Vehicle control method and vehicle

Abstract

The invention provides a vehicle control method and a vehicle, and belongs to the technical field of illumination control of vehicles. By adopting the technical scheme provided by the embodiment of the invention, the target position of the user is obtained under the condition that the illumination condition is met, and then the target historical illumination track related to the target position is selected from the at least one historical illumination track of the track memory bank; and the target historical lighting track is adopted to control lighting equipment of the vehicle to execute lighting operation. Since the historical lighting track is generated based on the previous historical motion track of the user, the lighting equipment can be individually adjusted according to different walking tracks of the user by combining the habits of the user and taking the position of the user as a distinction, the flexibility of controlling the lighting equipment is improved, meanwhile, the lighting demand of the user can be predicted in advance, and the user experience is improved. The lighting equipment is automatically controlled in the walking process of the user, so that the driving safety is improved, and meanwhile, the user experience is enhanced.

Description

Technical Field

[0001] This application relates to the field of vehicle lighting control technology, and more specifically, to vehicle control methods and vehicles in the field of vehicle lighting control technology. Background Technology

[0002] With the development of vehicle technology, more and more vehicles are equipped with the "follow me home" function, which keeps the vehicle's headlights on for a period of time after the user locks the car, providing illumination from the vehicle to the destination.

[0003] In related technologies, the "Light Up My Home" function typically uses low beam headlights for illumination, which has limited illumination distance and range, providing insufficient sense of security in open or complex environments. Furthermore, the "Light Up My Home" function usually has a fixed illumination duration; for new energy vehicles, unnecessary prolonged illumination will drain the battery. These factors contribute to low lighting flexibility and a poor user experience.

[0004] Therefore, how to flexibly control lighting equipment while using the "Light Up My Home" function is a hot research topic. Summary of the Invention

[0005] This application provides a vehicle control method and a vehicle, the method being as follows: Firstly, a method for controlling a vehicle is provided, the method comprising: Under the condition that the lighting conditions are met, obtain the user's target location; Select a target historical lighting trajectory that is related to the target location from at least one historical lighting trajectory in the trajectory memory library, the historical lighting trajectory being generated based on the user's previous historical movement trajectory; The vehicle's lighting equipment is controlled to perform lighting operations based on the target historical lighting trajectory.

[0006] In this implementation, given sufficient lighting conditions, the user's target location is obtained. Then, a target historical lighting trajectory that is relevant to the target location is selected from at least one historical lighting trajectory in the trajectory memory library. This target historical lighting trajectory is then used to control the vehicle's lighting equipment to perform lighting operations. Since the historical lighting trajectory is generated based on the user's previous movement trajectories, it can incorporate user habits and differentiate lighting based on the user's location, allowing for personalized adjustment of the lighting equipment for different walking trajectories. This improves the flexibility of lighting equipment control. Furthermore, it can predict the user's lighting needs in advance and automatically control the lighting equipment during the user's movement, enhancing both driving safety and user experience.

[0007] In conjunction with the first aspect, in some possible implementations, controlling the vehicle's lighting equipment to perform lighting operations based on the target historical lighting trajectory includes: determining lighting parameters based on the target historical lighting trajectory, the lighting parameters including at least one of the following: lighting mode, lighting brightness, lighting angle, and lighting duration; and controlling the vehicle's lighting equipment to perform lighting operations based on the lighting parameters.

[0008] In this implementation, lighting parameters are determined by the target historical lighting trajectory. Then, the lighting parameters are used to control the lighting mode, brightness, angle, and duration of the vehicle's lighting equipment, thereby performing lighting operations. The lighting parameters can be directly retrieved from the target historical lighting trajectory, improving the immediacy and reliability of the lighting response.

[0009] In conjunction with the first aspect and the above implementation methods, in some possible implementation methods, the method further includes: obtaining the vehicle's state of charge; and when the state of charge is less than a calibrated threshold, adjusting the lighting parameters using an energy-saving strategy, wherein the energy-saving strategy includes at least one of the following: using low beam headlights, reducing lighting brightness, and reducing lighting duration.

[0010] In this implementation, when the obtained state of charge is less than the calibrated threshold, an energy-saving strategy is adopted to adjust the lighting parameters. In the case of energy shortage, the energy consumption of the lighting function is actively and smoothly reduced, which can effectively extend the vehicle's range and give the driver more time to handle the situation safely or find charging facilities, thus improving the robustness of lighting control.

[0011] In conjunction with the first aspect and the above implementation methods, in some possible implementation methods, the method further includes: determining whether the user has left the driver's seat of the vehicle; determining whether the vehicle doors are closed; and determining that the lighting conditions are met when the user has left the driver's seat and all vehicle doors are closed.

[0012] In this implementation, lighting conditions are only met when the user leaves the driver's seat and all vehicle doors are closed. This avoids ineffective lighting due to the user temporarily leaving the vehicle or misoperation, reduces energy waste, and improves the accuracy of lighting control.

[0013] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the method further includes: acquiring the user's actual movement trajectory during the lighting operation performed by the lighting device; and correcting the target historical lighting trajectory in the trajectory memory based on the actual movement trajectory.

[0014] In this implementation, during the lighting operation of the lighting equipment, the target historical lighting trajectory in the trajectory memory is corrected based on the acquired actual motion trajectory. The real-time acquisition of the actual motion trajectory enables online learning of lighting control, which makes future lighting control more and more accurate and tailored to the user's personal habits, realizing the self-iteration and stable improvement of lighting control.

[0015] In conjunction with the first aspect and the above implementation methods, in some possible implementation methods, obtaining the user's actual movement trajectory includes: obtaining intermediate trajectory data, the intermediate trajectory data including at least one of the following: first trajectory data, second trajectory data, and third trajectory data, wherein the first trajectory data is trajectory data generated by the vehicle's radar, the second trajectory data is trajectory data generated by the vehicle's camera, and the third trajectory data is trajectory data generated by the vehicle's key; and determining the actual movement trajectory based on the intermediate trajectory data.

[0016] In this implementation, the actual motion trajectory is determined by acquiring intermediate trajectory data. It can fuse intermediate trajectory data generated from various types of sensors such as radar, cameras, and keys to determine the actual motion trajectory. By utilizing the complementarity of multi-source data, an accurate actual motion trajectory is generated, providing accurate input for subsequent trajectory correction.

