Motorcycle light brightness automatic adjusting method and system and readable storage medium

Abstract

The invention provides a motorcycle light brightness automatic adjusting method and system and a readable storage medium, and relates to the technical field of motorcycle electronic control. According to the method and the device, the current front road condition image of the target motorcycle is subjected to ambient light intensity analysis, and the actual light intensity result of the current driving environment of the target motorcycle is determined; detecting whether an interference light source exists in a driver visual influence area of the front road condition image or not, updating the frame number of the light interference continuous image according to an interference light source detection result, and then controlling a motorcycle headlamp module to increase the light brightness when the updated frame number of the light interference continuous image is smaller than a preset continuous frame number threshold value. Otherwise, the motorcycle headlamp module is controlled to turn down the light brightness, so that the human-like automatic light brightness adjusting function with low cost, high reliability and high timeliness is realized, and the driving comfort and driving safety of a motorcycle driver are improved conveniently.

Description

Technical Field

[0001] This application relates to the field of motorcycle electronic control technology, and more specifically, to a method and system for automatically adjusting the brightness of motorcycle headlights and a readable storage medium. Background Technology

[0002] With the continuous development of motorcycle electronic technology, considering that the correct use of light brightness is crucial to safe motorcycle driving (for example, different light brightness is needed to provide good driving visibility at night or in low light conditions, where standard brightness lights can provide basic illumination without affecting other road users, and high brightness lights can provide a longer visibility distance when there is no interference from oncoming or same-direction vehicle lights), intelligent light brightness adjustment function has gradually become an important technological research and development direction for modern motorcycles.

[0003] Currently, existing motorcycle lighting systems still rely on manual control by the driver to switch between high and low beams to adjust headlight brightness. This requires the driver to constantly monitor various influencing factors, such as road lighting conditions and surrounding traffic conditions (including the actual distribution and lighting status of vehicles ahead and oncoming vehicles), and to switch between high and low beams via a physical switch. However, it's worth noting that this manual adjustment method places a heavy burden on motorcycle drivers, affecting riding comfort. Furthermore, driver negligence or delayed judgment can easily lead to glare from high beams on oncoming or ahead vehicles, compromising driving safety. In addition, while automatic high / low beam adjustment technology in the automotive field (which requires the integration of multiple sensing devices such as photosensitive sensors, cameras, and lidar) is relatively mature, the unique structure of motorcycles (e.g., limited space on the motorcycle body makes it difficult to install multiple types of sensors) and the specific usage scenarios (e.g., the severe vibrations during motorcycle riding directly affect sensor stability) make it practically impossible to adapt this technology to motorcycles to achieve automatic headlight brightness adjustment. Summary of the Invention

[0004] In view of this, the purpose of this application is to provide a method and system for automatic adjustment of motorcycle headlight brightness and a readable storage medium, which can directly determine the real-time road conditions of the motorcycle based on a pure visual perception mechanism, and combine a continuous frame detection mechanism and the biological principle of human visual perception of external dangers (for example, when a specified light source with a fixed light intensity gradually "increases" within the human field of vision, the intensity of interference caused by the specified light source to human vision is greater). This achieves a low-cost (no need to be equipped with multiple types of sensors, can be directly implemented by image acquisition devices (such as cameras)), highly reliable and timely human-like automatic headlight brightness adjustment function, which is easy to quickly integrate or replicate on existing motorcycle platforms. At the same time, it can effectively improve the driving comfort of motorcycle drivers (i.e., the driver does not need to frequently switch between high and low beams to adjust the headlight brightness, allowing the driver to focus more on the road conditions and driving itself, improving the driving experience) and driving safety.

[0005] To achieve the above objectives, the technical solutions adopted in the embodiments of this application are as follows: In a first aspect, this application provides a method for automatically adjusting the brightness of motorcycle headlights, the method comprising: Obtain an image of the current road conditions ahead of the target motorcycle; Based on the image of the road conditions ahead, the ambient light intensity is analyzed to obtain the actual light intensity of the current driving environment of the target motorcycle; When the actual light intensity result indicates insufficient light intensity in the driving environment, the system detects whether there are interfering light sources within the driver's visual influence area of ​​the road condition image ahead, and updates the number of consecutive image frames with light interference based on the corresponding interfering light source detection results. Detect whether the updated number of consecutive image frames with light interference is less than a preset consecutive frame number threshold; If the number of consecutive image frames detected by the light interference is less than a preset consecutive frame threshold, the headlight module of the motorcycle is controlled to increase the brightness of the light; otherwise, the headlight module of the motorcycle is controlled to decrease the brightness of the light. The headlight module of the motorcycle is installed on the target motorcycle.

[0006] In an optional implementation, the step of performing ambient light intensity analysis based on the road condition image ahead to obtain the actual light intensity result of the current driving environment of the target motorcycle includes: The image of the road ahead is converted to grayscale, and the converted target grayscale image is blurred to obtain the actual pixel brightness of each pixel in the image of the road ahead. Calculate the light intensity characterization index value of the road condition image ahead based on the actual pixel brightness of each pixel. Detect whether the light intensity characterization index value is less than a preset index intensity threshold; If the detected light intensity index value is less than the preset index intensity threshold, the actual light intensity result is determined to be insufficient driving environment light intensity; otherwise, the actual light intensity result is determined to be sufficient driving environment light intensity.

