Control method and system for preventing irradiation of high beam and vehicle

Abstract

The invention relates to a control method and system for preventing irradiation of a high beam and a vehicle, and relates to the technical field of vehicle illumination safety, and the control method comprises the following steps: obtaining a light source parameter of a current light source, a distance between an emission vehicle of the current light source and a current vehicle, and a position parameter of the current light source relative to the current vehicle; obtaining a dazzling risk coefficient of the current light source through an established dazzling risk assessment model according to the light source parameters, the distance and the position parameters; when the vehicle is in the night driving condition, whether the current light source is a dangerous light source is judged according to the dazzling risk coefficient; and when the current light source is the dangerous light source, executing a corresponding anti-dazzling response action according to the size of the dazzling risk coefficient. By constructing an evaluation model fusing light source parameters, position parameters and distance parameters, scientific and accurate judgment of the dazzling risk of the light source of the high beam is achieved, and corresponding anti-dazzling measures are taken according to the dazzling risk caused by the current light source to a driver.

Description

Technical Field

[0001] This application relates to the technical field of vehicle lighting safety, and in particular to a control method, system and vehicle for preventing high beam irradiation. Background Technology

[0002] High beams are an important component of a vehicle's lighting system. Their main function is to provide drivers with long-range, wide-area visibility on roads with no streetlights or severely inadequate lighting conditions at night, thereby improving the safety of nighttime driving.

[0003] In actual driving, some drivers use high beams improperly or illegally, such as continuously using them in situations like meeting oncoming traffic, following closely behind, or on well-lit urban roads. The high-intensity parallel beam emitted by these high beams can directly or indirectly illuminate the eyes of oncoming or preceding drivers through the rearview mirrors of vehicles ahead, producing a strong glare effect. The glare caused by oncoming high beams is particularly serious, as it severely interferes with a driver's judgment of road conditions, vehicle distance, and speed, increasing the risk of scrapes, rear-end collisions, and even more serious traffic accidents.

[0004] To address the issue of glare from high beams, some countermeasures have been implemented, such as applying anti-glare film to the windshield or installing electrochromic film. While electrochromic films can change color to varying degrees depending on the intensity of light to block light sources of different intensities from shining into the driver's eyes, some light sources are not necessarily dangerous sources that affect driving, such as streetlights and illuminated billboards. Current technologies are not scientifically accurate enough in determining whether a light source is a dangerous source that might interfere with driving, resulting in anti-glare measures failing to adequately meet the actual needs of drivers. Summary of the Invention

[0005] This application addresses, to at least some extent, one of the technical problems in the related art.

[0006] Therefore, this application aims to provide a control method, system, and vehicle for preventing high beam glare. By comprehensively considering the characteristics of the light source itself, the spatial position of the light source relative to the driver's line of sight, and the distance between the two vehicles, a quantifiable glare risk assessment model is established that integrates light source parameters, position parameters, and distance parameters. Based on the glare risk coefficient and nighttime driving conditions, it scientifically determines whether the light source is a dangerous high beam that causes glare to the driver. It quantifies the glare risk to the driver caused by the high beam based on the glare risk coefficient, and matches different anti-glare actions according to the magnitude of the glare risk. This allows for the adoption of the most appropriate response strategy based on the severity of the threat posed by the high beam to the driver, thereby effectively alleviating glare while avoiding other safety hazards that may be caused by over-response, and ensuring the driver's visual safety while driving at night.

[0007] To achieve the above objectives, in a first aspect, this application provides a control method for preventing high beam illumination, comprising the following steps: Obtain the light source parameters of the current light source, the distance between the emitting vehicle of the current light source and the current vehicle, and the position parameters of the current light source relative to the current vehicle; The glare risk coefficient of the current light source is obtained through the established glare risk assessment model based on the light source parameters, distance, and position parameters. Determine whether the vehicle is operating at night; When the vehicle is driving at night, determine whether the glare risk coefficient is greater than a first preset value; If the glare risk coefficient is less than or equal to the first preset value, the current light source is determined to be a safe light source; if the glare risk coefficient is greater than the first preset value, the current light source is determined to be a dangerous light source. When the current light source is determined to be a dangerous light source, the corresponding anti-glare response action is executed according to the magnitude of the glare risk coefficient.