[0017] In combination with the first aspect and the above implementation methods, in some possible implementation methods, determining the actual motion trajectory based on the intermediate trajectory data includes: obtaining weight information corresponding to the intermediate trajectory data, wherein the weight information is dynamically adjusted based on the current environment; correcting the intermediate trajectory data based on the weight information to obtain corrected intermediate trajectory data; and performing fusion processing on the corrected intermediate trajectory data to obtain the actual motion trajectory.

[0018] In this implementation, intermediate trajectory data is corrected by acquiring weight information to obtain corrected intermediate trajectory data. Then, the corrected intermediate trajectory data is fused to obtain the actual motion trajectory. The weight information can be dynamically adjusted according to the current environment, which can effectively suppress the influence of inaccurate abnormal trajectories in the current environment and improve the accuracy of the actual motion trajectory.

[0019] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the acquisition of intermediate trajectory data includes at least one of the following: determining the first trajectory data based on user motion information, wherein the user motion information includes at least one of the following: distance information, azimuth information, and speed information; determining the second trajectory data based on changes in user contour information; and determining the third trajectory data based on changes in the position of the key.

[0020] In this implementation, three independent intermediate trajectory data are generated using user motion information from radar, user contour changes from camera, and real-time key position information. This leverages the complementary advantages of different sensors: the radar provides precise relative motion parameters, the camera captures dynamic contour changes to enhance trajectory shape recognition, and the key's continuous position signal provides an independent and stable absolute position reference, thus improving the accuracy of the intermediate trajectory data.

[0021] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the step of correcting the target historical lighting trajectory in the trajectory memory based on the actual motion trajectory includes: filtering the actual motion trajectory using a filtering algorithm to obtain current trajectory data; fusing the current trajectory data and the target historical lighting trajectory to obtain a fused lighting trajectory; and using the fused lighting trajectory to correct the target historical lighting trajectory in the trajectory memory.

[0022] In this implementation, the current trajectory data obtained by the filtering algorithm and the target historical lighting trajectory are fused to obtain the fused lighting trajectory. Then, the target historical lighting trajectory in the trajectory memory is corrected by the fused lighting trajectory. The filtering process improves the smoothness and accuracy of the current trajectory data, providing high-quality input for fusion. At the same time, it can generate historical lighting trajectories that both inherit historical optimization experience and adapt to the current scene in real time, improving the timeliness of lighting response and scene matching.

[0023] Secondly, a vehicle control device is provided, the device comprising: The acquisition module is used to acquire the user's target location when the lighting conditions are met; The selection module is used to select a target historical lighting trajectory that is related to the target location from at least one historical lighting trajectory in the trajectory memory library, the historical lighting trajectory being generated based on the user's previous historical movement trajectory; The control module is used to control the vehicle's lighting equipment to perform lighting operations based on the target historical lighting trajectory.

[0024] In conjunction with the second aspect, in some possible implementations, the device further includes a determining module for determining lighting parameters based on the target historical lighting trajectory, the lighting parameters including at least one of the following: lighting mode, lighting brightness, lighting angle, and lighting duration; the control module is used to control the vehicle's lighting equipment to perform lighting operations based on the lighting parameters.

[0025] In combination with the second aspect and the above implementation methods, in some possible implementation methods, the acquisition module is used to acquire the state of charge of the vehicle; the device further includes an adjustment module, used to adjust the lighting parameters by adopting an energy-saving strategy when the state of charge is less than a calibrated threshold, the energy-saving strategy including at least one of the following: using low beam headlights, reducing lighting brightness, and reducing lighting duration.

[0026] In combination with the second aspect and the above implementation methods, in some possible implementation methods, the determining module is used to determine whether the user has left the driver's seat of the vehicle; determine whether the vehicle doors are closed; and determine that the lighting conditions are met when the user has left the driver's seat and all the vehicle doors are closed.

[0027] In combination with the second aspect and the above implementation methods, in some possible implementation methods, the acquisition module is used to acquire the user's actual movement trajectory during the lighting operation of the lighting device; the determination module is used to correct the target historical lighting trajectory in the trajectory memory based on the actual movement trajectory.

[0028] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the acquisition module is used to acquire intermediate trajectory data, which includes at least one of the following: first trajectory data, second trajectory data, and third trajectory data, wherein the first trajectory data is trajectory data generated by the vehicle's radar, the second trajectory data is trajectory data generated by the vehicle's camera, and the third trajectory data is trajectory data generated by the vehicle's key; the determination module is used to determine the actual motion trajectory based on the intermediate trajectory data.

[0029] In combination with the second aspect and the above implementation methods, in some possible implementation methods, the acquisition module is used to acquire the weight information corresponding to the intermediate trajectory data, and the weight information is dynamically adjusted based on the current environment; the determination module is used to correct the intermediate trajectory data based on the weight information to obtain the corrected intermediate trajectory data; and to perform fusion processing on the corrected intermediate trajectory data to obtain the actual motion trajectory.

[0030] In combination with the second aspect and the above implementation methods, in some possible implementation methods, the determining module is used to determine the first trajectory data based on user motion information, wherein the user motion information includes at least one of the following: distance information, azimuth information, and speed information; determine the second trajectory data based on changes in user contour information; and determine the third trajectory data based on changes in the position of the key.

[0031] In combination with the second aspect and the above implementation methods, in some possible implementation methods, the determining module is used to filter the actual motion trajectory using a filtering algorithm to obtain current trajectory data; fuse the current trajectory data and the target historical lighting trajectory to obtain a fused lighting trajectory; and use the fused lighting trajectory to correct the target historical lighting trajectory in the trajectory memory.

[0032] Thirdly, a vehicle is provided, the vehicle including one or more processors and one or more memories, the one or more memories storing at least one piece of program code, the program code being loaded and executed by the one or more processors to implement the operations performed by the control method of the vehicle.

[0033] Fourthly, a computer-readable storage medium is provided, wherein at least one piece of program code is stored therein, the program code being loaded and executed by a processor to implement the operations performed by the vehicle control method.

[0034] Fifthly, an electronic device is provided, including a memory and a processor, wherein the memory is used to store executable program code; and the processor is used to call and run the executable program code from the memory, causing the electronic device to perform the data processing method in the first aspect or any possible implementation thereof.