[0007] In an optional implementation, the step of calculating the light intensity characterization index value of the road condition image ahead based on the actual pixel brightness of each pixel includes: The actual pixel brightness of each pixel is averaged, and the result of the average calculation is used as the light intensity characterization index value; or Based on the actual pixel brightness of each pixel, the proportion of pixels whose corresponding pixel brightness in the road condition image ahead exceeds a preset pixel brightness threshold is calculated, and the calculated proportion of pixels is used as the light intensity characterization index value.

[0008] In an optional implementation, the step of detecting whether there are interfering light sources within the driver's visual impact area of ​​the road condition image ahead includes: Effective light source features are extracted from the road condition image ahead to obtain the light source mapping position and light source mapping size of each effective light source in the road condition image ahead; Determine the driver's visual impact area in the ahead road condition image; Based on the light source mapping position and light source mapping size of each effective light source, detect whether there is a target effective light source in the driver's visual impact area whose light source mapping size is within the preset interference light source size range; If the effective light source of the target is detected in the driver's visual influence area, the corresponding interference light source detection result is determined to be that there is an interference light source in the driver's visual influence area; otherwise, the corresponding interference light source detection result is determined to be that there is no interference light source in the driver's visual influence area.

[0009] In an optional implementation, the step of extracting effective light source features from the road condition image ahead to obtain the light source mapping position and light source mapping size of each effective light source in the road condition image ahead includes: The image of the road ahead is converted to grayscale, and the converted target grayscale image is blurred to obtain the actual pixel brightness of each pixel in the image of the road ahead. Based on the actual pixel brightness of each pixel and a preset pixel brightness threshold, the image of the road ahead is binarized to obtain a target binarized image. A contour boundary tracking algorithm is used to extract the contours of all white regions in the target binarized image to obtain the actual contours of each white region. Based on the actual region outlines of each of the white regions, determine all target regions whose corresponding outline areas exceed a preset area threshold; For each target region, a minimum circumcircle is constructed based on the actual region contour of the target region. The center position and actual radius of the constructed circumcircle in the target binarized image are respectively used as the light source mapping position and light source mapping size of an effective light source.

[0010] In an optional implementation, the step of determining the driver's visual impact area in the forward road condition image includes: Lane line detection is performed on the road condition image ahead to obtain a target lane area in the road condition image ahead that matches the lane where the target motorcycle is located. In the image of the road conditions ahead, a rectangular area is delineated based on the center of the target lane area according to a preset rectangular area size to obtain the corresponding driver visual impact area, wherein the center of the target lane area is located on the lower edge of the driver visual impact area.

[0011] In an optional implementation, the step of updating the number of consecutive image frames with light interference based on the corresponding interference light source detection result includes: When the detection result of the interference light source indicates that there is an interference light source in the driver's visual influence area, the number of consecutive image frames of the light interference is incremented by one. When the interference light source detection result indicates that there is no interference light source in the driver's visual influence area, the number of consecutive image frames of the light interference is set to zero.

[0012] In an optional implementation, the adjustment method further includes: If the actual light intensity result indicates that the driving environment light intensity is sufficient, control the motorcycle headlight module to reduce the headlight brightness, or control the motorcycle headlight module to stop operating.

[0013] Secondly, this application provides an automatic adjustment system for motorcycle headlight brightness, the adjustment system including an image acquisition device, a headlight control unit, and a motorcycle headlight module; The image acquisition device is installed at the front of the target motorcycle and is used to acquire real-time images of the traffic conditions in front of the target motorcycle. The vehicle headlight control unit is electrically connected to the image acquisition device and the motorcycle headlight module, respectively, for acquiring the real-time road condition image captured by the image acquisition device, and executing the automatic motorcycle headlight brightness adjustment method described in any of the foregoing embodiments based on the road condition image, so as to drive the motorcycle headlight module to adjust the headlight brightness, wherein the motorcycle headlight module is installed on the target motorcycle.

[0014] Thirdly, this application provides a readable storage medium storing a computer program thereon, which, when executed by the vehicle light control unit, implements the automatic adjustment method for motorcycle headlight brightness as described in any of the foregoing embodiments.

