Modular atmosphere lamp adaptive adjustment method and atmosphere lamp

Abstract

The application relates to the technical field of atmosphere lamp control, and discloses a modular atmosphere lamp adaptive adjusting method and an atmosphere lamp, wherein the modular atmosphere lamp adaptive adjusting method comprises the following steps: installing the atmosphere lamp at any position, establishing communication between a lamp body MUC and a vehicle ECU, obtaining vehicle information, detecting the current nearby installation environment through a detection module in the atmosphere lamp, and deducing the installation position of the atmosphere lamp in cooperation with the vehicle information. The multiple atmosphere lamps work cooperatively, when a certain light path is blocked, the adjacent lamp bodies can enhance the brightness or change the light emitting direction, relay lighting is formed, the continuity and visual effect of the overall light band are ensured, and the ultimate goal is to form a smooth, breakpoint-free and design-aesthetically-pleasing light line in vision, even if the physical installation points are discontinuous or exist blockages, intelligent compensation can be realized, so that the problem that the atmosphere lamp effect is poor due to the limited installation position is solved.

Description

Technical Field

[0001] This invention relates to the field of ambient lighting control technology, specifically to a modular ambient lighting adaptive adjustment method and an ambient lighting fixture. Background Technology

[0002] Ambient lighting for cars is a type of decorative lighting used in the interior of a vehicle. It creates a warm, relaxing, or comfortable sensory experience through different colored lights. Its principle is similar to that of light strips commonly used in home decoration. It uses color changes to achieve a colorful and dazzling visual effect. Users can freely choose the light color according to their personal preferences.

[0003] Adding ambient lighting to existing car interiors is quite difficult, involving two main modification options. The first requires altering the headliner or doors, running additional wiring within these areas to enable the lighting. However, this involves significant modifications to the vehicle and may compromise driving safety. The second option is modular installation, where the ambient lighting is directly attached to the headliner or doors. This installation location does not interfere with the vehicle's normal operation. However, this option limits the installation space, resulting in a less desirable effect and failing to maximize the ambient lighting's functionality. Summary of the Invention

[0004] This invention provides a modular ambient light adaptive adjustment method and an ambient light, which has the advantages of convenient installation and the ability to automatically adjust the lighting effect according to the installation location. It solves the problem mentioned in the background art that the installation location of ambient lights is limited, resulting in poor effect after installation and failure to maximize the effect of ambient lights.

[0005] This invention provides the following technical solution: a modular ambient light adaptive adjustment method and an ambient light, wherein the modular ambient light adaptive adjustment method includes the following steps:

[0006] Install ambient lighting in any location;

[0007] The lamp body MUC establishes communication with the vehicle ECU to obtain vehicle information;

[0008] The ambient light's internal detection module detects the surrounding environment and, in conjunction with the vehicle information, infers the ambient light's installation location.

[0009] A vehicle spatial model is established by extracting features based on vehicle information and the installation location of ambient lights using a fusion algorithm.

[0010] Based on the vehicle space model and the installation environment, obstacle information is determined;

[0011] The ambient light source and refractive plate inside are optimized and adjusted based on the obstacle information to generate a smooth and uninterrupted light path.

[0012] The ambient lighting is operated according to the lighting circuit.

[0013] As an optional solution to the modular ambient light adaptive adjustment method of the present invention, it further includes:

[0014] Acoustic-optical synchronization, wherein the method of acoustic-optical synchronization includes:

[0015] The system establishes various pitch levels, and each pitch level is blended together to generate a result that matches the different operating procedures of the ambient lighting.

[0016] The vehicle ECU transmits the playing music to the lamp body ECU;

[0017] The lamp body MUC decomposes the pitch level according to the vocal melody, and according to the decomposed song, matches and runs programs in sequence, and weights and merges several running programs to generate an ambient light running program;

[0018] Each of the aforementioned running programs and vocal melodies is marked with a timestamp that corresponds to each other.

[0019] As an optional solution of the modular ambient light adaptive adjustment method of the present invention, the location of the playback device is obtained according to the vehicle information;

[0020] The ambient lighting is installed in the driver's seat area, the front passenger seat area, the first rear row area, and the second rear row area.

[0021] The shape of the sound after transmission is calculated based on the distance between the location of the playback device and the installation location of the ambient light.

[0022] The ambient lighting program is optimized based on the sound pattern after sound transmission to achieve visual and auditory linkage.

[0023] As an optional solution to the modular ambient light adaptive adjustment method of the present invention, it further includes:

[0024] Obtain information on occupants in vehicle seats, create a occupant model, and integrate it into the vehicle space model;

[0025] The field of vision of the occupants in the vehicle seats is calculated using the ray-mapping model of the vehicle space.

[0026] Based on the combined field of vision of all personnel, select the overlapping areas of vision, and adjust and optimize the lighting circuits accordingly.

[0027] As an optional solution to the modular ambient light adaptive adjustment method of the present invention, it further includes:

[0028] Establish a repository, which stores the running program;

[0029] And establish personnel files based on the acquired personnel model, and record the corresponding field of vision areas;

[0030] The personnel file includes the ambient light flashing frequency acceptable range, flashing color time range, and light running speed range. The ambient light operation program is optimized through the personnel file.

[0031] By combining the historical field of view in personnel files with the current field of view calculated in real time, the ambient lighting operation program is optimized through S-FoV calculation.

[0032] As an optional solution of the modular ambient light adaptive adjustment method of the present invention, wherein: the ambient light operation program is simulated by using a light path propagation algorithm based on the vehicle space model to determine the breakpoint of the running light;

[0033] Calculate the angle and / or position of the refractive plate and light source that need to be adjusted based on the coordinates of the breakpoint and the coordinates of the ambient light installation location.

[0034] As an optional solution to the modular ambient light adaptive adjustment method of the present invention, it further includes:

[0035] Spatial aggregation is performed based on the shape of the transmitted sound, the field of vision of the personnel, and the vehicle spatial model to form at least one connected domain;

[0036] Calculate the connected components to obtain the projected area of ​​the ambient light.

[0037] By setting different thresholds, the projected area of ​​the ambient light is matched with different thresholds to adapt to the light operation program.

[0038] As an optional solution to the modular ambient lighting adaptive adjustment method of the present invention, it further includes a communication vehicle ECU, which acquires multimodal sensor data installed in the vehicle through the vehicle ECU;

[0039] The multimodal sensor data includes the driver's facial expressions, voice tone, and physiological signals;

[0040] The current emotion of a person is determined by combining emotion recognition algorithms with multimodal sensor data;

[0041] Adjust the lighting operation program according to the current emotional state of the person being observed.

[0042] As an optional solution to the modular ambient light adaptive adjustment method of the present invention, it further includes:

[0043] The personnel model is dynamically updated by tracking and locating changes in the sitting posture of the personnel in real time based on the acquired multimodal sensor data.

[0044] The ray-based calculations are re-performed to determine the field of view, sound pattern, projected area of ​​the ambient lighting, and coordinates of breakpoints, thereby dynamically adjusting the ambient lighting program in real time.

[0045] This invention also provides an ambient light employing a modular ambient light adaptive adjustment method, comprising:

[0046] include:

[0047] The outer casing has a mounting component installed at its lower end, the mounting component being used to adhere to any position inside the vehicle.

[0048] The upper cover plate is snapped to the upper end of the outer shell, and the outer shell and the mounting components form an accommodating space;

[0049] The accommodating space is provided with a lamp body MUC, a lamp body, a rotating component, a first slide rail, a second slide rail, and a light-refractive plate;

[0050] The lamp body MUC is used to control the movement of the first slide rail and the second slide rail, thereby driving the lamp body and the rotating component to change the position of the light-reflecting plate;

[0051] One end of the rotating component is connected to the lamp body, and the lower end of the rotating component is slidably connected to the inside of the first slide rail;

[0052] The lower end of the refracting plate is slidably connected to the inside of the second slide rail, and the refracting plate is located on one side of the first slide rail.