[0035] By employing the technical solution provided in this application embodiment, under the condition that the lighting conditions are met, the user's target position is obtained. Then, a target historical lighting trajectory that is related to the target position is selected from at least one historical lighting trajectory in the trajectory memory library. Subsequently, the vehicle's lighting equipment is controlled to perform lighting operations using the target historical lighting trajectory. Since the historical lighting trajectory is generated based on the user's previous historical movement trajectory, it can combine the user's habits and differentiate based on the user's position to personalize the lighting equipment for different walking trajectories, improving the flexibility of controlling the lighting equipment. At the same time, it can predict the user's lighting needs in advance and automatically control the lighting equipment during the user's walking process, improving driving safety and enhancing the user experience. Attached Figure Description

[0036] Figure 1 This is a flowchart of a vehicle control method provided in an embodiment of this application; Figure 2 This is a flowchart of another vehicle control method provided in an embodiment of this application; Figure 3 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application; Figure 4 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0037] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0038] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0039] In order to illustrate the technical solutions provided in the embodiments of this application, some terms involved in the embodiments of this application will be explained below.

[0040] State of Charge (SOC): This is a core parameter that measures the ratio of a battery's remaining usable capacity to its fully charged capacity, usually expressed as a percentage. SOC values ​​range from 0% to 100%, where 0% represents a fully discharged battery and 100% represents a fully charged battery.

[0041] The Global Positioning System (GPS) is a technology system that uses satellite signals to provide location information. It can provide accurate geographical location, vehicle speed, and precise time information anywhere in the world and in near-Earth space. It features global, all-weather, high-precision, fast, real-time three-dimensional navigation, positioning, speed measurement, and time synchronization capabilities, as well as good security and anti-interference capabilities.

[0042] With the development of vehicle technology, more and more vehicles are equipped with the "follow me home" function, which keeps the vehicle's headlights on for a period of time after the user locks the car, providing illumination from the vehicle to the destination.

[0043] The "Light Up My Way Home" function in related technologies suffers from the following drawbacks: First, its settings are rigid and cannot meet personalized needs. The lighting duration is limited to a few fixed levels or a single on / off button. This fixed duration is extremely inconvenient for different users and scenarios. For example, a user might need 90 seconds to walk from the parking lot to the elevator, and a 60-second setting would result in the latter half of the journey being in darkness; conversely, if it only takes 10 seconds to reach home, a 60-second setting would lead to significant energy waste. Second, poor user experience leads to function abandonment: Due to the inconvenience and poor actual effect of the above settings, many users ultimately choose to disable this function, rendering this feature, intended to improve user experience, ineffective. Third, limited lighting effect: This function typically uses low beams, which have limited illumination distance and range, providing insufficient sense of security in open or complex environments. Fourth, significant energy consumption issues: fixed, unnecessary long-duration lighting consumes battery power. For battery-powered new energy vehicles, this directly leads to a shortened driving range, contradicting the energy-saving and environmentally friendly principles of new energy vehicles. These issues result in low lighting flexibility and a poor user experience.

[0044] Therefore, how to flexibly control lighting equipment while using the "Light Up My Home" function is a hot research topic.

[0045] The application scenarios of the technical solutions provided in the embodiments of this application are described below. The technical solutions provided in the embodiments of this application can be applied to different types of vehicles, such as hybrid vehicles, electric vehicles, and pure fuel vehicles. Of course, with the development of science and technology, other types of vehicles may also emerge, and the technical solutions provided in the embodiments of this application are also applicable to other types of vehicles.

[0046] After introducing the application scenarios of the embodiments of this application, the technical solutions provided by the embodiments of this application will be described below. (See also...) Figure 1 The method includes the following steps.

[0047] 101. Under the condition that the lighting conditions are met, obtain the user's target location.

[0048] The lighting condition is used to determine whether to trigger the acquisition of the user's location. The target location is the user's current location. In some embodiments, the target location can be a GPS location, such as the GPS location of the vehicle's key or the GPS location of the user's terminal device. The system determines whether the lighting condition is met only if the vehicle's "Light Up My Home" function is enabled, and if so, the user's target location is acquired. If the lighting condition is not met, the system continues to determine whether the lighting condition is met.

[0049] 102. Select a target historical lighting trajectory that is related to the target location from at least one historical lighting trajectory in the trajectory memory library. The historical lighting trajectory is generated based on the user's previous historical movement trajectory.

[0050] The trajectory memory bank is a database used to store historical lighting trajectories. In some embodiments, the trajectory memory bank includes at least one historical lighting trajectory. Each historical lighting trajectory has corresponding location information, and different historical lighting trajectories correspond to different location information. The target historical lighting trajectory is a trajectory that is related to a target location. In some embodiments, the target location can be compared with the location information corresponding to at least one historical lighting trajectory, and then the historical lighting trajectory corresponding to the location information with the highest similarity to the target location can be selected as the target historical lighting trajectory. The historical movement trajectory is the trajectory that the user has previously walked on. In some embodiments, the historical lighting trajectory is generated based on the user's previous historical movement trajectory at the same target location; that is, the historical lighting trajectory can be corrected based on the historical movement trajectory at the same target location.

[0051] 103. Control the vehicle's lighting equipment to perform lighting operations based on the target's historical lighting trajectory.

[0052] The vehicle's lighting equipment refers to the equipment in the vehicle that has a lighting function. The lighting equipment can be headlights or matrix headlights. Headlights include low beams and high beams. Lighting operation is an operation performed by the lighting equipment. In some embodiments, the target historical lighting trajectory includes lighting parameters for the lighting equipment to perform the lighting operation. Based on the lighting parameters and the target historical lighting trajectory, the lighting equipment can be controlled to perform the lighting operation along the lighting trajectory.

[0053] It should be noted that during the process of controlling the vehicle's lighting equipment to perform lighting operations, the user's actual movement trajectory during this process can also be collected. After the lighting operation ends, the user's actual movement trajectory during this process can be considered as the historical movement trajectory, so the target historical lighting trajectory can be corrected and updated based on the historical movement trajectory.

[0054] By employing the technical solution provided in this application embodiment, under the condition that the lighting conditions are met, the user's target position is obtained. Then, a target historical lighting trajectory that is related to the target position is selected from at least one historical lighting trajectory in the trajectory memory library. Subsequently, the vehicle's lighting equipment is controlled to perform lighting operations using the target historical lighting trajectory. Since the historical lighting trajectory is generated based on the user's previous historical movement trajectory, it can combine the user's habits and differentiate based on the user's position to personalize the lighting equipment for different walking trajectories, improving the flexibility of controlling the lighting equipment. At the same time, it can predict the user's lighting needs in advance and automatically control the lighting equipment during the user's walking process, improving driving safety and enhancing the user experience.

[0055] It should be noted that steps 101-103 above are a simplified description of the vehicle control method provided in the embodiments of this application. The vehicle control method provided in the embodiments of this application will be described in more detail below with some examples. See [link to relevant documentation]. Figure 2 Taking the vehicle-mounted terminal as the executing entity as an example, the method includes the following steps.