[0015] In this case, the beneficial effects of the embodiments of this application may include the following: This application analyzes the ambient light intensity of the current road condition image ahead of the target motorcycle to determine the actual light intensity of the driving environment. When the actual light intensity indicates insufficient ambient light, it detects whether there are interfering light sources (i.e., light sources that severely interfere with the driver's visual perception) within the driver's visual influence area (i.e., the local image area in the road condition image corresponding to the driver's line of sight focus in the direction of the target motorcycle's movement). Based on the interference light source detection results, the number of consecutive light interference image frames is updated. Then, if the updated number of consecutive light interference image frames is less than a preset value... When the consecutive frame count reaches a threshold, the motorcycle headlight module is controlled to increase the headlight brightness; otherwise, the headlight brightness is controlled to decrease. This allows for a low-cost, highly reliable, and timely human-like automatic headlight brightness adjustment function. Based on a pure visual perception mechanism that directly determines the real-time road conditions of the motorcycle, and combined with a continuous frame detection mechanism and the biological principles of human visual perception of external dangers, this function can be quickly integrated into or replicated on existing motorcycle platforms. Furthermore, it eliminates the need for the driver to frequently manually switch between high and low beams to adjust the headlight brightness, allowing the driver to focus more on the road conditions and the driving itself, thus effectively improving the motorcycle driver's comfort and safety.

[0016] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0017] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of the system composition of the automatic motorcycle headlight brightness adjustment system provided in the embodiments of this application; Figure 2 A flowchart illustrating the automatic adjustment method for motorcycle headlight brightness provided in an embodiment of this application; Figure 3 This is a schematic diagram of the road conditions ahead provided for the target motorcycle in an embodiment of this application; Figure 4 for Figure 2 A flowchart illustrating the sub-steps included in step S220; Figure 5 for Figure 2 A flowchart illustrating the sub-steps included in step S230.

[0019] Icons: 10-Motorcycle headlight brightness automatic adjustment system; 11-Image acquisition device; 12-Headlight control unit; 13-Motorcycle headlight module. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, 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. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0021] Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely to illustrate selected embodiments of the application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0022] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0023] In the description of this application, it should be understood that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the product is in use, or the orientation or positional relationship commonly understood by those skilled in the art. They are used only for the convenience of describing this application and simplifying the description, and are not intended to indicate or imply that the equipment or component referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0024] In the description of this application, it should also be noted that, unless otherwise expressly specified and limited, the terms "set up," "install," "connect," and "link" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0025] Furthermore, it is understood in the description of this application that relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element. Those skilled in the art will understand the specific meaning of the above terms in this application based on the specific circumstances.

[0026] The following detailed description of some embodiments of this application is provided in conjunction with the accompanying drawings. Unless otherwise specified, the following embodiments and features can be combined with each other.

[0027] Please refer to Figure 1 , Figure 1This is a schematic diagram of the system composition of the motorcycle headlight brightness automatic adjustment system 10 provided in this application embodiment. In this application embodiment, the motorcycle headlight brightness automatic adjustment system 10 can be deployed on any target motorcycle (i.e., the motorcycle that needs to achieve automatic headlight brightness adjustment function), and achieves low-cost, highly reliable, and timely human-like automatic headlight brightness adjustment function based on a pure visual perception mechanism. This eliminates the need for the motorcycle driver to frequently manually switch between high and low beams to adjust the headlight brightness, allowing the motorcycle driver to focus more on road conditions and driving itself, thereby improving the motorcycle driver's driving comfort and safety. The motorcycle headlight brightness automatic adjustment system 10 may include an image acquisition device 11, a headlight control unit 12, and a motorcycle headlight module 13.

[0028] In this embodiment, the image acquisition device 11 is installed at the front end of the target motorcycle and is used to acquire real-time images of the traffic conditions ahead of the target motorcycle during its operation, so as to directly obtain an image of the road conditions ahead that can characterize the real-time driving conditions of the motorcycle based on a pure visual perception mechanism. The image acquisition device 11 can be implemented using a camera with a certain wide-angle and night vision capabilities; the image acquisition device 11 is powered on and starts operating when the target motorcycle is started.

[0029] In this embodiment, the motorcycle headlight module 13 is installed on the target motorcycle to achieve headlight brightness adjustment. The motorcycle headlight module 13 can be implemented using a brightness-adjustable lamp assembly, which can accommodate both a high-brightness light mode (suitable for use when there is no headlight interference from oncoming or same-direction vehicles) and a standard-brightness light mode (suitable for providing basic lighting). The brightness-adjustable lamp assembly can transition (or switch) from the standard-brightness light mode to the high-brightness light mode by increasing the headlight brightness; and it can transition (or switch) from the high-brightness light mode to the standard-brightness light mode by decreasing the headlight brightness.

[0030] Furthermore, it is understood that the motorcycle headlight module 13 can also be implemented using a high / low beam switching module. This module supports both high beam and low beam modes and includes a high beam assembly (which can be implemented using halogen bulbs) matched to the high beam mode and a low beam assembly (which can be implemented using LED (Light Emitting Diode) bulbs) matched to the low beam mode. The overall brightness of the high beam assembly is higher than that of the low beam assembly. The motorcycle headlight module 13 can increase its brightness by operating in high beam mode (where the high beam assembly operates normally but the low beam assembly stops operating), or decrease its brightness by operating in low beam mode (where the high beam assembly stops operating but the low beam assembly operates normally).