[0008] In the technical solution, a quantifiable glare risk assessment model is established by comprehensively considering the characteristics of the light source itself, the spatial position of the light source relative to the driver's line of sight, and the distance between the two vehicles. This model integrates light source parameters, position parameters, and distance parameters. Based on the glare risk coefficient and nighttime driving conditions, it scientifically determines whether the light source is a dangerous high beam that causes glare to the driver. The glare risk posed by the high beam to the driver is quantified based on the glare risk coefficient. Different anti-glare actions are matched according to the magnitude of the glare risk, so as to take the most appropriate response strategy according to the severity of the threat posed by the high beam to the driver. This effectively alleviates glare while avoiding other safety hazards that may be caused by over-response, thus ensuring the driver's visual safety while driving at night.

[0009] In some embodiments of this application, when the current light source is determined to be a dangerous light source, if the glare risk coefficient is less than or equal to a second set value, it is determined that the current light source causes slight glare to the current vehicle, and a first-level response action is executed. If the glare risk coefficient is greater than the second set value and less than or equal to the third set value, it is determined that the current light source causes moderate glare to the current vehicle, and a second-level response action is executed. If the glare risk coefficient is greater than the third preset value, it is determined that the current light source causes severe glare to the current vehicle, and a level three response action is executed. Wherein, the first setting value is less than the second setting value, and the second setting value is less than the third setting value.

[0010] In the technical solution, the risk of glare to the driver caused by dangerous high beams is classified into three progressive settings: mild, moderate and severe glare levels. Different response actions are matched for each level to take the most appropriate response strategy according to the severity of the threat posed by the high beams to the driver. This effectively alleviates glare while avoiding other safety hazards that may be caused by over-response, thus achieving the optimal balance between safety and driving experience.

[0011] In some embodiments of this application, the first-level response action includes reducing the brightness of the dashboard screen; And / or, the secondary response action includes reducing the brightness of the dashboard screen and reducing the light transmittance of the electrochromic film on the windshield to a first threshold. And / or, the third-level response action includes reducing the brightness of the dashboard screen and reducing the light transmittance of the electrochromic film on the windshield to a second threshold. Wherein, the second threshold is less than the first threshold.

[0012] In this technical solution, for mild glare, only the brightness of the instrument panel screen is reduced to minimize the interference of internal light sources on the driver's vision. For moderate and severe glare, in addition to reducing the brightness of the instrument panel, an electrochromic film is used to reduce the light transmittance of the windshield, with even lower transmittance during severe glare, effectively weakening the glare from dangerous high beams. This differentiated action design ensures both anti-glare effectiveness and meets the visibility needs during driving, improving driving safety and comfort.

[0013] In some embodiments of this application, the third-level response action further includes a voice reminder to the current vehicle to pay attention to the high beams, and / or projecting lane information and / or vehicle information onto the windshield of the current vehicle for the current vehicle to view in the head-up display system.

[0014] In the technical solution, when the high beams cause severe glare to the driver, a voice reminder is set to warn the driver to pay attention to the impact of the high beams, thereby increasing the driver's vigilance; the head-up display system projects key driving information onto the windshield, which ensures that even when the glass transmittance is extremely low, the driver can obtain key information such as vehicle speed and lane without looking down or shifting their gaze, effectively solving the problem of driver's vision being interfered with and information acquisition being inconvenient when there is severe glare, and further improving driving safety.

[0015] In some embodiments of this application, after executing the current level response action, if the glare level caused by the current light source to the current vehicle increases, then a response action of the corresponding level after the glare level increases is executed. If the glare level caused by the current light source to the current vehicle decreases, the current level of response action will continue until the glare risk coefficient is less than or equal to the first set value and / or the duration of the current level of response action reaches the first set duration, and then the corresponding level of response action will be executed according to the current glare level.

[0016] In the technical solution, when the glare level increases, the harm of high beams to the vehicle increases. The vehicle upgrades its response action in a timely manner to ensure that the anti-glare effect always matches the current risk level, so as to effectively reduce the harm of high beams to the vehicle. When the glare level decreases, the harm of high beams to the vehicle decreases. If the response action is downgraded immediately, it may cause new harm to the driver due to the frequent changes in the light transmittance of the windshield. By continuously executing the current action and setting the response action switching conditions, the frequent switching of response actions due to the short-term fluctuations in the glare level is avoided, thus ensuring the stability of the driving process.

[0017] In some embodiments of this application, when a vehicle is irradiated by multiple light sources, it is determined whether each light source is a dangerous light source and the level of glare it causes to the vehicle. Based on the highest level of glare the vehicle experiences, a corresponding response action is executed.

[0018] In the technical solution, during actual nighttime driving, a vehicle may be simultaneously illuminated by the high beams of multiple oncoming or rear vehicles. The glare risk of different high beams varies, and the response action is executed at the highest glare level to protect the driver from the most severe glare, ensuring the effectiveness of anti-glare control in complex lighting environments.