[0056] 201. Under the condition that the lighting conditions are met, obtain the user's target location.

[0057] The lighting conditions are used to determine whether to trigger the acquisition of the user's location. The target location is the user's current location. In some embodiments, the target location can be a GPS location, such as the GPS location of the vehicle's key or the GPS location of the user's terminal device. GPS is a technology system that uses satellite signals to locate information; GPS location refers to absolute geographic coordinates. The vehicle includes a GPS unit, which can be used to acquire the user's target location. The lighting condition is only determined if the vehicle's "Light Up My Home" function is enabled. If the lighting condition is met, the user's target location is then acquired via the GPS unit. If the lighting condition is not met, the determination of whether the lighting condition is met continues.

[0058] In one possible implementation, it is determined whether the user has left the driver's seat of the vehicle. It is also determined whether the vehicle doors are closed. If the user has left the driver's seat and all vehicle doors are closed, it is determined that the lighting conditions are met.

[0059] To provide a clearer explanation of the above embodiments, the process of determining whether the lighting conditions are met in the above embodiments will be described in three parts below.

[0060] Part 1: Determine if the user has left the driver's seat of the vehicle.

[0061] Determining whether a user has left the driver's seat refers to confirming whether the user has changed from being in the driver's seat to leaving the driver's seat. In some embodiments, this can be determined by continuously acquired detection information. Based on the detection information, it can be determined whether the user has left the driver's seat or not. The detection information is used to determine the vehicle's seat occupancy information.

[0062] In some embodiments, the detection information may be information collected by sensors of different functions in the vehicle. The detection information may include, but is not limited to, at least one of the following: in-vehicle image information, seat pressure value, seat belt status, steering wheel grip force value, vital signs, etc. In-vehicle image information refers to real-time images of the vehicle's interior. Seat pressure value refers to the real-time pressure level of the vehicle's seat. Seat belt status indicates whether the seat belt is engaged. Steering wheel grip force value is the real-time force of the driver's hand grip, indicating whether the driver is holding the steering wheel. Vital signs refer to real-time physiological parameters of the passenger, such as heart rate and respiratory rate.

[0063] In some embodiments, when the detection information includes in-vehicle image information, the in-vehicle image information can be acquired via a camera or radar. When the detection information includes seat pressure values, the seat pressure values ​​can be acquired via a seat pressure sensor. When the detection information includes seat belt status, the seat belt status can be acquired by detecting whether the seat belt buckle is open or closed. When the detection information includes steering wheel grip force values, the steering wheel grip force values ​​can be acquired via a steering wheel grip force sensor. When the detection information includes vital signs, vital signs can be acquired via a camera or radar.

[0064] In some embodiments, it can be determined whether the detection information meets the activation requirements. If the detection information meets the activation requirements, it is determined that the user has left the driver's seat of the vehicle; if the detection information does not meet the activation requirements, it is determined that the user has not left the driver's seat of the vehicle. The activation requirements include at least one of the following: in-vehicle image information indicating the presence of a user, seat pressure value greater than a preset pressure value, seat belt status indicating that the seat belt is inserted into the buckle, steering wheel grip force value greater than a preset grip force value, and vital signs indicating the presence of a user. The seat pressure value can be any suitable value, such as 230 N (Newtons), 450 N, etc. The preset pressure value can be any suitable value, such as 300 N, 200 N, etc. The steering wheel grip force value can be any suitable value, such as 25 N, 10 N, etc. The preset grip force value can be any suitable value, such as 15 N, 8 N, etc.

[0065] In some embodiments, an AND-based judgment logic is used to select a corresponding activation requirement based on the information included in the detection information. If all detection information satisfies the corresponding activation requirement, it is determined that a passenger exists in the vehicle's seats. In some embodiments, an OR-based judgment logic is used to select a corresponding activation requirement based on the information included in the detection information. If a detection information that satisfies the corresponding activation requirement appears, it is determined that a passenger exists in the vehicle's seats.

[0066] Part Two: Determine if the vehicle doors are closed.

[0067] The vehicle doors can be in a closed or open state. In some embodiments, the door state can be acquired using a door state sensor. The door state can be represented by an identifier, with different identifiers corresponding to different door states. In implementation, the identifier can be of any suitable type, such as numbers or letters. For example, the number 1 can indicate that the vehicle door is open, and the number 0 can indicate that the vehicle door is closed.

[0068] Part Three: Determine if the lighting conditions are met when the user leaves the driver's seat and all vehicle doors are closed.

[0069] The lighting condition is determined to be met only if both the user leaves the driver's seat and all vehicle doors are closed. "All vehicle doors are closed" means that all vehicle doors are closed. In some embodiments, the lighting condition is determined not to be met if either the user leaves the driver's seat or all vehicle doors are closed.

[0070] In this implementation, lighting conditions are only met when the user leaves the driver's seat and all vehicle doors are closed. This avoids ineffective lighting due to the user temporarily leaving the vehicle or misoperation, reduces energy waste, and improves the accuracy of lighting control.

[0071] 202. Select a target historical lighting trajectory that is related to the target location from at least one historical lighting trajectory in the trajectory memory library. The historical lighting trajectory is generated based on the user's previous historical movement trajectory.

[0072] The trajectory memory bank is a database used to store historical lighting trajectories. In some embodiments, the trajectory memory bank includes at least one historical lighting trajectory. Each historical lighting trajectory has corresponding location information, and different historical lighting trajectories correspond to different location information. The target historical lighting trajectory is a trajectory that is related to a target location. In some embodiments, the target location can be compared with the location information corresponding to at least one historical lighting trajectory, and then the historical lighting trajectory corresponding to the location information with the highest similarity to the target location can be selected as the target historical lighting trajectory. The historical movement trajectory is the trajectory that the user has previously walked on. In some embodiments, the historical lighting trajectory is generated based on the user's previous historical movement trajectory at the same target location; that is, the historical lighting trajectory can be corrected based on the historical movement trajectory at the same target location.

[0073] In some embodiments, the vehicle includes a control module that can set different trajectory memory libraries for different users. When lighting conditions are determined to be met, the control module selects the corresponding trajectory memory library based on the user's identity. Furthermore, considering the target location, it selects a target historical lighting trajectory that is relevant to the target location from at least one historical lighting trajectory in the determined trajectory memory library. The user's identity can be determined by a user identification unit.

[0074] In some embodiments, the trajectory memory is linked to the vehicle's GPS unit and can store historical lighting trajectories at different GPS locations. For example, in "GPS location A (home)," user A's typical trajectory is "walking 50 meters northeast to the unit door"; in "GPS location B (company)," user A's typical trajectory is "walking 30 meters west to the elevator lobby."