[0031] In this embodiment, the vehicle headlight control unit 12 is electrically connected to the image acquisition device 11 and the motorcycle headlight module 13, respectively, to acquire the real-time road condition image of the road ahead captured by the image acquisition device 11. Based on the real-time road condition of the motorcycle represented by the road condition image, and combined with the continuous frame detection mechanism (i.e., the mechanism of detecting whether the number of consecutive image frames with the same image characteristics is less than, equal to or greater than a certain frame number threshold) and the biological principle of human visual perception of external danger, the headlight module 13 is driven to perform a light brightness adjustment operation to achieve a low-cost, highly reliable and timely human-like automatic light brightness adjustment function, which can effectively improve the driving comfort and driving safety of the motorcycle driver. The headlight control unit 12 is powered on and activated when the target motorcycle is started. The headlight control unit 12 can be implemented by a combination of a graphics processing unit (GPU) and a body control module (BCM) located on the target motorcycle. The graphics processing unit can be a separate processor unit or an integrated graphics processing unit on the ECU (Electronic Control Unit) module of the target motorcycle.

[0032] Understandable, Figure 1 The block diagram shown is only a schematic diagram of one system composition of the automatic motorcycle headlight brightness adjustment system 10. The automatic motorcycle headlight brightness adjustment system 10 may also include a... Figure 1 The more or fewer components shown, or having the same Figure 1 The different configurations shown. Figure 1 The components shown can be implemented using hardware, software, or a combination thereof.

[0033] In this application, to ensure that the motorcycle headlight brightness automatic adjustment system 10 deployed on any target motorcycle can achieve a low-cost, highly reliable, and timely human-like automatic headlight brightness adjustment function, so as to help improve the driving comfort and driving safety of motorcycle drivers, this application embodiment achieves the aforementioned objective by providing a motorcycle headlight brightness automatic adjustment method applied to the above-mentioned motorcycle headlight brightness automatic adjustment system 10. The motorcycle headlight brightness automatic adjustment method provided by this application will be described in detail below.

[0034] Please refer to Figure 2 , Figure 2 This is a flowchart illustrating the automatic adjustment method for motorcycle headlight brightness provided in an embodiment of this application. In this embodiment, the automatic adjustment method for motorcycle headlight brightness includes steps S210 to S270.

[0035] Step S210: Obtain an image of the current road conditions ahead of the target motorcycle.

[0036] In this embodiment, the image of the road ahead records the direction of travel of the target motorcycle (which may be...). Figure 3 The arrows on the white solid-line borders indicate the direction of the arrows and provide real-time driving conditions.

[0037] Step S220: Based on the image of the road conditions ahead, perform ambient light intensity analysis to obtain the actual light intensity result of the current driving environment of the target motorcycle.

[0038] In this embodiment, after acquiring an image of the road conditions ahead at any given time from the image acquisition device 11, the headlight control unit 12 performs ambient light intensity analysis on the image to determine whether the overall light intensity of the motorcycle's driving environment corresponding to the image is sufficient or insufficient, thus obtaining the actual light intensity result of the target motorcycle's current driving environment. Then, based on the corresponding actual light intensity result, it determines whether there is a need to use high-brightness lights, and executes steps S230 and S270 in a switching manner. Specifically, when the actual light intensity result of the target motorcycle's current driving environment is sufficient, it indicates that there is no need to use high-brightness lights, and the headlight control unit 12 will execute step S270 accordingly; conversely, when the actual light intensity result of the target motorcycle's current driving environment is insufficient, it indicates that there is a possibility of needing to use high-brightness lights, and the headlight control unit 12 will execute step S230 accordingly.

[0039] Alternatively, please refer to Figure 4 , Figure 4 yes Figure 2A flowchart illustrating the sub-steps included in step S220. In this embodiment, step S220 may include sub-steps S221 to S225 to directly utilize a pure visual perception mechanism to achieve the ambient light intensity assessment function, without the need for additional, costly photosensors.

[0040] Sub-step S221 involves performing grayscale image conversion on the road condition image ahead, and then blurring the converted target grayscale image to obtain the actual pixel brightness of each pixel in the road condition image ahead.

[0041] In this embodiment, since light intensity information is mainly reflected in the image brightness channel, and the grayscale conversion processing computation is relatively small, the road condition image ahead can be converted into a single-channel target grayscale image to ensure that the target grayscale image can more effectively reflect the pixel brightness distribution details of each pixel in the road condition image ahead. Then, traditional image blurring algorithms (e.g., Gaussian blur, mean blur, median blur, etc.) can be used to blur the target grayscale image to smooth it and reduce the impact of noise (e.g., inherent noise of the camera itself, slight shaking caused by the camera moving with the motorcycle, etc.) on the pixel brightness perception result, thus obtaining the actual pixel brightness of each pixel in the road condition image ahead.

[0042] Sub-step S222: Calculate the light intensity characterization index value of the road condition image ahead based on the actual pixel brightness of each pixel.

[0043] In this embodiment, image brightness description parameters such as average pixel brightness and the proportion of high-brightness pixels can be used as image light intensity evaluation indicators to calculate the light intensity characterization index value of any image of the road conditions ahead.

[0044] Optionally, in the first embodiment of this example, when the average pixel brightness is used as the image light intensity evaluation index, the sub-step S222 may include "calculating the average of the actual pixel brightness of each pixel and using the corresponding average calculation result as the light intensity characterization index value".