[0019] In some embodiments of this application, before determining whether the current light source is a dangerous light source, it is first determined whether the current light source is a valid high beam. If the current light source is determined to be a valid high beam, then it is determined whether the current light source is a dangerous light source. If the current light source is an invalid high beam, then it is not necessary to determine whether the current light source is a dangerous light source. The method for determining whether the current light source is a valid high beam includes the following steps: If the color temperature of the current light source is within the first range, the illuminance is greater than the first reference value, and the continuous illumination time of the current light source on the current vehicle is greater than or equal to the second set duration, then the current light source is determined to be a valid high beam; otherwise, it is determined to be an invalid high beam.

[0020] In the technical solution, when a vehicle passes by streetlights or illuminated billboards, these lights may briefly shine directly into the driver's eyes, causing glare. However, since these devices are fixed, their interference with the driver decreases or disappears after the vehicle passes, thus eliminating the need for anti-glare measures. The system determines whether the light source illuminating the vehicle is a valid high beam by using three dimensions: color temperature, illuminance, and duration of illumination. This excludes non-vehicle high beam sources such as streetlights and billboard lights, as well as short-lived high beam sources. This avoids unnecessary glare risk assessments and response actions for these irrelevant light sources, reducing system misjudgments and false triggers, and improving the system's robustness and practicality in complex lighting environments.

[0021] In some embodiments of this application, when the ambient illuminance is less than or equal to a third threshold and / or the current light source acquisition time is within a set time period, it is determined that the current vehicle is in nighttime driving condition.

[0022] The technical solution uses two dimensions—ambient illuminance and light source acquisition time—to prevent the system from erroneously starting due to changes in ambient light during the day when there is sufficient light or during atypical nighttime periods such as dusk or dawn. This avoids unnecessary equipment operation and energy consumption, and also eliminates the driving risks that may be caused by dimming the display screen or windshield during the day, thus enhancing the overall intelligence and economy of the system.

[0023] Secondly, this application also provides a control system for preventing high beam glare, comprising: A photosensor is configured to collect the light source parameters of the high beams illuminating the current vehicle; The forward-facing camera is configured to collect distance parameters between the high beam emitting vehicle and the current vehicle, as well as the position parameters of the high beam source relative to the current vehicle. The dashboard controller is configured to receive control signals and perform adjustments to the brightness of the dashboard screen. An electrochromic film controller is configured to receive a control signal and perform an adjustment action on the light transmittance of the electrochromic film on the windshield; The main controller is electrically connected to the photosensor, the forward-facing camera, the dashboard controller, and the electrochromic film controller; the main controller is configured as follows: Receive the light source parameters output by the photosensitive sensor, and the distance and position parameters output by the forward-looking camera; Based on the first aspect of the control method for preventing high beam illumination, it is determined whether the current light source is a dangerous light source and the level of glare it causes to the vehicle; Based on the determination result, a control signal is sent to the instrument panel controller and / or the electrochromic film controller to execute the corresponding response action.

[0024] In this technical solution, a photosensitive sensor and a forward-facing camera are used to accurately collect the required parameters, providing reliable data support for the main controller's decisions. The instrument panel controller and electrochromic film controller accurately execute the control signals issued by the main controller. The main controller, as the core, integrates parameter reception, risk assessment, and control signal transmission. The collaborative work of these components transforms anti-glare control from a theoretical method into a practically applicable system, enabling stable and efficient anti-glare operation and providing hardware-level safety assurance for nighttime vehicle driving.

[0025] Thirdly, this application also provides a vehicle including a control system for preventing high beam illumination as described in the second aspect.

[0026] In the technical solution, a control system for preventing high beam glare is installed in the vehicle, enabling the vehicle to autonomously perform anti-glare control without additional manual operation. The vehicle can automatically complete high beam recognition, glare risk assessment, and response action execution, realizing the automation and intelligence of anti-glare control. This effectively reduces the burden on the driver when dealing with high beams at night, improves driving convenience and safety, and enhances the vehicle's driving assistance functions and market competitiveness.

[0027] As can be seen from the above technical solutions, additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0028] Figure 1 This is a schematic flowchart of a control method for preventing high beam illumination according to an embodiment of this application; Figure 2 This is a flowchart illustrating the judgment process for different levels of glare caused to vehicle drivers by dangerous high beams in the control method for preventing high beam illumination according to the embodiments of this application. Figure 3 This is a control flowchart of a vehicle being irradiated by a single light source in the control method for preventing high beam illumination according to an embodiment of this application. Figure 4 This is a control flowchart of a vehicle being irradiated by multiple light sources in the control method for preventing high beam illumination according to an embodiment of this application. Detailed Implementation

[0029] In this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Furthermore, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0030] The present application will now be described in detail through exemplary embodiments. However, it should be understood that, without further description, features of one embodiment may be advantageously incorporated into other embodiments.