[0053] The present invention has the following beneficial effects:

[0054] 1. This modular ambient lighting adaptive adjustment method uses multiple ambient lights working together. When a light path is blocked, adjacent lights can increase brightness or change the direction of light output to form relay lighting, ensuring the continuity and visual effect of the overall light strip. The ultimate goal is to form a visually smooth, uninterrupted light line that conforms to design aesthetics. Even if the physical installation points are discontinuous or there are obstructions, intelligent compensation can be achieved to make up for the problem of poor ambient lighting effect caused by limited installation location.

[0055] 2. This modular ambient lighting adaptive adjustment method simulates acoustic physics, so that the light is no longer a decoration suspended in the air, but is closely connected with the propagation, collision and attenuation process of sound. It achieves not only that the light moves with the sound, but that the light arrives with the sound and the shadow changes with the sound, so that the vision and hearing achieve a harmonious unity at the level of physical laws, forming a multi-sensory immersive experience.

[0056] 3. This modular ambient light adaptive adjustment method can immediately initiate optical path reconstruction when the optimal light path within the S-FoV is blocked by a temporary obstacle. It utilizes other lights to relay the output and generate a globally optimal ambient light operating program with shared experience as its core. This program is then distributed to the MCUs of each light to execute, thereby maximizing the final effect of the ambient light. Attached Figure Description

[0057] Figure 1 This is a schematic diagram of the overall process of the present invention.

[0058] Figure 2 This is a flowchart illustrating the overall process of this invention.

[0059] Figure 3 This is a schematic diagram of the structure of the ambient light of the present invention.

[0060] Figure 4 This is a schematic diagram of the internal structure of the outer shell of the present invention.

[0061] In the diagram: 1. Outer shell; 2. Mounting components; 3. Top cover; 4. Control ECU; 5. Lamp body; 6. Rotating components; 7. First slide rail; 8. Second slide rail; 9. Refractive plate. Detailed Implementation

[0062] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0063] Example 1

[0064] Please see Figures 1-2 Furthermore, a modular ambient light adaptive adjustment method is disclosed, comprising the following steps:

[0065] Install ambient lighting in any location;

[0066] The lamp body MUC establishes communication with the vehicle ECU to obtain vehicle information;

[0067] The ambient light uses an internal detection module to detect the surrounding environment and, in conjunction with vehicle information, infers the installation location of the ambient light.

[0068] A vehicle spatial model is established by extracting features based on vehicle information and the installation location of ambient lights using a fusion algorithm.

[0069] Determine obstacle information by combining the vehicle space model with the installation environment;

[0070] The ambient light source and refractive plate inside are optimized and adjusted based on obstacle information to generate a smooth and uninterrupted light path.

[0071] Ambient lighting should be installed according to the lighting circuit.

[0072] according to Figure 1 As shown, ambient lights are installed in locations such as car doors or the interior ceiling that do not interfere with the normal use of the vehicle. The light's MCU then establishes communication with the vehicle's ECU to obtain vehicle information. This communication protocol involves communicating with the Body Control Module (BCM), Gateway, and other ECUs via an in-vehicle network (such as Bluetooth, CAN bus, LIN bus, or in-vehicle Ethernet) to acquire vehicle information. This vehicle information includes, but is not limited to, vehicle model, current driving mode (Sport / Comfort / Eco), vehicle speed, door open / closed status, air conditioning status, time, ambient light intensity, and even navigation information (such as an upcoming turn). This vehicle information provides a global context for subsequent lighting logic decisions. The ambient light's internal detection module detects the surrounding installation environment. This detection module includes:

[0073] ToF sensors are used to measure the distance to objects in front and construct local depth maps;

[0074] Miniature cameras and optical flow sensors are used to identify nearby materials (leather, fabric, hard plastic), colors, and textures;

[0075] An ambient light sensor is used to accurately measure the ambient light intensity near the installation point.

[0076] An accelerometer or gyroscope is used to determine the installation posture of the lamp body (horizontal, vertical, tilt angle);

[0077] The detection module collects physical data of the micro-environment at the installation point, and combines this data with vehicle information to infer the installation location of the ambient light. For example, based on the vehicle model and reference points such as the rear seats, it indicates that the light will be installed in the rear of the vehicle. Then, based on the acquired images, the distance to the roof and the distance to the footwell inside the vehicle are obtained to accurately determine the current installation location of the ambient light. Specifically...

[0078] To acquire images, firstly, images of the vehicle's interior are captured using cameras, particularly the roof and the footwell areas of the front / rear seats.

[0079] The distance to the roof is calculated by using image processing and computer vision algorithms (such as depth estimation, stereo vision, or measurements based on known calibration) from the acquired images to determine the vertical distance from a reference point (such as the roof liner) to the target installation area.

[0080] Similarly, the horizontal or diagonal distance from the foot pedal plane or the bottom of the seat to the target mounting area is analyzed and measured from the image to calculate the foot pedal distance.

[0081] Determine the installation location by taking into account two key spatial reference data: the distance from the roof and the distance to the footwell inside the vehicle;

[0082] Among them, a fusion algorithm is used to integrate vehicle information with data from the detection module, for example:

[0083] A soft texture was detected approximately 5cm in front, corresponding to the left front door area, leading to the inference that it is located inside the left front door armrest. A hard, smooth surface was detected approximately 30cm in front, located at the front of the vehicle, leading to the inference that it is located below the center console in front of the passenger seat. Based on this combined data, the specific installation position and orientation of each light unit in the vehicle's three-dimensional space are determined. Based on vehicle CAD data or pre-stored 3D spatial maps, combined with the inferred position information of all installed ambient lights, a real-time vehicle interior space topology model is dynamically constructed. This model includes the precise coordinates, orientation, and coverage area of ​​each ambient light, as well as the relative positions of major interior components.

[0084] By combining the vehicle space model with the installation environment, obstacle information is determined. Obstacles include objects that block or affect the path of light propagation, such as sun visors, storage boxes, seat headrests, and passenger bodies.

[0085] By using real-time ranging data from TOF sensors and comparing it with static structures in a spatial model, dynamic or unforeseen obstacles are identified. Based on the door's open / closed status, the obstruction in the door panel area is predicted. Based on seat position and occupant detection (e.g., via seat pressure sensors or cameras), the obstruction of the rear lights by the headrest or body is predicted. The light source and refractive index are optimized and adjusted based on obstacle information to determine the lighting circuit procedure. Light source adjustment includes adjusting the brightness, color temperature, and color of the LEDs. Refractive index adjustment includes using movable refractive indexes (such as those using liquid crystal or MEMS technology) to change the emission angle and direction of light in real time, bypassing obstacles.

[0086] In summary, multiple ambient lights work together. When a light path is blocked, adjacent lights can increase brightness or change the direction of light emission, forming relay lighting to ensure the continuity and visual effect of the overall light strip. The ultimate goal is to create a visually smooth, uninterrupted light path that conforms to design aesthetics. Even if the physical installation points are discontinuous or obstructed, intelligent compensation can be used to overcome the problem of poor ambient lighting effect caused by limited installation location.

[0087] Example 2

[0088] This embodiment is an improvement upon embodiment 1. For details, please refer to [link / reference]. Figures 1-2 It also includes:

[0089] Sound and light synchronization, the methods of sound and light synchronization include:

[0090] The system establishes various pitch levels, and each pitch level is blended together to generate a result that matches the different operating procedures of the ambient lighting.