[0045] Optionally, in the second embodiment of this example, when the proportion of high-brightness pixels is used as an image light intensity evaluation index, the sub-step S222 may include "accumulating the proportion of pixels whose corresponding pixel brightness in the road condition image exceeds a preset pixel brightness threshold (the value range can be 1~254) based on the actual pixel brightness of each pixel, and using the calculated pixel proportion as the light intensity characterization index value", wherein the aforementioned pixel proportion is the ratio between the number of high-brightness pixels in the road condition image (where the pixel brightness of each high-brightness pixel exceeds the preset pixel brightness threshold) and the total number of pixels in the road condition image.

[0046] Sub-step S223: Detect whether the value of the light intensity characterization index is less than the preset index intensity threshold.

[0047] In this embodiment, different image light intensity evaluation indicators correspond to preset indicator intensity thresholds with different dimensions. When the light intensity characterization index value of a certain road condition image ahead is less than the preset indicator intensity threshold, it indicates that the overall light intensity of the motorcycle driving environment corresponding to the road condition image ahead is not high, and sub-step S224 can be executed accordingly. When the light intensity characterization index value of a certain road condition image ahead is not less than (including greater than or equal to) the preset indicator intensity threshold, it indicates that the overall light intensity of the motorcycle driving environment corresponding to the road condition image ahead is high, and sub-step S225 can be executed accordingly.

[0048] Sub-step S224 determines that the actual light intensity result is insufficient driving environment light intensity.

[0049] Sub-step S225 determines that the actual light intensity result is sufficient for driving environment light intensity.

[0050] Therefore, this application can directly realize the ambient light intensity assessment function by executing the above sub-steps S221 to S225 using a pure visual perception mechanism, without the need for additional high-cost photosensitive sensors.

[0051] Step S230: When the actual light intensity result is insufficient driving environment light intensity, detect whether there is interfering light source in the driver's visual influence area of ​​the road condition image ahead, and update the number of continuous image frames of light interference according to the corresponding interfering light source detection result.

[0052] In this embodiment, when it is determined that the target motorcycle may need to turn on its high beams under the current driving environment, the headlight control unit 12 can directly detect existing light sources in the road condition image ahead (which can be based on the biological principle of human visual perception of external dangers) by using the detection of existing light sources in the road condition image ahead. Figure 3 The light source mapping size (represented by the green solid circle in the image) is... Figure 3 Whether the coverage radius of each green solid-line circle in the image meets the specific size standard that seriously interferes with the driver's visual perception, and the light source mapping position of the existing light source in the road condition image that meets the aforementioned specific size standard (which can be adopted) Figure 3 The position of the red center of each green solid-line circle is used to indicate whether it is located within the driver's visual influence area in the road condition image ahead (i.e., the area of ​​the motorcyclist's line of sight in the direction of the target motorcycle's movement, mapped onto the road condition image ahead, which can be determined by...). Figure 3 The rectangular area defined by four red right-angled symbols (which is located in) Figure 3 The method, which uses the area within the white dashed rectangle in the image to represent the area, further confirms whether there are any interfering light sources that seriously interfere with the driver's visual perception in the current road conditions of the motorcycle, and obtains the corresponding interference light source detection results. It does not require the use of complex 3D reconstruction algorithms and / or precise ranging algorithms, and the overall computational load is small. In essence, it can quickly obtain accurate interference light source detection results by organically combining 2D image analysis operations with the biological principles of human visual perception of external dangers. This facilitates the implementation of a highly reliable and timely human-like automatic headlight brightness adjustment function.

[0053] Subsequently, when the detection result of the corresponding interference light source indicates that there is an interference light source in the driver's visual influence area, the headlight control unit 12 increments the number of consecutive light interference image frames (which describes the number of image frames when light interference images appear consecutively, where each light interference image is a road condition image with an interference light source that seriously interferes with the driver's visual perception) by one, in order to complete the update operation of the number of consecutive light interference image frames; at the same time, when the detection result of the corresponding interference light source indicates that there is no interference light source in the driver's visual influence area, the headlight control unit 12 also sets the number of consecutive light interference image frames to zero, in order to complete the update operation of the number of consecutive light interference image frames.

[0054] Alternatively, please refer to Figure 5 , Figure 5 yes Figure 2 A flowchart illustrating the sub-steps included in step S230. In this embodiment, the step "detecting whether there is an interfering light source in the driver's visual influence area of ​​the road condition image ahead" in step S230 may include sub-steps S231 to S235. This is achieved by organically combining two-dimensional image analysis with the biological principles of human visual perception of external dangers, to quickly obtain accurate results of interfering light source detection, facilitating the implementation of a highly reliable and timely human-like automatic headlight brightness adjustment function.

[0055] Sub-step S231: Extract effective light source features from the road condition image ahead to obtain the light source mapping position and light source mapping size of each effective light source in the road condition image ahead.