[0031] During nighttime driving, some drivers improperly use their high beams, a behavior that poses a serious threat to road safety. High beams produce intense glare, affecting the visual perception of oncoming drivers and interfering with the judgment of drivers ahead using their rearview mirrors. The glare from oncoming high beams is particularly significant. This intense glare impairs a driver's visual judgment, making it difficult to accurately identify the position and distance of obstacles, pedestrians, and other vehicles ahead, greatly increasing the difficulty of driving and thus significantly increasing the risk of various traffic accidents.

[0032] In existing technologies, some vehicles use electrochromic windshields. Electrochromic windshields can change color to varying degrees depending on the intensity of light, thereby blocking light sources from shining into the driver's eyes. However, not all light sources illuminating vehicles are high beams that pose a real threat to the driver. For example, streetlights and illuminated billboards are also light-emitting devices. When a vehicle passes these devices, the light intensity emitted by these devices is relatively high because the vehicle is close to them. However, these devices are not high beams, and their impact on the driver is temporary. Once the vehicle moves away from these devices, their impact on the vehicle decreases or disappears. Anti-glare measures require a certain amount of time to respond. Taking anti-glare measures against the light emitted by these devices is somewhat of a "hindsight" approach, as the vehicle may have already moved away from these devices by the time the anti-glare measures are in place. Some vehicles rely on sensor-detected light source parameters to determine the danger of high beams. However, light source parameters alone cannot accurately distinguish whether the light source shining on the vehicle is a dangerous light source that interferes with the driver. Therefore, the existing technology for judging dangerous light sources that interfere with the driver is not scientific and accurate enough, resulting in anti-glare measures failing to meet the actual needs of drivers.

[0033] Based on this, this application aims to provide a control method, system, and vehicle for preventing high beam glare. By comprehensively considering the characteristics of the light source itself, the spatial position of the light source relative to the driver's line of sight, and the distance between the two vehicles, a quantifiable glare risk assessment model is established that integrates light source parameters, position parameters, and distance parameters. Based on the glare risk coefficient and nighttime driving conditions, it scientifically determines whether the light source is a dangerous high beam that causes glare to the driver. It quantifies the glare risk to the driver caused by the high beam based on the glare risk coefficient, and matches different anti-glare actions according to the magnitude of the glare risk. This allows for the adoption of the most appropriate response strategy based on the severity of the threat posed by the high beam to the driver, thereby effectively alleviating glare while avoiding other safety hazards that may be caused by over-response, and ensuring the driver's visual safety while driving at night.

[0034] Figure 1 This is a schematic flowchart illustrating a control method for preventing high beam headlight irradiation provided in this embodiment. The control method for preventing high beam headlight irradiation includes the following steps: S1. Obtain the light source parameters of the current light source, the distance between the emitting vehicle of the current light source and the current vehicle, and the position parameters of the current light source relative to the current vehicle; S2. Based on the light source parameters, distance, and position parameters, obtain the glare risk coefficient of the current light source through the established glare risk assessment model; S3. Determine if the vehicle is operating at night; S4. When the vehicle is driving at night, determine whether the glare risk factor is greater than the first set value; S5. If the glare risk coefficient is less than or equal to the first preset value, the current light source is determined to be a safe light source; if the glare risk coefficient is greater than the first preset value, the current light source is determined to be a dangerous light source. S6. When the current light source is determined to be a dangerous light source, the corresponding anti-glare response action is executed according to the magnitude of the glare risk coefficient.

[0035] It should be noted that in step S1, the current light source refers to the light source illuminating the current vehicle, including but not limited to the high beams emitted by other vehicles, and may also be streetlights, illuminated billboards, etc.

[0036] It should also be noted that the degree of glare caused to the human body varies depending on the parameters of the light source itself. Taking light intensity as an example, the greater the light intensity of the light source, the greater the degree of glare caused to the human body; the lower the light intensity of the light source, the less the degree of glare caused to the human body. Therefore, in this application, the light source parameters of the current light source are selected to establish the glare risk assessment model.

[0037] Since distance is a significant factor affecting the degree of glare caused by light, for the same light source, the closer the light source is to the human body, the greater the glare; the farther the light source is from the human body, the less glare. This can be compared to watching television, where the visual effect varies depending on the distance. Therefore, in this application, the distance between the emitting vehicle and the current vehicle is selected to establish the glare risk assessment model.

