angle is the angle between the line connecting the center point of the adaptive high beam of the first vehicle and the leftmost point of the second vehicle, and the center line of the adaptive high beam. The right angle is the angle between the line connecting the center point of the adaptive high beam and the rightmost point of the second vehicle, and the center line of the adaptive high beam.

[0061] Alternatively, azimuth data can be acquired via a forward-looking camera (FLC) or a forward-lighting radar (FLR).

[0062] S202. Based on the relative distance, left angle, right angle and preset safety boundary width, determine the safety compensation angle of the first vehicle on the corresponding side. The safety compensation angle is used to ensure that the second vehicle maintains a fixed safety distance from the edge of the dark area formed by the adaptive high beam.

[0063] The safety boundary width can be obtained through calibration. Specifically, it can be calibrated based on the adaptive high beam dark area control accuracy, the second vehicle width, and the measurement errors of FLR and FLC under different operating conditions. For example, the safety boundary width is 30 cm to 50 cm.

[0064] The safety compensation angle can be dynamically determined by the geometric relationship between the safety compensation angle and the relative distance, the left angle, the right angle, and the preset safety boundary width.

[0065] S203. Using the safety compensation angle of the first vehicle on the corresponding side, angle compensation is performed on the left and right angles to control the dark area range of the adaptive high beam.

[0066] Specifically, a basic dark zone range is first determined based on the first azimuth number. Then, based on the dynamically determined safety compensation angle, the left and right angles of the dark zone range are expanded on the basis of the basic safety range so that the dark zone range can fully cover the second vehicle.

[0067] The adaptive high beam control method provided in this application dynamically determines the safety compensation angle based on the preset safety boundary width and the orientation data in the high beam coordinate system, so that the second vehicle and the edge of the dark area maintain a fixed safety distance, so that the safety distance does not change with the distance of the second vehicle, thereby enabling the dark area to cover the second vehicle more accurately and reasonably, and improving vehicle safety.

[0068] In one possible implementation, the target side is either the left or right side. The safety compensation angle of the first vehicle on the corresponding side is determined based on the relative distance, the left-side angle, the right-side angle, and a preset safety boundary width, including:

[0069] Based on the trigonometric relationship between visual width and orientation data in the high beam coordinate system, the visual width of the second vehicle on the target side is determined according to the orientation data in the high beam coordinate system. Based on the trigonometric relationship between the safety compensation angle and the preset safety boundary width, the relative distance in the orientation data in the high beam coordinate system and the visual width, the safety compensation angle of the first vehicle on the target side is determined according to the visual width, the safety boundary width and the relative distance in the orientation data in the high beam coordinate system.

[0070] Figure 4 This is a schematic diagram of the dark area range provided in an embodiment of this application. Figure 4As shown, the visual width of the second vehicle includes the width on the left side. and right width Below is an example of the process for determining the left-side safety compensation angle. (Refer to...) Figure 4 Left width Width of the left safety boundary The sum of these terms has a tangent relationship with the distance L, that is...

[0071]

[0072] in, For the left-side safety compensation angle, we can obtain the following from the above formula:

[0073]

[0074]

[0075] The width of the left side of the second vehicle It is tangent to the distance L and the left angle σ in the azimuth data of the high beam coordinate system, that is:

[0076]

[0077]

[0078] Therefore, the left safety compensation angle It can be expressed by the following formula:

[0079]

[0080] Similarly, the right-side safety compensation angle can be obtained. for

[0081]

[0082] in, The rightmost width in the visual width of the second vehicle. The angle is on the right. This represents the width of the right safety boundary.

[0083] Optionally, the width of the left safety boundary and the width of the right safety boundary can be the same or different.

[0084] Based on the trigonometric function relationship between visual width and orientation data in the high beam coordinate system, the visual width of the second vehicle on the target side is determined according to the orientation data in the high beam coordinate system.

[0085] The adaptive high beam control method provided in this application accurately determines the safety compensation angles on the left and right sides based on the triangular relationship between the visual width, distance, left angle, right angle, and safety boundary width of the second vehicle. This allows the adaptive high beam to precisely control the dark area range according to the safety compensation angle, keeping the safety distance between the second vehicle and the boundary of the dark area range constant and improving vehicle safety.