[0056] In this embodiment, image preprocessing (including grayscale conversion, image blurring, image binarization, etc.) can be performed on the road condition image ahead to improve the image detail recognition of the preprocessed road condition image ahead. Then, a contour boundary tracking algorithm is used to extract the contour of the high-brightness area in the preprocessed road condition image ahead. By identifying whether the contour area meets the light source mapping area standard, the minimum circumcircle is constructed for the contour of the high-brightness area that meets the light source mapping area standard, thereby determining the light source mapping position and light source mapping size of the effective light source represented by each minimum circumcircle in the road condition image ahead.

[0057] Optionally, in this embodiment, sub-step S231 may include sub-steps A to E, to directly extract the light source mapping information (including light source mapping position and light source mapping size) of each effective light source in any road condition image ahead using two-dimensional image analysis operations.

[0058] Sub-step A involves performing grayscale image conversion on the road condition image ahead, and then performing image blurring on the converted target grayscale image (which can be achieved using traditional image blurring algorithms such as Gaussian blur algorithm, mean blur algorithm, and median blur algorithm) to obtain the actual pixel brightness of each pixel in the road condition image ahead.

[0059] Sub-step B involves performing image binarization on the road condition image ahead based on the actual pixel brightness of each pixel and a preset pixel brightness threshold, to obtain a target binarized image.

[0060] In this embodiment, for each high-brightness pixel in the road condition image whose actual pixel brightness is greater than or equal to the preset pixel brightness threshold, its color in the target binarized image can be set to white (i.e., grayscale value 255); while for each low-brightness pixel in the road condition image whose actual pixel brightness is less than the preset pixel brightness threshold, its color in the target binarized image can be set to black (i.e., grayscale value 0). Therefore, the white connected region in the target binarized image can be used to represent a high-brightness light source or reflective device.

[0061] Sub-step C involves using a contour boundary tracking algorithm to extract the contours of all white regions in the target binarized image, thereby obtaining the actual contours of each white region.

[0062] Sub-step D: Based on the actual region contours of all the white regions, determine all target regions whose corresponding contour areas exceed a preset area threshold.

[0063] Each target area corresponds to an effective light source in the road condition image ahead. When the outline area of ​​a white area is less than the preset area threshold (which can range from 10 to 100,000), it indicates that the white area may be a noise point or an irrelevant bright spot in the road condition image ahead, and the white area needs to be ignored.

[0064] Sub-step E: For each target region, construct the minimum circumcircle based on the actual region contour of the target region, and use the center position and actual radius of the constructed circumcircle in the target binarized image as the light source mapping position and light source mapping size of an effective light source, respectively.

[0065] Therefore, by executing the above sub-steps A to E, this application can directly extract the light source mapping information (including the light source mapping position and the light source mapping size) of each effective light source in any forward road condition image using two-dimensional image analysis.

[0066] Sub-step S232: Determine the driver's visual impact area in the image of the road conditions ahead.

[0067] In this embodiment, the regional distribution information of the driver's visual influence area in the road condition image at different times (including the regional position and size of the corresponding driver's visual influence area) can be configured by the motorcycle driver, or it can be adaptively configured by the system developers based on experience. Alternatively, the headlight control unit 12 can adaptively delineate the driver's visual influence area based on the specific image details of the acquired road condition image.

[0068] Optionally, in one embodiment of this example, an adaptive delineation of the driver's visual influence area can be achieved for any image of the road conditions ahead through two-dimensional image analysis. In this case, sub-step S232 may include: Lane line detection is performed on the road condition image ahead to obtain a target lane area in the road condition image ahead that matches the lane where the target motorcycle is located. In the image of the road conditions ahead, a rectangular region is delineated based on the center of the target lane region according to a preset rectangular region size (its length and width can range from 50 to 500 pixels), resulting in the corresponding driver's visual impact area. The center of the target lane region is located on the lower edge of the driver's visual impact area. For example, the center of the target lane region is located at the center of the lower edge of the driver's visual impact area or at any edge vertex.

[0069] Sub-step S233: Based on the light source mapping position and light source mapping size of each effective light source, detect whether there is a target effective light source in the driver's visual influence area whose light source mapping size is within the preset interference light source size range.

[0070] In this embodiment, when there is at least one effective target light source in the driver's visual influence area, it indicates that there is at least one interfering light source in the corresponding road condition image ahead in the driver's visual influence area, and sub-step S234 can be executed accordingly; when there is no effective target light source in the driver's visual influence area, it indicates that there is no interfering light source in the corresponding road condition image ahead in the driver's visual influence area, and sub-step S235 can be executed accordingly.

[0071] Sub-step S234 determines that the corresponding interference light source detection result is that there is an interference light source in the driver's visual influence area.

[0072] Sub-step S235 determines that the corresponding interference light source detection result is that there is no interference light source in the driver's visual influence area.

[0073] Therefore, by executing the above sub-steps S231 to S235, this application can quickly obtain accurate detection results of interference light sources by organically combining two-dimensional image analysis operations with the biological principle of human visual perception of external dangers, which facilitates the realization of a highly reliable and timely human-like automatic adjustment of light brightness function.

[0074] Step S240: Detect whether the number of consecutive image frames with updated light interference is less than a preset consecutive frame number threshold.