[0091] The vehicle's ECU transmits the music being played to the headlight ECU;

[0092] The lamp body MUC breaks down the pitch levels according to the vocal melody, and then matches and runs programs in sequence according to the broken-down songs, and weightedly merges several programs to generate the ambient light program;

[0093] Each running program and vocal melody is marked with a timestamp that corresponds to each other.

[0094] Establish a mapping between the pitch library and the runtime program, whereby...

[0095] Pitch levels are the basic building blocks or characteristic dimensions of music, including:

[0096] Frequency / Pitch: Low, Mid, High;

[0097] Rhythm / meter: strong beat, weak beat, legato, syncopation;

[0098] Timbre: The timbre characteristics of different instruments such as human voice, piano, drums, and electronic synthesizers;

[0099] Volume / Dynamics: Changes in the loudness of the music;

[0100] Chords / tonality: Major (bright), Minor (melancholy), Complex chords (tension).

[0101] The program runs to preset or generate a set of light behavior rules for each pitch level, for example:

[0102] The bass response is characterized by pulsed light flashes, with a reddish / orange hue and a sudden increase in brightness, primarily activating the LED strips below the feet or door panels. The treble response is characterized by wave-like light flows, with a bluish / purple hue and a gradual change in brightness, activating the LED strips on the ceiling or A-pillars. Strong beats cause all LED strips to illuminate or change color synchronously and instantaneously. Vocals are characterized by a soft, breathing effect on the center console or front LED strip, with a warm color. Minor beats result in a cooler overall lighting tone and a smoother dynamic range.

[0103] The program corresponding to multiple existing sound levels is weighted and blended. For example, for a piece of music that contains both strong bass and vocals, the lighting effect will be a superposition of pulsed flashes and soft breathing, which will be represented by a white breathing halo superimposed on a red pulsed background.

[0104] The vehicle's ECU transmits the music to the headlight's MCU. This transmission includes not only audio data streams but, more importantly, music feature analysis data. Ideally, the ECU would first perform real-time analysis of the playing music, extracting the aforementioned pitch characteristic streams (such as outputting the current pitch, tempo intensity, and dominant timbre every 20-50ms). Communication is achieved by transmitting structured music feature data packets via a high-speed in-vehicle network (such as CAN FD or in-vehicle Ethernet), rather than the raw audio, to reduce bandwidth requirements and the MCU's computational burden.

[0105] It is important to note that precise timestamps are required to ensure that the changes in lighting and music are synchronized at the millisecond level, avoiding any sense of disharmony caused by asynchrony between sound and light.

[0106] The MCU (Microcontroller Unit) of the light fixture disassembles the sound levels and matches them with the operating program. Upon receiving music feature data, the MCU analyzes the dominant and auxiliary sound levels in real time. For each sound level, it searches for the corresponding lighting program in a locally pre-defined "sound level-operating program" mapping library. Different operating programs are weighted according to the intensity of each sound level (e.g., bass loudness, vocal clarity). For example, bass accounts for 70%, and vocals for 30%. The weighted lighting program instructions are then merged to generate a final, composite "ambient light operating program." This program contains instructions for the brightness, color, and dynamic mode of each LED or light segment in the next moment. During fusion, a vehicle spatial model is also incorporated. For example, bass effects are preferentially assigned to rear or low-position lights, and treble effects are assigned to front or high-position lights, mapping the spatial orientation of sound onto the lighting, ultimately achieving a dynamic, coherent, and emotional audio-visual experience.

[0107] In summary, the lighting is no longer a monotonous heartbeat-like flicker, but can express the melodic lines, harmonic changes and emotional colors of music. Different music styles (rock, classical, jazz, electronic) will trigger completely different lighting narratives. Passengers feel as if they are in a light environment that breathes, pulsates and flows with the music, which greatly enhances the entertainment and emotional resonance of the cabin.

[0108] It should be noted that if the light is detected to be installed in a location that is easily blocked, even if the music requires a strong burst of sound, the light path will be automatically changed to avoid ineffective light emission and the effect will be transferred to an unblocked area.

[0109] When the vehicle enters Sport mode and plays dynamic music, the response of the sound and light synchronization becomes more aggressive and faster. In Rest mode, even when playing the same song, the dynamics of the lights become more gentle and soothing. While ensuring the continuity of the light path, it is also necessary to ensure the consistency of the sound and light synchronization. For example, if a light strip that flows with the music encounters an obstacle, it can bypass or jump to the next available light, maintaining the visual narrative of the music's rhythm without interruption.

[0110] Example 3

[0111] This embodiment is an improvement upon embodiment 2. For details, please refer to [link / reference]. Figure 1-2 The location of the playback device is obtained based on the vehicle information;

[0112] Ambient lighting can be installed in the driver's seat area, the front passenger area, the first rear row area, and the second rear row area.

[0113] Among them, the shape of the sound after transmission is calculated based on the distance between the location of the playback device and the installation location of the ambient light;

[0114] The ambient lighting program is optimized based on the sound pattern after sound transmission to achieve visual and auditory linkage.

[0115] The vehicle information includes the vehicle model and playback device location information. For example, tweeters are usually installed on both sides of the A-pillar or the front corner of the dashboard to avoid volume imbalance and high-frequency loss. Mid-range speakers are located in the center of the front doors or on both sides of the A-pillar, above and below the tweeters, to evenly cover the interior space. Mid-bass speakers are mostly installed at the bottom of the front doors to enhance sound quality and power. Subwoofers are placed in the rear bumper or grille on some models. The ECU obtains the currently active speaker groups and their precise 3D coordinates, and defines four core passenger areas: driver's seat, front passenger seat, first rear row (left), and second rear row (right). The location of each ambient light installed in this area can be mapped to its corresponding passenger area. Because sound intensity (loudness), frequency response (timbre), phase, and arrival time change at different locations after being emitted from the speakers due to factors such as distance attenuation, air absorption, reflection / absorption from interior materials, and multipath interference (echo), the attenuation of sound energy is calculated based on the straight-line distance between the speaker and the ambient light installation point, following the inverse square law. The farther the distance, the weaker the sound. Combining the previously established vehicle space model and obstacle information, it is possible to determine whether the sound wave path from the speaker to the ambient light location is blocked, or whether there is a strong reflection path, and the loudness level (e.g., loud, medium, weak) of the specific speaker sound heard at that location. It is also possible to determine whether high frequencies are significantly attenuated, and to determine whether the sound is heard directly or is reverberant sound after reflection.

[0116] In summary, the dynamic performance of the lighting should reflect the actual sound characteristics heard by passengers at that location, thus visually representing the physical existence of the sound. If the calculation shows that a certain area (such as the driver's seat) is close to the main speaker and has a high sound intensity, the ambient light brightness in that area should be increased, the halo range expanded, and the dynamic effect stronger. If a certain area (such as the rear seats) has a low sound intensity, the ambient light should be adjusted to a softer brightness and smoother dynamic effect to avoid visually overwhelming the sound. When the sound image (panning) in the music moves from left to right, the system calculates the arrival time difference of the sound received in different areas. For example, the left light turns on first, and then the light strip flows to the right side with the calculated time difference, matching the visual flow speed with the perceived speed of sound in the air. If the calculation shows that the sound path is severely obstructed (e.g., a tall rear passenger blocks the direct sound from the rear speaker to the front), the corresponding light can be visually cut off or have a shadow effect, or flash to indicate that the sound is obstructed.

[0117] By deepening the spatial dimension of sound and light synchronization, the content of the light (color, mode) is determined by the sound level, while this embodiment determines the spatial expressiveness of the light (brightness, range, dynamic speed, positional weight). This provides a visual atmosphere that matches the auditory experience of every passenger in the vehicle. The lighting narrative seen from the driver's seat will differ from that of the front passenger or rear passengers, reflecting their actual auditory perception from different positions within the vehicle. Through the simulation of acoustic physics, the light is no longer a decoration suspended in the air, but is closely linked to the propagation, collision, and attenuation of sound, creating the illusion of visible sound and greatly enhancing the immersive experience in the cabin. Ultimately, it achieves more than just lights moving with sound; it achieves light arriving with sound and shadow changing with sound, allowing vision and hearing to achieve a harmonious unity at the level of physical laws, bringing users an unprecedented, highly realistic multi-sensory immersive experience.