[0086] In one possible implementation, an angle compensation is performed on the left and right sides using a safety compensation angle of the first vehicle on the corresponding side to control the dark area range of the adaptive high beam, including:

[0087] The left-side angle and the left-side safety compensation angle are added together to obtain the compensated left-side dark area angle; the right-side angle and the right-side safety compensation angle are added together to obtain the compensated right-side dark area angle; based on the left-side dark area angle and the right-side dark area angle, the dark area range of the adaptive high beam is controlled.

[0088] Reference Figure 4 The left dark area angle refers to the angle between the center line of the adaptive high beam and the left edge of the dark area. It is an extended left safety compensation angle based on the left angle σ measured by FLC between the first and second vehicles. That is, to determine This refers to the angle of the left dark area. Similarly, the angle of the right dark area refers to the angle between the center line of the adaptive high beam and the right edge of the dark area, measured by FLC to determine the left angle between the first and second vehicles. From the right angle Expand the left-side safety compensation angle based on the existing conditions That is, to determine The angle of the dark area on the left.

[0089] By controlling the on / off state of the LEDs in the matrix headlights of the adaptive high beam based on the angles of the left and right dark areas, a dark area can be created in the corresponding area, fully covering the second vehicle.

[0090] The adaptive high beam control method provided in this application uses a dynamically determined safety compensation angle to compensate for the left and right boundaries of the dark area. The safety compensation angle changes with the orientation data of the second vehicle. When the distance between the second vehicle and the first vehicle is far or close, a fixed safety distance is formed between the second vehicle and the boundary of the dark area. While ensuring that the dark area fully covers the second vehicle, the dark area is fully utilized to avoid redundancy and provide good lighting for the first vehicle.

[0091] Figure 5 This is a schematic diagram illustrating the process of acquiring azimuth data in the high beam coordinate system provided in an embodiment of this application. Figure 5As shown, in one possible implementation, obtaining the orientation data of the second vehicle relative to the first vehicle in the high beam coordinate system corresponding to the adaptive high beam includes:

[0092] S501, Acquire image data captured by the forward-facing camera.

[0093] A forward-facing camera is a visual sensor installed at the front of a vehicle, facing the area directly in front of or to the side of the vehicle. It is a key component of computer vision and environmental perception, and plays a central role in adaptive high beam control.

[0094] S502. Identify the second vehicle based on the image data.

[0095] Specifically, based on vehicle characteristics, image recognition technology is used to identify a second vehicle within the high beam range of the first vehicle in the image data.

[0096] S503. Based on the image data, determine the orientation data of the second vehicle relative to the first vehicle in the camera coordinate system corresponding to the forward-facing camera.

[0097] Specifically, the system monitors the state changes of the second vehicle through image data, and determines the orientation data in the camera coordinate system based on the state changes. The orientation data in the camera coordinate system includes the relative distance between the second vehicle and the first vehicle, the left angle, and the right angle.

[0098] S504. Filter out abnormal data in the orientation data under the camera coordinate system to obtain the filtered data corresponding to the current moment.

[0099] Due to vehicle vibrations and bumps, or measurement errors in the forward-facing camera, abnormal data may appear in the orientation data. These abnormal data manifest as sudden increases or decreases in orientation data compared to adjacent time points, making the changes in orientation data appear uneven from a temporal perspective. Such abnormal data can cause instability in the dark area range of the adaptive high beams, leading to flickering of the high beam bulbs and posing a safety risk to drivers. Therefore, abnormal data is filtered out to reduce its impact on the dark area range.

[0100] S505. Convert the filtered data to the high beam coordinate system corresponding to the adaptive high beam, and obtain the orientation data of the second vehicle relative to the first vehicle in the high beam coordinate system corresponding to the adaptive high beam.