[0075] 203. Based on the target's historical lighting trajectory, determine the lighting parameters, which include at least one of the following: lighting mode, lighting brightness, lighting angle, and lighting duration.

[0076] The target historical lighting trajectory is a trajectory that is correlated with the target location. Lighting parameters are parameters used to control the lighting equipment. In some embodiments, lighting parameters may include, but are not limited to, at least one of the following: lighting mode, lighting brightness, lighting angle, lighting duration, etc. The trajectory memory also stores the lighting parameters corresponding to each historical lighting trajectory; after determining the target historical lighting trajectory, the lighting parameters can be retrieved from the trajectory memory.

[0077] Lighting modes are preset states for lighting equipment to adapt to different environments. Lighting modes may include, but are not limited to, one of the following: low beam mode, high beam mode, etc. Lighting brightness refers to the luminous intensity of the light beam emitted by the lighting equipment. In some embodiments, lighting brightness can be expressed as a percentage, and can be any suitable value, such as 30%, 80%, 100%, etc. Alternatively, it can be characterized by luminous flux, and can be any suitable value, such as 800 lm (lumens), 1200 lm, etc. Lighting angle is the horizontal or vertical deflection angle of the main axis of the lighting equipment beam relative to the longitudinal axis of the vehicle. The lighting angle can be any suitable value, such as 90° (degrees), 110°, etc. Lighting duration refers to the length of time the lighting operation lasts. The lighting duration can be any suitable value, such as 30s, 53s, etc.

[0078] In one possible implementation, the vehicle's state of charge (SBC) is obtained. If the SBC is below a calibrated threshold, an energy-saving strategy is employed to adjust the lighting parameters. This energy-saving strategy includes at least one of the following: using low beam headlights, reducing lighting brightness, or reducing lighting duration.

[0079] Here, SOC is expressed as a percentage relative to the full capacity, and SOC can be any suitable size, such as 50%, 63%, etc. In some embodiments, the vehicle includes a vehicle condition monitoring unit, through which SOC can be obtained. The calibration threshold can be any suitable size, such as 20%, 25%, etc. Energy-saving strategies are strategies used to save vehicle energy. In some embodiments, energy-saving strategies may include, but are not limited to, at least one of the following: using low beam headlights, reducing lighting brightness, reducing lighting duration, etc. The corresponding energy-saving strategy can be selected according to the parameters included in the lighting parameters.

[0080] In some embodiments, when the State of Charge (SOC) is less than a calibrated threshold, an energy-saving strategy is employed to adjust the lighting parameters, and then the vehicle's lighting equipment is controlled to perform lighting operations based on the adjusted lighting parameters. When the SOC is greater than or equal to the calibrated threshold, the vehicle's lighting equipment is directly controlled to perform lighting operations based on the determined lighting parameters.

[0081] In some embodiments, the vehicle includes a perception module, which includes an environmental perception unit and a vehicle status monitoring unit. The environmental perception unit includes an ambient light sensor and a camera. Data from the environmental perception unit and the vehicle status monitoring unit can be synchronized to participate in decision-making and adjust lighting parameters.

[0082] In this implementation, when the obtained state of charge is less than the calibrated threshold, an energy-saving strategy is adopted to adjust the lighting parameters. In the case of energy shortage, the energy consumption of the lighting function is actively and smoothly reduced, which can effectively extend the vehicle's range and give the driver more time to handle the situation safely or find charging facilities, thus improving the robustness of lighting control.

[0083] 204. Based on lighting parameters, control the vehicle's lighting equipment to perform lighting operations.

[0084] Lighting equipment refers to the equipment in a vehicle that has a lighting function. Lighting equipment can be headlights or matrix headlights. Headlights include low beams and high beams. Lighting operation is the operation performed by the lighting equipment. Lighting parameters can include, but are not limited to, at least one of the following: lighting mode, lighting brightness, lighting angle, lighting duration, etc. Lighting parameters can be used to control the lighting mode, lighting brightness, lighting angle, lighting duration, etc. of the headlights, thereby controlling the vehicle's lighting equipment to perform lighting operations.

[0085] In some embodiments, if a target historical lighting trajectory that is relevant to the target location can be selected from at least one historical lighting trajectory in the trajectory memory, the vehicle's lighting equipment is controlled to perform lighting operations according to the target historical lighting trajectory. If no target historical lighting trajectory that is relevant to the current target location is stored in the trajectory memory, the vehicle's lighting equipment is controlled to perform lighting operations according to the default lighting parameters.

[0086] In some embodiments, the vehicle further includes a control module electrically connected to all units of the sensing module. The control module receives and processes various types of sensing data and issues control commands, thereby controlling the lighting equipment to perform lighting operations according to the control commands. Upon receiving commands from the control module, the lighting equipment performs specific lighting mode switching, brightness adjustment, and lighting angle adjustment.

[0087] In some embodiments, the control module can dynamically adjust the lighting duration based on the target historical lighting trajectory, further incorporating the user's real-time movement speed and location. Specifically: if the user runs quickly towards the destination, the lighting will end early. If the user stops or changes direction midway, the system will maintain or adjust the lighting. When the user enters a building (typically indicated by the disappearance or rapid attenuation of the user's signal) or reaches a system-determined safe point (i.e., the end point of the target historical lighting trajectory), the control module immediately issues a control command to turn off the headlights, rather than waiting for a fixed time to end. Simultaneously, the system records the user's actual movement trajectory for this instance.

[0088] In some embodiments, if a target historical lighting trajectory that is relevant to the target location can be selected from at least one historical lighting trajectory in the trajectory memory library, the control module will project the core lighting area directly in front of the path of the target historical lighting trajectory, achieving lighting pre-aiming. Simultaneously, the control module compares the user's actual movement trajectory with the target historical lighting trajectory. If the user strictly follows the historical trajectory, the lighting smoothly follows; if a slight deviation occurs, the beam direction is dynamically adjusted.

[0089] In some embodiments, after adjusting the lighting parameters using an energy-saving strategy, the adjusted lighting parameters are used to control the vehicle's lighting equipment to perform lighting operations. Simultaneously, a prompt message is output to the user, indicating that energy-saving lighting has been activated. For example, the prompt message might be: "Battery is low; energy-saving lighting mode has been activated for you."