[0118] It should be noted that the calculation of sound energy attenuation follows the inverse square law, and the formula is as follows:

[0119] I = I0 / d²;

[0120] I represents the sound intensity at a distance d;

[0121] I0 is the original sound intensity at the reference distance d;

[0122] d is the straight-line distance (in meters) from the sound source to the receiving point;

[0123] Furthermore, in practical applications, sound pressure level is more commonly used, and the calculation formula is:

[0124] ΔL = 20 * log10(d0 / d);

[0125] ΔL represents the sound pressure level attenuation (dB) due to distance;

[0126] d0 is a reference distance, usually 1 meter;

[0127] d represents the actual distance (meters);

[0128] And calculate the final sound pressure level using the formula,

[0129] L = L0 + ΔL;

[0130] L0 is the actual sound pressure level (dB) at a distance d;

[0131] ΔL is the original sound pressure level (dB) at the reference distance d0;

[0132] The formula for calculating high-frequency attenuation is:

[0133] A_high = α(f, T, RH) * d;

[0134] A_high represents the high-frequency attenuation (dB);

[0135] α(f, T, RH) is a function of air absorption coefficient (dB / m), frequency f (Hz), temperature T (°C), and relative humidity RH (%).

[0136] d: Propagation distance (meters);

[0137] The combined sound pressure level is calculated using the formula: L_combined = L + A_high + 10 * log10(W_direct);

[0138] L is the sound pressure level (dB) after attenuation due to distance only;

[0139] A_high represents the high-frequency attenuation (dB);

[0140] W_direct is the direct sound weighting factor (0-1). 10*log10(W_direct) is used to convert it to dB values ​​for summation.

[0141] Loudness level is determined based on the overall sound pressure level.

[0142] L_combined>=70dB, judged as strong;

[0143] 55dB <= L_combined < 70dB, judged as medium;

[0144] L_combined < 55dB, therefore it is considered weak;

[0145] Based on the above calculation formula, a calculation example is given:

[0146] The active speaker is the left front tweeter, and the target ambient lighting point is located in the first row rear (left). The position (3D coordinates) of the left front tweeter is (0.5, 1.8, 1.4), and the position of the first row rear (left) ambient lighting is (-0.8, 1.2, 0.5). The sound pressure level L0 of the tweeter at 1 meter is 85dB, the interior temperature is 20°C, and the humidity is 50%. The path analysis shows that the sound wave path from the left front tweeter to the left rear door ambient lighting is completely blocked by the left front seat.

[0147] Step 1, calculate the straight-line distance d;

[0148] Using the three-dimensional spatial distance formula: d = √[(x2-x1)² + (y2-y1)² + (z2-z1)²]

[0149] d=√[(-0.8-0.5)²+(1.2-1.8)²+(0.5-1.4)²]d=√[(-1.3)²+(-0.6)²+(-0.9)²]d=√[1.69+0.36+0.81]d=√[2.86]≈1.69 meters;

[0150] Step 2, calculate the sound pressure level attenuation ΔL due to distance;

[0151] ΔL=20*log 10 (1 / 1.69)≈20*log 10 (0.5917)≈20*(-0.227)≈-4.54dB;

[0152] Step 3: Calculate the sound pressure level L after distance attenuation;

[0153] L=L0+ΔL=85dB+(-4.54dB)=80.46dB;

[0154] Step 4: Calculate the high-frequency attenuation A_high;

[0155] For a 10kHz signal, A_high ≈ 0.03dB / m A_high = 0.03dB / m * 1.69m ≈ 0.05dB

[0156] Step 5: Determine the direct sound weighting factor W_direct;

[0157] Since the path is completely blocked by the seats, W_direct=0.3;

[0158] Convert it to dB value: 10*log 10 (0.3)≈10*(-0.5229)≈-5.23dB;

[0159] Step 6: Calculate the combined sound pressure level L_combined;

[0160] L_combined = L + A_high + 10 * log 10 (W_direct)L_combined=80.46dB+(-0.05dB)+(-5.23dB)L_combined≈75.18dB;

[0161] Step 7: Determine the loudness level;

[0162] According to the mapping rules: L_combined≈75.18dB, which is between 70dB and 85dB.

[0163] The loudness level was ultimately determined to be medium.

[0164] Although the original sound pressure level is high (85dB), distance attenuation (-4.54dB) and, most importantly, obstruction loss (-5.23dB) make it sound average in the rear left seat area. There is a slight attenuation in the high frequencies (-0.05dB), but due to obstruction, a large amount of high-frequency components are absorbed by the seat, resulting in a perceived tone that is somewhat dull and warm, with a loss of high-frequency detail. Since direct sound is completely blocked, the sound heard in this location is primarily reverberation after multiple reflections through the windows and roof, lacking clarity and directionality. Based on these calculations, the control system can drive the ambient lighting in the rear (left) of the first row with a medium brightness to match the medium loudness. Therefore, warm tones (such as amber and orange) are preferred to match the perceived dull and warm tone. The starting point of the light pulses is designed to diffuse from the middle or rear of the cabin to simulate the non-directional characteristics of reverberation.

[0165] In summary, this example goes beyond an abstract response to musical content; it delves into the level of acoustic physics, simulating the propagation of sound in a real train cabin environment to drive dynamic changes in lighting, thereby achieving precise spatial linkage between vision and hearing.

[0166] Example 4

[0167] This embodiment is an improvement upon embodiment 3. For details, please refer to [link / reference]. Figures 1-2 It also includes:

[0168] Obtain information on occupants in vehicle seats, create a occupant model, and integrate it into the vehicle space model;

[0169] The field of vision of occupants in a vehicle seat is calculated using ray casting based on a vehicle space model.

[0170] Based on the combined field of vision of all personnel, select the overlapping areas of vision, and adjust and optimize the lighting circuits accordingly.

[0171] Multimodal sensing fusion includes:

[0172] DMS / OMS cameras provide facial key points, head posture (pitch, yaw, roll angle), and eye orientation (direction of gaze).

[0173] Seat sensors confirm occupancy status and approximate pressure distribution;

[0174] ToF sensors provide non-contact human body contours, height, and sitting height, unaffected by light conditions;

[0175] User ID recognition, associated with preset preferences (such as sitting posture habits, lighting preferences);

[0176] Based on the above data, a raw, multi-dimensional personnel status data stream is output. The raw sensor data is transformed into a parameterized, computable 3D digital model. This includes:

[0177] Skeletal model: Based on key points (head, neck, shoulders), a simplified rigid body or joint model is built to accurately describe the 3D position and orientation of the head;

[0178] The eye model precisely defines the position of both eyes on the head model and, combined with gaze tracking data, determines the visual axis direction of each eye.

[0179] The body model, based on height, pressure distribution, etc., constructs a simplified torso outline (such as a cylinder or capsule) for occlusion calculation;

[0180] The process involves fusing a skeletal model, eye model, and body shape model with the user's ID and loading their habitual sitting posture offsets. Typically, this is a lightweight 3D mesh or a precise set of coordinates, used to generate a person model, which is then integrated into the vehicle's spatial model. The fused model calculates the field of view (S-FoV) for each seated passenger. Ray projection calculations are performed using the fused human-vehicle spatial model, radiating multiple rays from each eye's viewpoint along the line of sight. The intersections of these rays with the vehicle's interior surfaces are calculated, and any obstructions (such as headrests or other passengers' body models) are identified along the paths. All unobstructed intersections are collected to form the precise field of view polygon for this calculation cycle. The calculated field of view (in a unified coordinate system) for each passenger is then spatially intersected, outputting one or more 3D spatial regions that are currently visible to all seated passengers. The S-FoV changes in real-time when a passenger turns their head, the vehicle turns, or someone enters or exits.