[0101] Figure 6 This is a schematic diagram of a coordinate system transformation scenario provided in an embodiment of this application. Figure 6As shown, the forward-facing camera is typically positioned at the top front of the vehicle, while the high beam headlights are usually positioned at the bottom front. The orientation data and filtered data in the camera coordinate system described in the previous embodiment are calculated based on a coordinate system with the forward-facing camera as the origin. Directly using the filtered data for adaptive high beam dark area control will result in inaccurate dark area control due to spatial positional errors between the forward-facing camera and the high beam headlights. Therefore, based on the coordinate transformation relationship between the camera coordinate system corresponding to the forward-facing camera and the high beam coordinate system corresponding to the adaptive high beam headlights, the filtered data is transformed to the high beam coordinate system corresponding to the adaptive high beam headlights. The coordinate transformation relationship between the camera coordinate system corresponding to the forward-facing camera and the high beam coordinate system corresponding to the adaptive high beam headlights can be obtained through calibration.

[0102] For example, the orientation data is converted from a coordinate system X'Y'Z' with the camera center as the origin to orientation data in the high beam coordinate system XYZ with the high beam as the origin. The conversion algorithm is as follows:

[0103]

[0104]

[0105] in, This represents the distance from coordinate system X'Y'Z' to coordinate system XYZ along the X-axis.

[0106] This represents the distance from coordinate system X'Y'Z' to coordinate system XYZ along the Y-axis.

[0107] This represents the distance from coordinate system X'Y'Z' to coordinate system XYZ along the Z-axis.

[0108] The rotation angle by which the X-axis of coordinate system X'Y'Z' is rotated to coincide with the X-axis of coordinate system XYZ;

[0109] The rotation angle by which the Y-axis of coordinate system X'Y'Z' is rotated to coincide with the Y-axis of coordinate system XYZ;

[0110] The rotation angle by which the Z-axis of coordinate system X'Y'Z' is rotated to coincide with the Z-axis of coordinate system XYZ.

[0111] Optionally, the filtering operation in step S604 and the coordinate system transformation operation in step S605 can be reversed. That is, the coordinate system can be transformed first, and then the data after coordinate system transformation can be filtered to obtain the azimuth data in the high beam coordinate system.

[0112] The high beam control method provided in this application identifies and acquires the orientation data of the second vehicle in the camera coordinate system using a forward-facing camera. The orientation data in the camera coordinate system is then filtered to reduce the impact of abnormal data on the dark area range. Furthermore, the filtered data is transformed to obtain the orientation data in the high beam coordinate system corresponding to the adaptive high beam. This avoids inaccurate dark area control caused by spatial position errors between the forward-facing camera and the high beam, thereby improving the control accuracy of the adaptive high beam.

[0113] In one possible implementation, abnormal data in the orientation data under the camera coordinate system is filtered out to obtain filtered data, including:

[0114] The system obtains the first change in the orientation data in the camera coordinate system compared to the orientation data in the camera coordinate system at the previous moment. If the first change is less than or equal to a preset change threshold, the orientation data in the camera coordinate system is determined to be threshold-filtered data. If the first change is greater than the preset change threshold, the orientation data in the camera coordinate system is determined to be threshold-filtered data. Based on the filtered data at the previous moment, the threshold-filtered data is fitted and filtered to obtain filtered data.

[0115] Taking the distance in the location data under the camera coordinate system as an example, if the distance between the first and second vehicles in the location data under the camera coordinate system at the previous moment is L1, and the distance between the first and second vehicles in the location data under the camera coordinate system at the current moment is L2, based on the maximum achievable speed of the vehicles, Vmax, for example, the maximum speed that vehicles can reach on actual roads generally does not exceed 200 km / h, Vmax can be set to 200 km / h. If L2 > L1 + t1 * Vmax, then the value of L2 is considered unreliable and is ignored. The second running data from the previous moment is then determined as the third running data at the current moment. Here, t1 is the time interval between the current moment and the previous moment, and t1 * Vmax can be understood as the threshold of the change in distance.

[0116] The same principle applies to the handling of left or right angles. For example, given the left angle β and right angle δ of the second vehicle, if the current left angle of the second vehicle is... The left-side angle of the second vehicle at the previous moment was... Based on the maximum angular velocity that the vehicle can achieve ,like Then it is believed The value is unreliable; ignore it and continue. Similarly, the right-hand angle is also compared using the same threshold method to determine its reliability. Among these, the maximum angular velocity... This can be obtained through calibration, representing the maximum angular velocity that the vehicle can achieve. Here, t1 is the time interval between the current moment and the previous moment. This can be understood as the threshold of change corresponding to the left or right angle.