[0075] In this embodiment, when the updated continuous image frame count of light interference is less than a preset continuous frame count threshold (which can range from 5 to 10000), it indicates that no interfering light source appears in the corresponding driver's visual influence area in the current road condition image ahead, or although interfering light sources were detected in some previous road condition images ahead, they did not essentially meet the continuous detection standard. At this time, it can be considered that there are no vehicle light sources in front of the motorcycle that need to be avoided due to high beam blindness, and the headlight control unit 12 will execute step S250 accordingly. When the updated continuous image frame count of light interference is greater than or equal to the preset continuous frame count threshold, it indicates that there are vehicle light sources in front of the motorcycle that need to be avoided due to high beam blindness, and the headlight control unit 12 will execute step S260 accordingly.

[0076] Step S250: Control the motorcycle headlight module to increase the headlight brightness.

[0077] Optionally, in one embodiment of this invention, when the motorcycle headlight module 13 is implemented using an adjustable light group that balances both high-brightness and standard-brightness light modes, the motorcycle headlight module 13 can achieve the effect of increasing light brightness by driving the adjustable light group to gradually transition from the standard-brightness light mode to the high-brightness light mode.

[0078] Optionally, in another embodiment of this invention, when the motorcycle headlight module 13 is implemented using a high beam / low beam switching module that takes into account both high beam and low beam modes, the motorcycle headlight module 13 can achieve the effect of increasing the light brightness by driving the high beam / low beam switching module to operate in high beam mode.

[0079] Step S260: Control the motorcycle headlight module to lower the headlight brightness.

[0080] Optionally, in one embodiment of this invention, when the motorcycle headlight module 13 is implemented using an adjustable light group that balances high-brightness and standard-brightness light modes, the motorcycle headlight module 13 can achieve a lower light brightness effect by driving the adjustable light group to gradually transition from a high-brightness light mode to a standard-brightness light mode.

[0081] Optionally, in another embodiment of this invention, when the motorcycle headlight module 13 is implemented using a high beam / low beam switching module that takes into account both high beam and low beam modes, the motorcycle headlight module 13 can achieve the effect of reducing the light brightness by driving the high beam / low beam switching module to operate in low beam mode.

[0082] Step S270: If the actual light intensity result indicates that the driving environment light intensity is sufficient, control the motorcycle headlight module to reduce the headlight brightness, or control the motorcycle headlight module to stop operating.

[0083] In this embodiment, when the actual light intensity result of step S220 is sufficient for the driving environment, it indicates that the motorcycle headlight module 13 does not need to provide high-brightness light. At this time, according to the motorcyclist's pre-set headlight configuration requirements for scenarios with sufficient light intensity, the motorcycle headlight module 13 can be adaptively controlled to reduce the light brightness (this can be achieved by driving the adjustable light group to gradually transition from high-brightness light mode to standard-brightness light mode, or by driving the high / low beam switching module to operate in low beam mode), or the motorcycle headlight module 13 can be adaptively controlled to stop operating (at this time, the motorcycle headlight module 13 stops providing external lighting).

[0084] Therefore, by executing the above steps S210 to S270, the motorcycle headlight brightness automatic adjustment system 10 deployed on any target motorcycle can achieve a low-cost, highly reliable, and timely human-like automatic headlight brightness adjustment function, thereby helping to improve the driving comfort and driving safety of motorcycle drivers.

[0085] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can also be implemented in other ways. The apparatus embodiments described above are merely illustrative. For example, the flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of apparatus, methods, and computer program products according to embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code, which contains one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order than those marked in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram and / or flowchart, and combinations of blocks in block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions.

[0086] Furthermore, the functional modules in the various embodiments of this application can be integrated together to form an independent part, or each module can exist independently, or two or more modules can be integrated to form an independent part. If the various functions provided in this application are implemented in the form of software functional modules and sold or used as independent products, they can be stored in a storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a readable storage medium, including several instructions to cause the computer device, as the headlight control unit 12 in the motorcycle headlight brightness automatic adjustment system 10, to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned readable storage medium includes: USB flash drive, mobile hard disk, read-only memory (ROM), random access memory (RAM), magnetic disk, or optical disk, and other media capable of storing program code.

[0087] The above descriptions are merely various embodiments of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for automatically adjusting the brightness of motorcycle headlights, characterized in that, The adjustment method includes: Obtain an image of the current road conditions ahead of the target motorcycle; Based on the image of the road conditions ahead, the ambient light intensity is analyzed to obtain the actual light intensity of the current driving environment of the target motorcycle; When the actual light intensity result indicates insufficient light intensity in the driving environment, the system detects whether there are interfering light sources within the driver's visual influence area of ​​the road condition image ahead, and updates the number of consecutive image frames with light interference based on the corresponding interfering light source detection results. Detect whether the updated number of consecutive image frames with light interference is less than a preset consecutive frame number threshold; If the number of consecutive image frames detected by the light interference is less than a preset consecutive frame threshold, the headlight module of the motorcycle is controlled to increase the brightness of the light; otherwise, the headlight module of the motorcycle is controlled to decrease the brightness of the light. The headlight module of the motorcycle is installed on the target motorcycle.