[0181] Furthermore, as before, the S-FoV (Sound-Based FoV) is prioritized for optimization as the golden area for the lighting experience. It works in conjunction with other vehicle systems to ensure the strongest synchronization of light and sound within the S-FoV area, matching the sound transmission pattern in that area. If the optimal light path within the S-FoV is temporarily blocked by an obstacle (such as a passenger's hand), light path reconstruction can be immediately initiated, utilizing other lights to take over. The final output generates a globally optimal ambient lighting program centered on a shared experience, which is then distributed to each light's MCU for execution. This maximizes the final effect of the ambient lighting.

[0182] Example 5

[0183] This embodiment is an improvement upon embodiment 3. For details, please refer to [link / reference]. Figures 1-2 It also includes:

[0184] Create a repository that stores the running program;

[0185] And based on the acquired personnel model, personnel files are created, and the corresponding visual field areas are recorded;

[0186] The personnel file includes the ambient light flashing frequency acceptable range, flashing color duration range, and light operation speed range. The ambient light operation program is optimized by using the personnel file.

[0187] By combining the historical field of view in personnel files with the current field of view calculated in real time, the ambient lighting operation program is optimized through S-FoV calculation.

[0188] Historical field of view is acquired to build prior knowledge and predict behavior. Specifically, this involves the system continuously recording the user's field of view in different scenarios (such as normal driving, resting, using navigation, and driving at night) during multiple rides. This is achieved by recording posture and eye habits. For example, if a user habitually and frequently checks the left rearview mirror, their historical field of view will show the left A-pillar area being frequently covered.

[0189] When a user first enters the vehicle and the DMS camera has not yet fully captured their precise posture, the system uses their historical field of view as an initial estimate to avoid disorder or interference in the lighting system during initial startup. Combined with vehicle status (such as enabling navigation left-turn prompts), the system predicts the direction the user's gaze will shift and adjusts the lights in that area in advance. Furthermore, through sensors such as DMS / OMS, the system performs real-time calculations based on the current user profile, capturing instantaneous states and dynamic changes to reflect the user's true and precise gaze focus at that moment. Finally, spatiotemporal fusion is performed to optimize S-FoV calculation, using a weighted average fusion method.

[0190] Set a historical weight (α) and a real-time weight (1-α);

[0191] Final effective field of view = α × historical field of view + (1-α) × real-time field of view;

[0192] It is important to note that α is higher at startup or when the attitude is unstable (more dependent on historical data). α decreases when real-time data becomes stable and reliable (more dependent on real-time performance).

[0193] Kalman filtering is used to apply historical field of view as a prediction (based on a motion model) and real-time field of view as a measurement. The filtering algorithm outputs an optimally estimated field of view region, effectively smoothing sensor noise and providing more stable and reliable field of view data.

[0194] When the difference between real-time and historical data is too large (e.g., a user suddenly turns their head to look at the back seat), the system immediately switches to real-time data-driven mode. Once the user's posture stabilizes, it smoothly transitions back to the fusion mode.

[0195] In summary, the high-confidence S-FoV region, after fusing historical and real-time data, selects a base program suitable for the current scenario (e.g., music genre, driving mode) from the program repository. Program parameters are constrained and weighted based on each user's profile preferences (frequency, color timing, speed range). The main axes of the lighting effects (e.g., the path of dynamic light flow, the burst point of sound-light synchronization) are precisely deployed within the fused S-FoV region. This ensures that the lighting parameters in the S-FoV region simultaneously satisfy the preference constraints of all relevant users (taking the intersection or the most conservative value), thereby outputting a stable, comfortable, personalized, and highly shareable final lighting command.

[0196] Example 6

[0197] This embodiment is an improvement upon embodiment 3. For details, please refer to [link / reference]. Figures 1-2 Based on the vehicle space model, the ambient light operation program is simulated using a light path propagation algorithm to determine the breakpoints of the running light rays;

[0198] Calculate the angle and / or position of the light refractor and light source that need to be adjusted based on the coordinates of the breakpoint and the coordinates of the ambient light installation location.

[0199] A breakpoint is defined as a region on a planned continuous light path where visual interruption or significant brightness reduction occurs due to the following reasons:

[0200] Physical obstruction occurs when light is directly blocked by objects such as seats, headrests, occupants' bodies, and storage compartments.

[0201] Distance attenuation, the distance between the two lamps is too far and there is no reflective surface to assist, resulting in the light in the middle area being too dark;

[0202] Angle deviation; the light beam exits at an improper angle and fails to effectively illuminate the intended path.

[0203] When light shines on a dark, rough light-absorbing surface, it cannot create an effective visual continuity.

[0204] Before sending the final ambient lighting program to each lamp's MCU, a full-scene lighting effect simulation is performed in the human-vehicle fusion spatial model. All lamps participating in the program are activated, simulating the light emitted by each light source and following the optical path propagation algorithm. In the simulation model, sampling is performed along a preset "ideal optical path." The illumination intensity and visibility (whether it is obstructed) of each sampling point are calculated. When the illumination intensity of a continuous area is lower than a preset threshold, or the visibility is 0, it is marked as a "breakpoint," and its 3D coordinate range is recorded. The angles and / or positions of the light source (LED) and the refractive index (such as an adjustable mirror, liquid crystal light valve, or MEMS micromirror) are calculated to repair the breakpoint and rebuild the optical path continuity.

[0205] Scenario 1: Small-scale obstruction / attenuation can be compensated for by adjusting the existing lamp body;

[0206] Input: Breakpoint coordinates P_break, nearest upstream lamp coordinates P_upstream, and downstream lamp coordinates P_downstream.

[0207] Calculate the vector V1 from P_upstream to P_break. Calculate the vector V2 from P_break to P_downstream. Calculate a reflection angle for the refractive index at P_upstream so that it can precisely guide some light rays to P_break.

[0208] At the same time, the local brightness of the P_upstream light source can be finely adjusted to enhance the light intensity directed towards the break point.

[0209] Output: P_upstream lamp body's refractive plate target angle and light source local dimming command.

[0210] Scenario 2: Large-scale obstruction or physical gaps require optical path reconstruction. A straight connection is not required. Instead, reflective surfaces inside the vehicle (such as light-colored door panels, dashboards, and ceiling trim) are used to create optical path jumps.

[0211] Search for available reflecting surfaces S_reflect in the spatial model. Calculate a new light path P_upstream to S_reflect to P_downstream. According to the law of reflection (angle of incidence = angle of reflection), calculate the precise angle of the refractive index at P_upstream to ensure that the light rays, after being reflected by S_reflect, accurately cover the P_downstream region, thus visually "bypassing" the breakpoint.

[0212] Output: P_upstream lamp body's refractive plate target angle (may be a non-default deflection angle).

[0213] Scenario 3: Dynamic obstacles, such as a passenger's moving arm.

[0214] When a dynamic obstacle is detected about to enter the optical path, a backup refraction angle is calculated in advance so that the light passes through the obstacle from above or below.

[0215] Ultimately, the instructions for adjusting the objects are obtained, namely, the angle of the refracting plate, the angle of the light source, and the position of the light source.

[0216] The calculated adjustment instructions (refractor angle, light source parameters) are merged with the original ambient light operating program to generate the final execution instructions, which include optical path compensation, and then sent to the MCUs of each lamp. The lamp MCUs control micro motors or electronic control materials to adjust the refractor. Secondary simulations can be performed or feedback from ambient light sensors can be used to verify whether the breakpoints have been repaired.