[0117] Based on the above processing, third-stage running data without abrupt changes can be obtained. The threshold-filtered data is then fitted and filtered according to the previous time step's filtered data to obtain the filtered data. Specifically, based on the change in the threshold-filtered data relative to the previous time step's filtered data, the change is weighted according to the reliability of the threshold-filtered data, resulting in the filtered data.

[0118] The adaptive high beam control method provided in this application sets a change threshold, filters out abrupt changes in the orientation data in the camera coordinate system to obtain stable threshold filtered data, and then fits and filters the threshold filtered data according to the filtered data of the previous moment to obtain the filtered data of the current moment, thereby improving the reliability of the data and providing a basis for accurately controlling the dark area range of the adaptive high beam.

[0119] In one possible implementation, the threshold filtering data is fitted and filtered based on the filtered data from the previous time step to obtain filtered data, including:

[0120] Determine the second change in the threshold-filtered data relative to the filtered data at the previous time step; the product of the second change and the fitting parameters, and the sum of the product and the filtered data at the previous time step, constitute the filtered data, where the fitting parameters represent the confidence level of the threshold-filtered data.

[0121] For example, fitting filtering can be performed using the following formula:

[0122]

[0123] in, This is the filtered data at the current moment;

[0124] This is the filtered data from the previous time step;

[0125] The threshold-filtered data for the current moment;

[0126] The fitting strength parameters can be determined through actual vehicle calibration.

[0127] The fitting strength parameter can be determined through actual vehicle calibration. It mainly reflects the authenticity of the camera measurement data. The larger the fitting strength parameter, the higher the degree of agreement between the camera measurement data and the actual location information of the second vehicle. The smaller the fitting strength parameter, the lower the degree of agreement between the camera measurement data and the location information of the second target vehicle.

[0128] The adaptive high beam control method provided in this application uses a new and old data fitting method to perform fitting filtering on the third run, obtaining filtered data with stable changes. This allows the adaptive high beam to accurately control the range of the dark area while the range changes smoothly, thereby improving vehicle safety.

[0129] In one possible implementation, the fitting parameters are calibrated under different vehicle speed conditions, representing the confidence level of the threshold-filtered data under the corresponding vehicle speed conditions.

[0130] The accuracy of a forward-facing camera in identifying a second vehicle varies at different vehicle speeds. Generally, the higher the vehicle speed, the lower the accuracy of the forward-facing camera in identifying the second vehicle. Therefore, the fitting strength parameter can be varied according to different vehicle speeds. For example, different values ​​are assigned to the fitting strength parameter to better reflect the actual situation, as shown in Table 1:

[0131] Table 1. Comparison of Fitting Strength Parameters under Different Vehicle Speeds

[0132] stage Vehicle speed (V is the vehicle speed value) P (fit strength parameter) Phase 1 In <V0 P1 Phase Two V0 <V<V1 P2 Phase Three V1 <V<V2 P3 Phase 4 V2 <V<V3 P4 Stage 5 V3 <V P5

[0133] Among them, V0, V1, V2 and V3 increase in value sequentially, indicating the speed at which the measurement accuracy of the forward-facing camera begins to change, and P1, P2, P3, P4 and P5 are the fitting strength parameters at the corresponding speeds.

[0134] In one implementation, the relative speed between the first vehicle and the second vehicle can be obtained, and the corresponding fitting strength parameters can be calibrated at different relative speeds.

[0135] The adaptive high beam control method provided in this application calibrates different fitting intensity parameters according to different operating conditions of the vehicle, which match the error of the forward camera under the corresponding operating conditions, making the filtered data more reliable and improving the accuracy of adaptive high beam control.

[0136] Furthermore, this application embodiment also provides an adaptive high beam system, and the adaptive high beam control method in the above embodiment is applied to this adaptive high beam system. Figure 7 This is a schematic diagram of the adaptive high beam system structure provided in an embodiment of this application. Figure 7As shown, the adaptive high beam system consists of a Rain & Light Sensing Module (RLSM), a forward-facing camera, an Active Domain Controller Unit (ADCU), an automatic high beam switch, an automatic low beam switch, a vehicle speed sensor, a Vehicle Dynamics Domain Module (VDDM), a Body Domain Controller, a Headlamp Control Module (HCM), and combination headlights.