2. The adjustment method according to claim 1, characterized in that, The step of analyzing ambient light intensity based on the road condition image ahead to obtain the actual light intensity result of the current driving environment of the target motorcycle includes: The image of the road ahead is converted to grayscale, and the converted target grayscale image is blurred to obtain the actual pixel brightness of each pixel in the image of the road ahead. Calculate the light intensity characterization index value of the road condition image ahead based on the actual pixel brightness of each pixel. Detect whether the light intensity characterization index value is less than a preset index intensity threshold; If the detected light intensity index value is less than the preset index intensity threshold, the actual light intensity result is determined to be insufficient driving environment light intensity; otherwise, the actual light intensity result is determined to be sufficient driving environment light intensity.

3. The adjustment method according to claim 2, characterized in that, The step of calculating the light intensity characterization index value of the road condition image ahead based on the actual pixel brightness of each pixel includes: The actual pixel brightness of each pixel is averaged, and the result of the average calculation is used as the light intensity characterization index value; or Based on the actual pixel brightness of each pixel, the proportion of pixels whose corresponding pixel brightness in the road condition image ahead exceeds a preset pixel brightness threshold is calculated, and the calculated proportion of pixels is used as the light intensity characterization index value.

4. The adjustment method according to claim 1, characterized in that, The step of detecting whether there are interfering light sources within the driver's visual impact area of ​​the road condition image ahead includes: Effective light source features are extracted from the road condition image ahead to obtain the light source mapping position and light source mapping size of each effective light source in the road condition image ahead; Determine the driver's visual impact area in the ahead road condition image; Based on the light source mapping position and light source mapping size of each effective light source, detect whether there is a target effective light source in the driver's visual impact area whose light source mapping size is within the preset interference light source size range; If the effective light source of the target is detected in the driver's visual influence area, the corresponding interference light source detection result is determined to be that there is an interference light source in the driver's visual influence area; otherwise, the corresponding interference light source detection result is determined to be that there is no interference light source in the driver's visual influence area.

5. The adjustment method according to claim 4, characterized in that, The step of extracting effective light source features from the road condition image ahead to obtain the light source mapping position and light source mapping size of each effective light source in the road condition image ahead includes: The image of the road ahead is converted to grayscale, and the converted target grayscale image is blurred to obtain the actual pixel brightness of each pixel in the image of the road ahead. Based on the actual pixel brightness of each pixel and a preset pixel brightness threshold, the image of the road ahead is binarized to obtain a target binarized image. A contour boundary tracking algorithm is used to extract the contours of all white regions in the target binarized image to obtain the actual contours of each white region. Based on the actual region outlines of each of the white regions, determine all target regions whose corresponding outline areas exceed a preset area threshold; For each target region, a minimum circumcircle is constructed based on the actual region contour of the target region. The center position and actual radius of the constructed circumcircle in the target binarized image are respectively used as the light source mapping position and light source mapping size of an effective light source.

6. The adjustment method according to claim 4, characterized in that, The step of determining the driver's visual impact area in the forward road condition image includes: Lane line detection is performed on the road condition image ahead to obtain a target lane area in the road condition image ahead that matches the lane where the target motorcycle is located. In the image of the road conditions ahead, a rectangular area is delineated based on the center of the target lane area according to a preset rectangular area size to obtain the corresponding driver visual impact area, wherein the center of the target lane area is located on the lower edge of the driver visual impact area.

7. The adjustment method according to claim 1, characterized in that, The step of updating the number of consecutive image frames with light interference based on the corresponding interference light source detection results includes: When the detection result of the interference light source indicates that there is an interference light source in the driver's visual influence area, the number of consecutive image frames of the light interference is incremented by one. When the interference light source detection result indicates that there is no interference light source in the driver's visual influence area, the number of consecutive image frames of the light interference is set to zero.

8. The adjustment method according to any one of claims 1-7, characterized in that, The adjustment method further includes: If the actual light intensity result indicates that the driving environment light intensity is sufficient, control the motorcycle headlight module to reduce the headlight brightness, or control the motorcycle headlight module to stop operating.

9. An automatic brightness adjustment system for motorcycle headlights, characterized in that, The adjustment system includes an image acquisition device, a vehicle headlight control unit, and a motorcycle headlight module; The image acquisition device is installed at the front of the target motorcycle and is used to acquire real-time images of the traffic conditions in front of the target motorcycle. The vehicle headlight control unit is electrically connected to the image acquisition device and the motorcycle headlight module, respectively, for acquiring the real-time road condition image captured by the image acquisition device, and executing the automatic motorcycle headlight brightness adjustment method according to any one of claims 1-8 based on the road condition image, so as to drive the motorcycle headlight module to adjust the headlight brightness, wherein the motorcycle headlight module is installed on the target motorcycle.

10. A readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the vehicle light control unit, it implements the automatic adjustment method for motorcycle light brightness as described in any one of claims 1-8.

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