[0217] In summary, the system's linkage with the field of view allows for the prioritization of breakpoint repair. Breakpoints located within the S-FoV or the driver's field of view are given the highest priority for repair. Furthermore, the linkage with personnel files ensures that for users sensitive to light continuity, the system employs a more aggressive compensation strategy to guarantee an absolutely smooth light stripe. This guarantees visual integrity, ensuring the presentation of the designer's intended continuous light lines regardless of the complexity of the installation environment, transforming physical limitations into opportunities to showcase the system's intelligence.

[0218] It is important to note that when calculating the light path propagation algorithm, the emission angle, intensity, and color of the light source must be considered. The current angle and refraction / reflection characteristics of the light refraction plate / light guide plate, the geometry and optical properties (diffuse reflection, specular reflection) of all objects within the carriage, and known obstacle information (static and dynamic) are also required.

[0219] For example,

[0220] The current ambient lighting program extends along the left front door trim from the door handle area (point A) backwards, through the B-pillar, and finally connects to the left rear door trim (point C). Currently, there is a passenger in the front left seat, with the passenger's left arm naturally resting on the door armrest, positioned just below the B-pillar. The door panel and B-pillar are made of a dark matte material (absorbing surface). There is an adjustable miniature reflector (light-reflecting plate) in the B-pillar area, controlled by the upstream light unit (point A).

[0221] The upstream light source (point A) is located near the front door handle. It has a 120° beam angle and a luminous intensity of 5000 mcd. It is equipped with a miniature reflector that is ±30° adjustable.

[0222] The downstream light (point C) is located on the rear door trim and is independently illuminated.

[0223] The ideal light path is assumed to be a smooth curve from point A through the B-pillar to point C. Ray tracing is performed, emitting light from a light source at point A. Simulation revealed that most direct light is completely blocked by the passenger's left arm. A small amount of light attempts to illuminate the dark matte surface of the B-pillar, but it is strongly absorbed, resulting in very weak reflected light; almost no light effectively illuminates the B-pillar area and "connects" to point C. Light emitted from the light source at point C is normal. Breakpoint detection samples along the ideal light path in the B-pillar area. Calculation results show that the average illuminance in the continuous area from P_start_break (10cm in front of the B-pillar) to P_end_break (10cm behind the B-pillar) is <5 lux (far below the threshold of 10 lux). Visibility is 0 when viewed from the driver's and passenger's seats, as the area is blocked by the left arm, indicating a significant breakpoint; the coordinates of this breakpoint have been recorded. Physical obstruction (arm) and absorbing surface (dark B-pillar) constitute large-scale obstruction, and the direct path cannot be repaired. The chosen strategy is light path jump, which allows the light from point A to skip the obstructed B-pillar area and illuminate the area near point C of the rear door trim through reflection from the roof, thereby visually restoring continuity.

[0224] Precise calculation of the reflection angle: Given the coordinates of point A (0.5, 1.8, 0.3) (m), point C (-0.8, 1.2, 0.3) (m), and the roof reflector S_reflect located on the y=1.5 plane with z≈1.4m. Calculation: Find the reflection point P_reflect. According to the law of reflection, the shortest path is where the angle of incidence equals the angle of reflection. Point C can be mirrored about the roof plane (z=1.4) to obtain a virtual point C'. The coordinates of C' are: (-0.8, 1.2, 1.4 + (1.4 - 0.3)) = (-0.8, 1.2, 2.5).

[0225] Calculate the reflected ray, connect point A (0.5, 1.8, 0.3) and C' (-0.8, 1.2, 2.5), the intersection of this line and the roof plane (z=1.4) is the optimal reflection point P_reflect;

[0226] The calculation process is as follows: the direction vector of the line is V = C' - A = (-1.3, -0.6, 2.2);

[0227] The equation of the straight line starting from point A is: (x, y, z) = (0.5, 1.8, 0.3) + t*(-1.3, -0.6, 2.2);

[0228] z=1.4:0.3+t*2.2=1.4=>t=1.1 / 2.2=0.5;

[0229] Substituting t=0.5: x=0.5+0.5*(-1.3)=-0.15, y=1.8+0.5*(-0.6)=1.5. Therefore, P_reflect≈(-0.15, 1.5, 1.4).

[0230] Calculate the incident and reflected rays. Incident ray: from A(0.5, 1.8, 0.3) to P_reflect(-0.15, 1.5, 1.4), vector V_inc=(-0.65, -0.3, 1.1);

[0231] The reflected ray is from P_reflect(-0.15, 1.5, 1.4) to C(-0.8, 1.2, 0.3), and the vector V_ref=(-0.65, -0.3, -1.1);

[0232] The target angle of the refracting plate is calculated as follows: the refracting plate needs to reflect the light from point A towards P_reflect, with the incident vector V_inc=(-0.65, -0.3, 1.1) and the reflection vector V_ref=(-0.65, -0.3, -1.1).

[0233] It should be noted that this is the direction from the reflection point. For a refractive index, the direction needed is towards the reflection point, i.e., -V_ref=(0.65, 0.3, 1.1), but the actual reflection direction is used when calculating the normal.

[0234] According to the law of reflection, the normal vector N of the refracting plate should bisect the angle between V_inc and -V_ref;

[0235] N∝(V_inc / |V_inc|)+(-V_ref / |V_ref|);

[0236] ∝ indicates proportionality. The final N vector needs to be in the same direction as the sum vector on the right, but they are usually not the same vector and need to be normalized again.

[0237] The direction of N is calculated and then converted into the pitch and yaw angles that the refracting plate needs to rotate relative to its default position. The refracting plate needs to be rotated to a specific angle, for example, Pitch = +15° and Yaw = -10°.

[0238] The command is generated, and the existing ambient lighting program, such as the blue breathing effect, is adjusted. The upstream light source (point A) is compensated by adjusting the refractive index angle to Pitch = +15°, Yaw = -10°, and slightly increasing the brightness of the light source at point A by 10% to compensate for energy loss due to reflection from the roof. The final execution package is then generated. The command is sent to the MCU of the light source at point A. The MCU drives a micro-motor to precisely rotate the refractive index to +15° and -10°. The LED at point A emits light at the new angle, directing the light towards the roof area (-0.15, 1.5, 1.4). The light diffuses across the light-colored roof, illuminating the rear door trim area and blending with the lighting at point C.

[0239] Example 7

[0240] This embodiment is an improvement upon embodiment 3. For details, please refer to [link / reference]. Figures 1-2 It also includes:

[0241] Spatial aggregation is performed based on the shape of the transmitted sound, the field of vision of the personnel, and the vehicle spatial model to form at least one connected domain;

[0242] Calculate the connected components to obtain the projected area of ​​the ambient light.

[0243] By setting different thresholds, the projected area of ​​the ambient light is matched to the different thresholds, thus adapting the light operation program.

[0244] The ambient lighting operating area is calculated using a vehicle space model. Based on S-FoV, sound and light synchronization intensity, and personalized preferences, it is determined which lights or light segments will be lit. In the vehicle space model, the areas covered by these activated lights are spatially aggregated to form one or more connected domains. The projected area of ​​these connected domains on the interior surfaces of the passenger compartment (such as door panels, ceiling, and floor) is calculated.

[0245] Among them, only the light strips along the lower edge of the four door panels are activated, with a small operating area, forming four separate narrow strips;

[0246] The lights activate all the lights on the door panels, center console, and ceiling, covering a large area in a wraparound pattern.

[0247] Only the ceiling starry sky canopy is activated, covering a large area in a planar, all-encompassing manner;

[0248] For small areas, it is recommended to use intersecting vertical light lines and weaving light effects;

[0249] The interlacing of vertical light lines creates a sense of dynamism within a limited space. Multiple thin beams of light intersect and flow within a narrow area, forming a woven or grid effect, making full use of linear space and preventing the space from feeling cramped.