[0137] The light and rain sensor detects whether it is day or night and sends the signal to the vehicle domain controller. The front camera sensor detects the position of vehicles in front of the vehicle, such as the distance to the vehicle in front, the angle to the left of the vehicle in front, the angular acceleration to the left, the angle to the right, the angular acceleration to the right, whether the current environment is in a lit area, and whether the current area is a multi-vehicle area, and sends these signals to the vehicle domain controller through the chassis domain controller. The automatic high beam switch sends the user command (whether to turn on the automatic high beam) to the vehicle domain controller. The automatic low beam switch sends the user command (whether to turn on the automatic low beam) to the vehicle domain controller. The vehicle speed sensor detects the current vehicle speed and sends it to the vehicle domain controller through the chassis domain controller. After receiving the above signals, the vehicle domain controller determines whether the automatic high beam function is required according to the set logic and sends the determination result to the headlight control module. The headlight control module receives the automatic high beam signal sent by the vehicle domain controller, the information of the vehicles in front sent by the camera, and the set logic to control the on / off state of each high beam bulb in the front combination headlights.

[0138] After receiving the automatic high beam activation signal from the vehicle domain controller, the headlight control module determines whether it is in an illuminated area or a multi-vehicle area based on the information sent by the forward-facing camera. If it is in an unilluminated area and not a multi-vehicle area, the headlight control module selectively illuminates the high beam bulbs based on the position of vehicles ahead and a dark area algorithm. If it is in an illuminated area or a multi-vehicle area, the headlight control module either does not illuminate the high beams or turns them off. If the headlight control module receives the automatic high beam deactivation signal from the vehicle domain controller, it immediately deactivates the automatic high beams.

[0139] Figure 8 This is a schematic diagram of the adaptive high beam control device provided in this application, as shown below. Figure 8 As shown, the adaptive high beam control device 80 provided in this embodiment is applied to a first vehicle and includes:

[0140] The acquisition module 801 is used to acquire the orientation data of the second vehicle relative to the first vehicle in the high beam coordinate system corresponding to the adaptive high beam when the adaptive high beam is turned on. The orientation data includes relative distance, left angle and right angle. The left angle is the angle between the line connecting the center point of the adaptive high beam of the first vehicle and the leftmost point of the second vehicle and the center line of the adaptive high beam. The right angle is the angle between the line connecting the center point of the adaptive high beam and the rightmost point of the second vehicle and the center line of the adaptive high beam. The second vehicle is the vehicle in front of the first vehicle that is affected by the high beam of the first vehicle.

[0141] The determining module 802 is used to determine the safety compensation angle of the first vehicle on the corresponding side based on the relative distance, left angle, right angle and preset safety boundary width. The safety compensation angle is used to ensure that the edge of the second vehicle maintains a fixed safety distance from the dark area formed by the adaptive high beam.

[0142] The control module 803 is used to perform angle compensation on the left and right angles by adopting the safety compensation angle of the first vehicle on the corresponding side, so as to control the dark area range of the adaptive high beam.

[0143] In one possible implementation, the target side is either the left or right side. Based on the relative distance, the left angle, the right angle, and the preset safety boundary width, the determination module 802 is specifically used for:

[0144] Based on the trigonometric function relationship between visual width and orientation data in the high beam coordinate system, the visual width of the second vehicle on the target side is determined according to the orientation data in the high beam coordinate system.

[0145] Based on the trigonometric function relationship between the safety compensation angle, the preset safety boundary width, the relative distance in the orientation data under the high beam coordinate system, and the visual width, the safety compensation angle of the first vehicle on the target side is determined according to the visual width, the safety boundary width, and the relative distance in the orientation data under the high beam coordinate system.

[0146] In one possible implementation, the control module 803 is used for:

[0147] The angle on the left side and the safety compensation angle on the left side are added together to obtain the compensated angle of the dark area on the left side;

[0148] The angle on the right side and the right side safety compensation angle are added together to obtain the compensated angle of the dark area on the right side;

[0149] The range of the dark area of ​​the adaptive high beam is controlled based on the angles of the dark areas on the left and right sides.