[0090] In this implementation, lighting parameters are determined by the target historical lighting trajectory. Then, the lighting parameters are used to control the lighting mode, brightness, angle, and duration of the vehicle's lighting equipment, thereby performing lighting operations. The lighting parameters can be directly retrieved from the target historical lighting trajectory, improving the immediacy and reliability of the lighting response.

[0091] 205. During the lighting operation of the lighting equipment, obtain the user's actual movement trajectory.

[0092] The actual movement trajectory refers to the path the user takes during this lighting operation. In some embodiments, the user's target location can be continuously acquired during the lighting operation, and the continuously acquired target location can be fitted to the user's actual movement trajectory. For example, during the lighting operation, the trajectory corresponding to the GPS location of the user's terminal device or the GPS location of the vehicle's key can be used as the actual movement trajectory.

[0093] In one possible implementation, intermediate trajectory data is acquired, which includes at least one of the following: first trajectory data, second trajectory data, and third trajectory data, wherein the first trajectory data is trajectory data generated by the vehicle's radar, the second trajectory data is trajectory data generated by the vehicle's camera, and the third trajectory data is trajectory data generated by the vehicle's key. Based on the intermediate trajectory data, the actual motion trajectory is determined.

[0094] The intermediate trajectory data is used to determine the actual motion trajectory. In some embodiments, the intermediate trajectory data may include, but is not limited to, at least one of the following: first trajectory data, second trajectory data, third trajectory data, etc. The intermediate trajectory data is collected by sensors, wherein the first trajectory data is trajectory data generated by the vehicle's radar, the second trajectory data is trajectory data generated by the vehicle's camera, and the third trajectory data is trajectory data generated by the vehicle's key.

[0095] In some embodiments, a unified time reference is established, and all sensor data are mapped to the same time series through hardware synchronization or linear interpolation to obtain spatiotemporally aligned intermediate trajectory data. Then, the original trajectory data of different sensors in their respective local coordinate systems (e.g., radar polar coordinate system, camera image coordinate system, key global or local positioning coordinate system) are uniformly transformed to a vehicle coordinate system or global geodetic coordinate system with the vehicle's centroid or geometric center as the origin through a pre-calibrated extrinsic parameter matrix. This allows for spatiotemporal alignment and coordinate system unification of the intermediate trajectory data, and the actual motion trajectory is then determined based on the aligned and unified intermediate trajectory data. The extrinsic parameter matrix includes a rotation matrix and a translation matrix.

[0096] In this implementation, the actual motion trajectory is determined by acquiring intermediate trajectory data. It can fuse intermediate trajectory data generated from various types of sensors such as radar, cameras, and keys to determine the actual motion trajectory. By utilizing the complementarity of multi-source data, an accurate actual motion trajectory is generated, providing accurate input for subsequent trajectory correction.

[0097] In one possible implementation, first trajectory data is determined based on user motion information, which includes at least one of the following: distance information, azimuth information, and velocity information. Second trajectory data is determined based on changes in user contour information. Third trajectory data is determined based on changes in the key's position.

[0098] The user motion information represents the user's current motion state and is used to determine the first trajectory data. In some embodiments, the user motion information is relative to the vehicle and may include, but is not limited to, at least one of the following: distance information, azimuth information, speed information, etc. A coordinate system is established with the vehicle as the center, and then the user motion information relative to the vehicle is obtained. The user contour information is information used to represent the user's shape and edges and is used to determine the second trajectory data. In some embodiments, the user contour information can be represented by a set of feature points, and the trajectory formed by the changes in the user contour information can be used as the second trajectory data. The key position is the spatial coordinates of the smart key paired with the vehicle, determined by wireless communication technology, and is used to determine the third trajectory data. In some embodiments, the key position is relative to the vehicle, and the key position may be a GPS location.

[0099] In some embodiments, the perception module further includes: a radar detection subunit, a vision detection subunit, a smart key positioning subunit, an environmental perception unit, a vehicle status monitoring unit, and a GPS unit. The radar detection subunit can utilize onboard Ultra Wide Band (UWB) radar or millimeter-wave radar to detect user motion information and then generate first trajectory data based on this information. The vision detection subunit can utilize onboard surround-view or rear-view cameras to identify user contour information and track their movement using computer vision algorithms, and then generate second trajectory data based on changes in the user contour information. The smart key positioning subunit can utilize the UWB smart key or Bluetooth Low Energy (BLE) smart key carried by the user to continuously detect the key's GPS location and generate third trajectory data based on changes in the key's position.

[0100] In this implementation, three independent intermediate trajectory data are generated using user motion information from radar, user contour changes from camera, and real-time key position information. This leverages the complementary advantages of different sensors: the radar provides precise relative motion parameters, the camera captures dynamic contour changes to enhance trajectory shape recognition, and the key's continuous position signal provides an independent and stable absolute position reference, thus improving the accuracy of the intermediate trajectory data.

[0101] In one possible implementation, weight information corresponding to intermediate trajectory data is obtained, and this weight information is dynamically adjusted based on the current environment. The intermediate trajectory data is then corrected based on the weight information to obtain corrected intermediate trajectory data. Finally, the corrected intermediate trajectory data is fused to obtain the actual motion trajectory.

[0102] The weight information corresponding to the intermediate trajectory data is used to characterize the importance of the intermediate trajectory data. The weight information can be any suitable size, such as 0.3, 0.52, etc. In some embodiments, the weight information corresponding to different intermediate trajectory data can be the same or different. The sum of the weight information corresponding to all intermediate trajectory data is a fixed value, such as 1. The weight information is related to the current environment and can be dynamically adjusted based on the current environment. In some embodiments, a multi-sensor fusion algorithm can be used to fuse the corrected intermediate trajectory data to obtain the actual motion trajectory. The multi-sensor fusion algorithm can include, but is not limited to, extended Kalman filters, optimization-based fusion methods, etc.

[0103] In some embodiments, when dynamically adjusting weight information based on the current environment, the current environment can be detected by an environmental perception unit including an ambient light sensor and a camera, and then the weight information can be dynamically adjusted according to the current environment. For example, the intermediate trajectory data includes first trajectory data, second trajectory data, and third trajectory data, wherein the first trajectory data corresponds to a first weight, the second trajectory data corresponds to a second weight, and the third trajectory data corresponds to a third weight. If the environmental perception unit detects that the current environment is nighttime, the second weight is decreased, and the first and third weights are increased.

[0104] In some embodiments, the perception module further includes a fusion computing engine, which can perform weighted average calculation on the intermediate trajectory data represented by three-dimensional coordinates centered on the vehicle generated by the radar detection subunit, the vision detection subunit, and the smart key positioning subunit, and output the actual motion trajectory.