[0250] The shuttle effect involves light spots or short beams rapidly moving back and forth between the starting and ending points, simulating a sense of "shuttle". It is suitable for short distances and can produce a strong sense of rhythm and speed, compensating for the small area.

[0251] For medium-sized areas, spiral lines and shuttle lighting effects (multipath) are recommended.

[0252] The spiral shape, formed by the flow of light, is either spiral or vortex-like, expanding outwards from the center or converging inwards. It requires a certain amount of planar or curved space to showcase its aesthetic form. Its dynamic movement is soothing and artistic, making it suitable for creating an elegant atmosphere.

[0253] Among them, the shuttle light effect (multi-path) involves multiple light points moving independently along different paths, forming a more complex dynamic network, which is suitable for medium-sized interactive experiences.

[0254] For large areas, a starry sky roof is recommended; it's a classic large-area coverage solution. It utilizes numerous small details...

[0255] The scale and dynamic characteristics of lighting programs should match the area they cover. Large spaces are suitable for grand, soothing narratives, while small spaces are better suited for delicate, focused effects. Not only should the program type be chosen, but program parameters should also be adjusted according to the area. On large areas, the light flow speed should be slow to convey grandeur, while on small areas it can be fast to convey vitality. The density of stars in a starry sky ceiling can increase with the area. The radius of rotation of the spiral should be matched to the available space.

[0256] Even with a large operating area, if the user profile indicates a preference for simplicity, a spiral pattern can be chosen instead of a more complex interlacing of vertical lines. For users sensitive to flicker, high-frequency shuttle effects should be avoided even in small areas; the main program, best suited to the area, should be deployed within the S-FoV region. A smaller variant with the same style as the main program can run in a user-specific area. The calculation of the operating area takes into account continuous areas after breakpoint repair, ensuring accurate area calculation and avoiding program mismatches caused by physical breakpoints.

[0257] The specific calculation is as follows:

[0258] The vehicle space model includes 3D meshes of all interior surfaces (e.g., left front door panel, right rear door panel, roof, center console, floor mat area). The lamp model includes the precise 3D position, emission direction, field of view (FOV), and intensity distribution of each lamp (or lamp segment). For each activated lamp, the emitted light is simulated. The intersections of these light rays with the interior surfaces are calculated. All valid intersections (i.e., illuminated points) are aggregated. The 2D area formed by these intersections on the interior surfaces is the effective illumination area of ​​that lamp. The "effective illumination areas" of all activated lamps are spatially aggregated. Connected or overlapping regions are merged into a single entity through connected component analysis. This results in one or more independent connected components. For each connected component, its surface area on the interior surface is calculated. Since the interior surface is a 3D curved surface, integration is required over the 3D mesh triangles constituting the region. The running area equals the sum of the surface areas of all connected components. For example,

[0259] The first step is to define the vehicle space model;

[0260] Left front door panel: approximately a rectangular plane of 1.0m x 0.3m, with an area of ​​0.3m²;

[0261] Right front door panel: Same as above, area = 0.3m²;

[0262] Left rear door panel: approximately a rectangular plane of 1.2m x 0.3m, with an area of ​​0.36m²;

[0263] Right rear door panel: Same as above, area = 0.36m²;

[0264] Center console: approximately a rectangular plane of 1.5m x 0.1m, with an area of ​​0.15m²;

[0265] Ceiling: Approximately a rectangular plane of 2.0m x 1.5m, with an area of ​​3.0m²;

[0266] Total internal surface area: ≈4.47m²;

[0267] The second step is to define the illumination area for each lamp.

[0268] Position 1: Right next to the bottom edge of the door panel;

[0269] Light emission: The light radiates upwards and inwards (towards the center of the carriage), with an emission angle of approximately 120°;

[0270] Lighting area: A light strip approximately 5cm wide is formed on each door panel;

[0271] The lighting area of ​​each door panel is approximately equal to the length of the door panel multiplied by its width, which is equivalent to the door length multiplied by 0.05m.

[0272] Front door: 1.0m × 0.05m = 0.05m² (each);

[0273] Back door: 1.2m × 0.05m = 0.06m² (each);

[0274] Total lighting area (door panel) = 2 × 0.05 + 2 × 0.06 = 0.10 + 0.12 = 0.22 m²;

[0275] Location 2: Left and right edges of the center console;

[0276] Light emission: radiates downwards and to both sides;

[0277] Lighting area: Primarily illuminates the center console itself and the front footwell area. Assume each strip light illuminates a 0.05m wide edge of the center console;

[0278] Lighting area (central control panel) ≈ 1.5m × 0.05m × 2 = 0.15m²;

[0279] Location 3: Around the perimeter of the ceiling, 10cm from the edge;

[0280] Light emission: It radiates downwards (and outwards), with an emission angle of approximately 90°;

[0281] Lighting area: A halo of light is formed on the ceiling, with a width of about 20cm (10cm inward from the edge and 10cm outward, but the outward movement exceeds the ceiling, so the effective inward movement is 10cm).

[0282] Lighting area (ceiling) = Ceiling perimeter × Halo width;

[0283] Circumference ≈ 2 × (2.0 + 1.5) = 7.0 m;

[0284] Width = 0.1m;

[0285] Area ≈ 7.0m × 0.1m = 0.7m²;

[0286] The third step is spatial aggregation and connected component analysis;

[0287] The light strip on the door panel is divided into four separate areas that cannot be directly connected.

[0288] The light strip on the center console is visually adjacent to the light strip on the front door panel, but they are physically separated by the center console itself and are not connected.

[0289] The halo of light from the ceiling is very close to the top edges of all four door panels. This is intended to create a visual connection by allowing light to faintly illuminate the top edges of the door panels.

[0290] After breakpoint repair and optical path optimization, it was determined that the ceiling halo and the upper edges of the four door panels achieved visual continuity, so they were regarded as a whole;

[0291] In summary, the connected region A (main surrounding area) is determined to be the ceiling halo (0.7m²) + the light strips of the four door panels (0.22m²) + the edge of the center console (0.15m²), with a total area of ​​0.7 + 0.22 + 0.15 = 1.07m².

[0292] The fourth step is to calculate the final operating area;

[0293] Operating area = Area of ​​connected domain A = 1.07 m²;

[0294] Operating area: 1.07m², accounting for approximately 24% of the total interior surface area, belonging to a medium-to-large area, a wraparound connected domain covering most of the cabin's boundaries. Recommended lighting effect for medium-to-large area: spiral or shuttle lighting effect (multipath). Parameter adjustment: Light flow speed should be set to a slower setting to reflect the grandeur and soothing atmosphere of the wraparound design, avoiding a sense of discontinuity due to high speed. The chosen lighting effect is a spiral, which is very suitable for this wraparound form. The light flow can start from the center of the ceiling (or the front row), spiraling outwards to the edge of the ceiling, simultaneously driving the light strips on the door panels and center console, forming a unified and elegant dynamic narrative. The final decision will be to choose a slow spiral as the main program for this 1.07m² operating area, ensuring that the lighting effect in the S-FoV area (such as the center console and ceiling in front of the front passengers) is the smoothest and most prominent.

[0295] Furthermore, it also includes:

[0296] Based on the acquired multimodal sensor data, the personnel's sitting posture changes are tracked in real time, and the personnel model is dynamically updated.

[0297] The ray-based calculations are re-performed to determine the field of view, sound pattern, projected area of ​​the ambient lighting, and coordinates of breakpoints, thereby dynamically adjusting the ambient lighting program in real time.

[0298] Example 8

[0299] This embodiment is an improvement upon embodiment 3. For details, please refer to [link / reference]. Figures 1-2 It also includes the vehicle ECU for communication, which acquires data from the multimodal sensors installed in the vehicle.