[0150] In one possible implementation, the acquisition module 801 is specifically used for:

[0151] Acquire image data captured by the forward-facing camera;

[0152] Identify the second vehicle based on the image data;

[0153] Based on the image data, determine the orientation data of the second vehicle relative to the first vehicle in the camera coordinate system corresponding to the forward-facing camera;

[0154] Abnormal data is filtered out from the orientation data in the camera coordinate system to obtain filtered data;

[0155] The filtered data is converted to the high beam coordinate system corresponding to the adaptive high beam, so as to obtain the orientation data of the second vehicle relative to the first vehicle in the high beam coordinate system corresponding to the adaptive high beam.

[0156] In one possible implementation, the acquisition module 801 is further configured to:

[0157] Obtain the first change in the orientation data in the camera coordinate system compared to the orientation data in the camera coordinate system at the previous moment;

[0158] If the first change is less than or equal to the preset change threshold, the orientation data in the camera coordinate system is determined as the threshold filtering data.

[0159] If the first change is greater than the preset change threshold, the orientation data in the camera coordinate system is determined as the threshold filtering data.

[0160] Based on the filtered data from the previous time step, the threshold filtered data is fitted and filtered to obtain the filtered data.

[0161] In one possible implementation, the acquisition module 801 is further configured to:

[0162] Determine the second change in the threshold-filtered data relative to the filtered data at the previous time step;

[0163] The product of the second change and the fitting parameter is summed with the filtered data from the previous time step to obtain the filtered data. The fitting parameter represents the confidence level of the threshold filtered data.

[0164] In one possible implementation, the fitting parameters are calibrated under different vehicle speed conditions, representing the confidence level of the threshold-filtered data under the corresponding vehicle speed conditions.

[0165] The adaptive high beam control device provided in this embodiment can execute the method provided in the above method embodiment. Its implementation principle and technical effect are similar, and will not be described in detail here.

[0166] Figure 9 This is a schematic diagram of the adaptive high beam control device provided in an embodiment of this application. Figure 9As shown, the adaptive high beam control device 90 provided in this embodiment includes at least one processor 901 and a memory 902. Optionally, the adaptive high beam control device 90 further includes a communication interface 903. The processor 901, memory 902, and communication interface 903 are connected via a communication bus 904.

[0167] In a specific implementation, at least one processor 901 executes computer execution instructions stored in memory 902, causing at least one processor 901 to perform the above-described method.

[0168] The specific implementation process of processor 901 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0169] In the above embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0170] The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[0171] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0172] This application also provides a computer program product, including a computer program that, when executed, implements the above-described method.

[0173] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed, implement the above-described method.

[0174] The aforementioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0175] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in an application-specific integrated circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the device.

[0176] The division of units is merely a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0177] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0178] In addition, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0179] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0180] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0181] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the invention is limited only by the appended claims.

Claims

1. An adaptive high beam control method, characterized in that, Applied to the first vehicle, including: With the adaptive high beams on, the orientation data of the second vehicle relative to the first vehicle in the high beam coordinate system corresponding to the adaptive high beams is obtained. The orientation data includes relative distance, left angle, and right angle. The left angle is the angle between the line connecting the center point of the adaptive high beams of the first vehicle and the leftmost point of the second vehicle and the center line of the adaptive high beams. The right angle is the angle between the line connecting the center point of the adaptive high beams and the rightmost point of the second vehicle and the center line of the adaptive high beams. The second vehicle is the vehicle in front of the first vehicle that is affected by the high beams of the first vehicle. Based on the relative distance, the left angle, the right angle, and the preset safety boundary width, the safety compensation angle of the first vehicle on the corresponding side is determined. The safety compensation angle is used to ensure that the second vehicle maintains a fixed safety distance from the edge of the dark area formed by the adaptive high beam. The safety compensation angle of the first vehicle on the corresponding side is used to compensate for the angles on the left and right sides in order to control the dark area range of the adaptive high beam.

2. The adaptive high beam control method according to claim 1, characterized in that, The target side is either the left or right side. The step of determining the safety compensation angle of the first vehicle on the corresponding side based on the relative distance, the left-side angle, the right-side angle, and the preset safety boundary width includes: Based on the trigonometric function relationship between visual width and orientation data in the high beam coordinate system, the visual width of the second vehicle on the target side is determined according to the orientation data in the high beam coordinate system. Based on the trigonometric function relationship between the safety compensation angle, the preset safety boundary width, the relative distance in the orientation data under the high beam coordinate system, and the visual width, the safety compensation angle of the first vehicle on the target side is determined according to the visual width, the safety boundary width, and the relative distance in the orientation data under the high beam coordinate system.