[0105] In this implementation, intermediate trajectory data is corrected by acquiring weight information to obtain corrected intermediate trajectory data. Then, the corrected intermediate trajectory data is fused to obtain the actual motion trajectory. The weight information can be dynamically adjusted according to the current environment, which can effectively suppress the influence of inaccurate abnormal trajectories in the current environment and improve the accuracy of the actual motion trajectory.

[0106] 206. Correct the target historical lighting trajectory in the trajectory memory bank based on the actual motion trajectory.

[0107] The actual movement trajectory refers to the path the user walks during this lighting session. In some embodiments, the complete actual movement trajectory is acquired after the current lighting session ends, and then the target historical lighting trajectory in the trajectory memory is corrected based on the actual movement trajectory. Correcting the target historical lighting trajectory can involve modifying the lighting parameters within the target historical lighting trajectory, or it can involve directly adjusting the target historical lighting trajectory.

[0108] In this implementation, during the lighting operation of the lighting equipment, the target historical lighting trajectory in the trajectory memory is corrected based on the acquired actual motion trajectory. The real-time acquisition of the actual motion trajectory enables online learning of lighting control, which makes future lighting control more and more accurate and tailored to the user's personal habits, realizing the self-iteration and stable improvement of lighting control.

[0109] In one possible implementation, the actual motion trajectory is filtered using a filtering algorithm to obtain the current trajectory data. The current trajectory data and the target's historical lighting trajectory are then fused to obtain a fused lighting trajectory. This fused lighting trajectory is then used to correct the target's historical lighting trajectory in the trajectory memory.

[0110] The current trajectory data is obtained by filtering the actual motion trajectory. Filtering algorithms can include, but are not limited to, Kalman filtering and particle filtering (PF). Kalman filtering is an algorithm that uses the state equations of a linear system to optimally estimate the system state using system input and output observation data. PF is an algorithm for estimating the state of dynamic systems, suitable for nonlinear and non-Gaussian systems. Its core idea is to approximate the probability density function using a set of random samples (called particles), thereby achieving state estimation. The fused lighting trajectory is the trajectory obtained by fusing the current trajectory data and the target's historical lighting trajectory. Correcting the target's historical lighting trajectory in the trajectory memory using the fused lighting trajectory means replacing the target's historical lighting trajectory with the fused lighting trajectory.

[0111] In some embodiments, a trajectory fusion algorithm can be used to fuse current trajectory data and historical target lighting trajectories to obtain a fused lighting trajectory. The trajectory fusion algorithm is used to integrate trajectory information from multiple sensors or data sources. The trajectory fusion algorithm may include, but is not limited to, at least one of the following: weighted least squares method, weighted average method, deep learning fusion method, etc.

[0112] Here is an example of a complete implementation process: 1. Once the vehicle has come to a complete stop, User A turns off the engine and locks the car. The system immediately confirms the location as "home" via GPS and identifies User A via Bluetooth on their mobile phone.

[0113] 2. The control module retrieves the target historical lighting trajectory of User A at "home" from the trajectory memory library: "Walk 10 meters in the due north direction, then turn northeast and walk 40 meters along the sidewalk to the door of Unit 3".

[0114] 3. Almost simultaneously with the user getting out of the car, the vehicle's matrix headlights projected a bright strip of light onto the path of the target's historical lighting trajectory, especially illuminating the corner and unit door 10 meters away.

[0115] 4. User A begins walking. Radar, camera, and UWB key continuously perform weighted fusion positioning to ensure accurate tracking. Due to perfect lighting, User A walks entirely along the target's historical lighting trajectory, and the system only needs to maintain the current pre-aiming illumination.

[0116] 5. When User A enters the unit door, the system records the user's actual movement trajectory and merges it with the target's historical lighting trajectory, thus enhancing the model of this path. The entire lighting process is precise, elegant, and efficient.

[0117] In this implementation, the current trajectory data obtained by the filtering algorithm and the target historical lighting trajectory are fused to obtain the fused lighting trajectory. Then, the target historical lighting trajectory in the trajectory memory is corrected by the fused lighting trajectory. The filtering process improves the smoothness and accuracy of the current trajectory data, providing high-quality input for fusion. At the same time, it can generate historical lighting trajectories that both inherit historical optimization experience and adapt to the current scene in real time, improving the timeliness of lighting response and scene matching.

[0118] Figure 3 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application. See also... Figure 3 The vehicle control device 300 includes: The acquisition module 301 is used to acquire the user's target position when the lighting conditions are met; Selection module 302 is used to select a target historical lighting trajectory that is related to the target location from at least one historical lighting trajectory in the trajectory memory library. The historical lighting trajectory is generated based on the user's previous historical motion trajectory. The control module 303 is used to control the vehicle's lighting equipment to perform lighting operations based on the target historical lighting trajectory.

[0119] In one possible implementation, the device further includes a determining module for determining lighting parameters based on the target historical lighting trajectory, the lighting parameters including at least one of the following: lighting mode, lighting brightness, lighting angle, and lighting duration; and a control module 303 for controlling the vehicle's lighting equipment to perform lighting operations based on the lighting parameters.

[0120] In one possible implementation, the acquisition module 301 is used to acquire the state of charge of the vehicle; the device also includes an adjustment module for adjusting the lighting parameters using an energy-saving strategy when the state of charge is less than a calibrated threshold, the energy-saving strategy including at least one of the following: using low beam headlights, reducing lighting brightness, and reducing lighting duration.

[0121] In one possible implementation, a determining module is used to determine whether the user has left the driver's seat of the vehicle; determine whether the vehicle doors are closed; and determine that the lighting conditions are met when the user has left the driver's seat and all vehicle doors are closed.

[0122] In one possible implementation, the acquisition module 301 is used to acquire the user's actual movement trajectory during the lighting operation of the lighting device; the determination module is used to correct the target historical lighting trajectory in the trajectory memory based on the actual movement trajectory.

[0123] In one possible implementation, the acquisition module 301 is used to acquire intermediate trajectory data, which includes at least one of the following: first trajectory data, second trajectory data, and third trajectory data, wherein the first trajectory data is trajectory data generated by the vehicle's radar, the second trajectory data is trajectory data generated by the vehicle's camera, and the third trajectory data is trajectory data generated by the vehicle's key; and the determination module is used to determine the actual motion trajectory based on the intermediate trajectory data.