[0300] Multimodal sensor data includes driver facial expressions, voice tone, and physiological signals;

[0301] The current emotion of a person is determined by combining emotion recognition algorithms with multimodal sensor data;

[0302] Adjust the lighting operation program according to the current emotional state of the personnel.

[0303] Multimodal sensors (such as cameras, microphones, and biosensors) are used to collect data on the driver's facial expressions, voice tone, and physiological signals. Deep learning algorithms are then used to build an accurate emotion recognition model, enabling real-time identification of emotions such as happiness, anger, and anxiety. Secondly, based on the emotion recognition results, an intelligent control strategy is designed to automatically adjust cabin lighting, seats, fragrance, multimedia, and other equipment to a suitable state.

[0304] Example 9

[0305] This invention also provides a modular ambient light adaptive adjustment method and an ambient light, comprising:

[0306] The outer casing 1 has a mounting component 2 installed at its lower end. The mounting component 2 is used to adhere to any position inside the vehicle.

[0307] The upper cover plate 3 is snapped to the upper end of the outer shell 1, and the outer shell 1 and the mounting component 2 form an accommodating space;

[0308] The accommodating space is equipped with a lamp body MUC4, a lamp body 5, a rotating component 6, a first slide rail 7, a second slide rail 8, and a light-reflecting plate 9;

[0309] The lamp body MUC4 is used to control the movement of the first slide rail 7 and the second slide rail 8, thereby driving the lamp body 5 and the rotating component 6 to change the position of the light-reflecting plate 9;

[0310] One end of the rotating component 6 is connected to the lamp body 5, and the lower end of the rotating component 6 is slidably connected to the inside of the first slide rail 7.

[0311] The lower end of the refracting plate 9 is slidably connected to the inside of the second slide rail 8, and the refracting plate 9 is located on one side of the first slide rail 7.

[0312] See Figures 3-4 Mounting component 2 can be installed in any location inside the vehicle using strong adhesive or strong magnets;

[0313] When it is necessary to adjust the position of the lamp body 5 and the position of the light-refracting plate 9, the lamp body 5 and the light-refracting plate 9 slide on the first slide rail 7 and the second slide rail 8 through the pulleys at the lower end of the light-refracting plate 9, thereby fine-tuning the position of the lamp body 5 and the light-refracting plate 9.

[0314] A servo motor is also installed between the light-refractive plate 9 and the pulley. The servo motor controls the rotation angle of the light-refractive plate 9 so that the light emitted by the lamp body 5 can be adapted to the interior of the vehicle and the light can be continuous.

[0315] It should be noted that a light shield is installed on the outer surface of the lamp body 5 so that the light emitted by the lamp body 5 is directed in one direction as much as possible. When it is necessary to rotate the lamp body 5, the rotating component 6 drives the lamp body 5 to rotate, thereby changing the angle of the light emitted by the lamp body 5.

[0316] It should be noted that, in this document, relational terms such as "first" and "second" are used only 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. Furthermore, 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 process, method, article, or apparatus.

[0317] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the technical principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A modular ambient light adaptive adjustment method, characterized in that, Includes the following steps: Install ambient lighting in any location; The lamp body MCU establishes communication with the vehicle ECU to obtain vehicle information; The ambient light's internal detection module detects the surrounding installation environment and, in conjunction with the vehicle information, infers the installation location of the ambient light. Specifically, based on the vehicle model and the obtained reference objects, the distance to the roof and the distance to the footrest inside the vehicle are obtained from the acquired images. The installation location of the ambient light is then calculated by combining the distance to the roof and the distance to the footrest inside the vehicle. A vehicle spatial model is established by extracting features based on vehicle information and the installation location of ambient lights using a fusion algorithm. By combining the vehicle space model with the obstacle information of the installation environment, and using the real-time ranging data of the TOF sensor to compare with the static structure in the space model, dynamic or unpredictable obstacles can be identified. The ambient light source and refractive plate inside are optimized and adjusted based on the obstacle information to generate a smooth and uninterrupted light path. The ambient lights operate according to the lighting circuit, with multiple ambient lights working together. When a light path is blocked, adjacent lights can increase their brightness or change their light direction to form relay lighting, ensuring the continuity and visual effect of the overall light strip.

2. The modular ambient light adaptive adjustment method according to claim 1, characterized in that, Also includes: Acoustic-optical synchronization, wherein the method of acoustic-optical synchronization includes: Establish various pitch levels, and merge each pitch level to generate results that match the different operating procedures of the ambient lights; The vehicle ECU transmits the playing music to the lamp body MCU; The lamp body MCU decomposes the pitch level according to the music melody, and then matches and runs the program according to the decomposed pitch level in sequence, and generates the ambient light running program by weighted fusion of the running programs; Each of the aforementioned running programs and vocal melodies is marked with a timestamp that corresponds to each other.

3. The modular ambient light adaptive adjustment method according to claim 2, characterized in that: The location of the playback device is obtained based on the vehicle information; The ambient lighting is installed in the driver's seat area, the front passenger seat area, the first rear row area, and the second rear row area. The shape of the sound after transmission is calculated based on the distance between the location of the playback device and the installation location of the ambient light. The ambient lighting program is optimized based on the sound pattern after sound transmission to achieve visual and auditory linkage.

4. The modular ambient lighting adaptive adjustment method according to claim 3, characterized in that, Also includes: Obtain information on occupants in vehicle seats, create a occupant model, and integrate it into the vehicle space model; The field of vision of the occupants in the vehicle seats is calculated using the ray-mapping model of the vehicle space. Based on the combined field of vision of all personnel, select the overlapping areas of vision, and adjust and optimize the lighting circuits accordingly.

5. The modular ambient lighting adaptive adjustment method according to claim 4, characterized in that, Also includes: Establish a repository, which stores the running program; And establish personnel files based on the acquired personnel model, and record the corresponding field of vision areas; The personnel file includes the ambient light flashing frequency acceptable range and the light running speed range, and the ambient light operation program is optimized through the personnel file. By combining the historical field of view in personnel files with the current field of view calculated in real time, the ambient lighting operation program is optimized through S-FoV calculation.

6. The modular ambient lighting adaptive adjustment method according to claim 5, characterized in that: Based on the vehicle space model, the ambient lighting operation program is simulated using a light path propagation algorithm to determine the breakpoints of the running light rays; Calculate the angle and / or position of the refractive plate and light source that need to be adjusted based on the coordinates of the breakpoint and the coordinates of the ambient light installation location.

7. The modular ambient lighting adaptive adjustment method according to claim 6, characterized in that, Also includes: Spatial aggregation is performed based on the shape of the transmitted sound, the field of vision of the personnel, and the vehicle spatial model to form at least one connected domain; Calculate the connected components to obtain the projected area of ​​the ambient light. By setting different thresholds, the projected area of ​​the ambient light is matched with different thresholds to adapt to the light operation program.

8. The modular ambient lighting adaptive adjustment method according to claim 7, characterized in that, It also includes a communication vehicle ECU, through which data from multimodal sensors installed in the vehicle are acquired; The multimodal sensor data includes the driver's facial expressions, voice tone, and physiological signals; The current emotion of a person is determined by combining emotion recognition algorithms with multimodal sensor data; Adjust the lighting operation program according to the current emotional state of the person being observed.

9. The modular ambient lighting adaptive adjustment method according to claim 8, characterized in that, Also includes: The personnel model is dynamically updated by tracking and locating changes in the sitting posture of the personnel in real time based on the acquired multimodal sensor data. The ray-based calculations are re-performed to determine the field of view, sound pattern, projected area of ​​the ambient lighting, and coordinates of breakpoints, thereby dynamically adjusting the ambient lighting program in real time.

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