3. The adaptive high beam control method according to claim 1, characterized in that, The step of using the safety compensation angle of the first vehicle on the corresponding side to perform angle compensation on the left and right angles in order to control the dark area range of the adaptive high beam includes: The left-side angle and the left-side safety compensation angle are added together to obtain the compensated left-side dark area angle; The right-side angle and the right-side safety compensation angle are added together to obtain the compensated right-side dark area angle; The dark area range of the adaptive high beam is controlled based on the left and right dark area angles.

4. The adaptive high beam control method according to any one of claims 1 to 3, characterized in that, The step of obtaining the orientation data of the second vehicle relative to the first vehicle in the high beam coordinate system corresponding to the adaptive high beam includes: Acquire image data captured by the forward-facing camera; Based on the image data, identify the second vehicle; Based on the image data, determine the orientation data of the second vehicle relative to the first vehicle in the camera coordinate system corresponding to the forward-facing camera. Filter out abnormal data in the orientation data under the camera coordinate system to obtain the filtered data corresponding to the current moment; The filtered data is converted to the high beam coordinate system corresponding to the adaptive high beam to obtain the orientation data of the second vehicle relative to the first vehicle in the high beam coordinate system corresponding to the adaptive high beam.

5. The adaptive high beam control method according to claim 4, characterized in that, The process of filtering out abnormal data in the orientation data under the camera coordinate system to obtain the filtered data corresponding to the current moment includes: Obtain the first change in the orientation data in the camera coordinate system compared to the orientation data in the camera coordinate system at the previous moment; If the first change is less than or equal to a preset change threshold, the orientation data in the camera coordinate system is determined to be threshold filtered data. If the first change is greater than a preset change threshold, the orientation data in the camera coordinate system at the previous moment is determined as threshold filtered data. Based on the filtered data from the previous moment, the threshold filtered data is fitted and filtered to obtain the filtered data corresponding to the current moment.

6. The adaptive high beam control method according to claim 5, characterized in that, The step of fitting and filtering the threshold filtering data based on the filtering data from the previous time step to obtain the filtering data corresponding to the current time step includes: Determine a second change in the threshold-filtered data relative to the filtered data at the previous time step; The product of the second change and the fitting parameter is summed with the filtered data at the previous time step to form the filtered data, where the fitting parameter represents the confidence level of the threshold filtered data.

7. The adaptive high beam control method according to claim 6, characterized in that, The fitting parameters are calibrated under different vehicle speed conditions and represent the confidence level of the threshold filtered data under the corresponding vehicle speed conditions.

8. An adaptive high beam control device, characterized in that, Applied to the first vehicle, including: The acquisition module is used to acquire the orientation data of the second vehicle relative to the first vehicle in the high beam coordinate system corresponding to the adaptive high beam when the adaptive high beam is turned on. The orientation data includes relative distance, left angle, and right angle. The left angle is the angle between the line connecting the center point of the adaptive high beam of the first vehicle and the leftmost point of the second vehicle and the center line of the adaptive high beam. The right angle is the angle between the line connecting the center point of the adaptive high beam and the rightmost point of the second vehicle and the center line of the adaptive high beam. The second vehicle is the vehicle in front of the first vehicle that is affected by the high beam of the first vehicle. The determining module is used to determine the safety compensation angle of the first vehicle on the corresponding side based on the relative distance, the left angle, the right angle and the preset safety boundary width. The safety compensation angle is used to ensure that the edge of the second vehicle maintains a fixed safety distance from the dark area formed by the adaptive high beam. The control module is used to perform angle compensation on the left and right angles by adopting the safety compensation angle of the first vehicle on the corresponding side, so as to control the dark area range of the adaptive high beam.

9. An adaptive high beam control device, characterized in that, include: Memory, processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory, causing the processor to perform the method as described in any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed, are used to implement the method as described in any one of claims 1-7.

Images