[0124] In one possible implementation, the acquisition module 301 is used to acquire the weight information corresponding to the intermediate trajectory data, and the weight information is dynamically adjusted based on the current environment; the determination module is used to correct the intermediate trajectory data based on the weight information to obtain the corrected intermediate trajectory data; and to perform fusion processing on the corrected intermediate trajectory data to obtain the actual motion trajectory.

[0125] In one possible implementation, the determining module is configured to determine first trajectory data based on user motion information, the user motion information including at least one of the following: distance information, azimuth information, and speed information; determine second trajectory data based on changes in user contour information; and determine third trajectory data based on changes in the position of the key.

[0126] In one possible implementation, a determining module is used to filter the actual motion trajectory using a filtering algorithm to obtain current trajectory data; fuse the current trajectory data and the target historical lighting trajectory to obtain a fused lighting trajectory; and use the fused lighting trajectory to correct the target historical lighting trajectory in the trajectory memory.

[0127] It should be noted that the vehicle control device provided in the above embodiments is only illustrated by the division of the above functional modules when controlling the vehicle. In practical applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the computer device can be divided into different functional modules to complete all or part of the functions described above. In addition, the vehicle control device and the vehicle control method embodiments provided in the above embodiments belong to the same concept, and the specific implementation process can be found in the method embodiments, which will not be repeated here.

[0128] By employing the technical solution provided in this application embodiment, under the condition that the lighting conditions are met, the user's target position is obtained. Then, a target historical lighting trajectory that is related to the target position is selected from at least one historical lighting trajectory in the trajectory memory library. Subsequently, the vehicle's lighting equipment is controlled to perform lighting operations using the target historical lighting trajectory. Since the historical lighting trajectory is generated based on the user's previous historical movement trajectory, it can combine the user's habits and differentiate based on the user's position to personalize the lighting equipment for different walking trajectories, improving the flexibility of controlling the lighting equipment. At the same time, it can predict the user's lighting needs in advance and automatically control the lighting equipment during the user's walking process, improving driving safety and enhancing the user experience.

[0129] This application also provides a vehicle. Figure 4 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0130] Typically, vehicle 400 includes one or more processors 401 and one or more memories 402.

[0131] Processor 401 may include one or more processing cores, such as a quad-core processor. Processor 401 may be implemented using at least one hardware form of DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), or PLA (Programmable Logic Array). Processor 401 may also include a main processor and a coprocessor. The main processor, also known as a CPU (Central Processing Unit), is used to process data in the wake-up state; the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, processor 401 may integrate a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content to be displayed on the screen. In some embodiments, processor 401 may also include an AI (Artificial Intelligence) processor, which is used to handle computational operations related to machine learning.

[0132] The memory 402 may include one or more computer-readable storage media, which may be non-transitory. The memory 402 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In some embodiments, the non-transitory computer-readable storage media in the memory 402 are used to store at least one computer program, which is executed by the processor 401 to implement the method for determining driving range provided in the method embodiments of this application.

[0133] Those skilled in the art will understand that Figure 4 The structure shown does not constitute a limitation on vehicle 400 and may include more or fewer components than shown, or combine certain components, or use different component arrangements.

[0134] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute a vehicle control method provided in the above embodiments.

[0135] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described method steps to implement a vehicle control method provided in the above embodiment.

[0136] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned steps to implement a vehicle control method provided in the above embodiment.

[0137] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0138] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0139] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another apparatus, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0140] The above description is merely a specific embodiment 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 scope of the technology 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 controlling a vehicle, characterized in that, The method includes: Under the condition that the lighting conditions are met, obtain the user's target location; Select a target historical lighting trajectory that is related to the target location from at least one historical lighting trajectory in the trajectory memory library, the historical lighting trajectory being generated based on the user's previous historical movement trajectory; The vehicle's lighting equipment is controlled to perform lighting operations based on the target historical lighting trajectory.

2. The method according to claim 1, characterized in that, The step of controlling the vehicle's lighting equipment to perform lighting operations based on the target historical lighting trajectory includes: Based on the target's historical lighting trajectory, lighting parameters are determined, including at least one of the following: lighting mode, lighting brightness, lighting angle, and lighting duration; Based on the lighting parameters, the vehicle's lighting equipment is controlled to perform lighting operations.

3. The method according to claim 2, characterized in that, The method further includes: Obtain the vehicle's state of charge; When the state of charge is less than the calibrated threshold, an energy-saving strategy is adopted to adjust the lighting parameters. The energy-saving strategy includes at least one of the following: using low beam lamps, reducing lighting brightness, and reducing lighting duration.

4. The method according to claim 1, characterized in that, The method further includes: Determine whether the user has left the driver's seat of the vehicle; Determine whether the vehicle doors are closed; The lighting conditions are determined to be met when the user leaves the driver's seat and all vehicle doors are closed.

5. The method according to claim 1, characterized in that, The method further includes: During the lighting operation of the lighting device, the user's actual movement trajectory is acquired; The target historical lighting trajectory in the trajectory memory is corrected based on the actual motion trajectory.

6. The method according to claim 5, characterized in that, The acquisition of the user's actual movement trajectory includes: Acquire intermediate trajectory data, which includes at least one of the following: first trajectory data, second trajectory data, and third trajectory data, wherein the first trajectory data is trajectory data generated by the vehicle's radar, the second trajectory data is trajectory data generated by the vehicle's camera, and the third trajectory data is trajectory data generated by the vehicle's key; Based on the intermediate trajectory data, the actual motion trajectory is determined.

7. The method according to claim 6, characterized in that, Determining the actual motion trajectory based on the intermediate trajectory data includes: Obtain the weight information corresponding to the intermediate trajectory data, and the weight information is dynamically adjusted based on the current environment; The intermediate trajectory data is corrected based on the weight information to obtain the corrected intermediate trajectory data; The corrected intermediate trajectory data is fused to obtain the actual motion trajectory.

8. The method according to claim 6, characterized in that, The acquisition of intermediate trajectory data includes at least one of the following: Based on user motion information, the first trajectory data is determined, wherein the user motion information includes at least one of the following: distance information, azimuth information, and speed information; The second trajectory data is determined based on changes in the user's contour information; The third trajectory data is determined based on the positional changes of the key.

9. The method according to claim 5, characterized in that, The step of correcting the target historical lighting trajectory in the trajectory memory based on the actual motion trajectory includes: The actual motion trajectory is filtered using a filtering algorithm to obtain the current trajectory data; The current trajectory data and the target's historical lighting trajectory are fused to obtain a fused lighting trajectory; The target historical lighting trajectory in the trajectory memory is corrected using the fused lighting trajectory.

10. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the vehicle to perform the method as described in any one of claims 1 to 9.

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