[0038] Since the relative position of the light source to the human body is also an important factor affecting the degree of glare caused by light, for the same light source, the degree of glare is greater when the light source shines directly into the eyes, and less when the light source avoids the eyes. Therefore, in this application, the position parameter of the current light source relative to the current vehicle is selected to establish the glare risk assessment model.

[0039] In some embodiments of this application, the glare risk assessment model is established using light source parameters, the distance between the light source emitting vehicle and the current vehicle, and the position parameters of the light source relative to the current vehicle. That is, the glare risk assessment model is a function of color temperature, illuminance, the relative azimuth angle of the light source, and the distance between the light source emitting vehicle and the current vehicle.

[0040] In this embodiment of the application, the functional expression of the glare risk assessment model is: DRS=w1·f(I)+w2·g(CCT)+w3·h(d)+w4·p(θ,φ).

[0041] In the above functional expressions: w1, w2, w3, and w4 are the weighting coefficients corresponding to each influencing factor; f(I) is a function of illuminance, used to characterize the degree of influence of illuminance on glare risk; g(CCT) is a function of light source color temperature, used to characterize the degree of influence of light source color temperature on glare risk; h(d) is a function of the distance between the light source emitting vehicle and the current vehicle, used to characterize the degree of influence of the distance between the two vehicles on glare risk; p(θ,φ) is a function of the position parameters of the light source relative to the current vehicle, used to characterize whether the light source is located in the driver's main field of vision and the degree of influence of the field of vision area where the light source is located on glare risk.

[0042] It should be noted that the position of the light source relative to the current vehicle, i.e. whether the light source is located in the main field of view, is also a function of whether the light source is located in the main field of view. The position parameters of the light source relative to the current vehicle include the horizontal angle θ and the elevation angle φ of the light source relative to the driver's main field of view.

[0043] The specific definitions of each parameter are as follows: I represents the maximum illuminance produced by the light source; CCT represents the color temperature of the light source; d represents the estimated distance between the vehicle emitting the light source and the current vehicle; θ represents the horizontal angle, that is, the horizontal offset angle of the light source relative to the line of sight; φ represents the elevation angle, that is, the vertical offset angle of the light source relative to the line of sight.

[0044] In some embodiments, the expression for the function f(I) of illuminance is: f(I) = (I-1000) / 7000; this function satisfies the following: as the maximum illuminance I increases, the value of the function f(I) gradually increases, that is, the greater the illuminance produced by the light source, the greater its harmfulness to causing glare.

[0045] In some embodiments, the function g(CCT) relating to the color temperature of the light source is a Gaussian function, specifically expressed as: g(CCT) = exp( (CCT-6000)² / (2×500²)); This Gaussian function is used to accurately characterize the influence of light sources of different color temperatures on the risk of glare.

[0046] In some embodiments, the expression for the function h(d) relating the distance between the light source emitting vehicle and the current vehicle is: h(d) = (150-d) / 120; this function satisfies the following: as the distance d between the light source emitting vehicle and the current vehicle decreases, the value of the function h(d) gradually increases, that is, the closer the distance between the two vehicles, the greater the harm of the light source to causing glare.

[0047] In some embodiments, the function p(θ,φ) regarding whether the light source is located in the main viewing area follows these rules: when the horizontal angle θ is ±30° and the elevation angle φ is 0°~15°, the function p(θ,φ) is 1, indicating that the light source is located in the main viewing area; when the horizontal angle θ is ±60° and the elevation angle φ is within the range of ±60 .... When the angle is between 10° and 30°, the function p(θ,φ) takes the value of 0.6, which indicates that the light source is located in the secondary field of view. In all other cases, the function p(θ,φ) takes the value of 0.2, which indicates that the light source is located in the non-primary and non-secondary field of view.

[0048] It should be noted that the calculation of the horizontal angle θ and elevation angle φ of the light source relative to the current driver's main field of vision is a conventional technique in this field and will not be elaborated here.

[0049] The specific values ​​of each weight coefficient are as follows: weight coefficient w1 is 0.4, weight coefficient w2 is 0.2, weight coefficient w3 is 0.25, and weight coefficient w4 is 0.15. Based on the above function definitions and weight coefficient values, the functional expression of the glare risk assessment model can be further clarified as: DRS = 0.4·f(I) + 0.2·g(CCT) + 0.25·h(d) + 0.15·p(θ,φ).

[0050] It should be noted that vehicle speed affects the distance between the emitting vehicle and the current vehicle, as well as the position parameters of the light source relative to the driver of the current vehicle. Therefore, the influence of vehicle speed needs to be considered when calculating the function h(d) of the distance between the emitting vehicle and the current vehicle, and the function p(θ,φ) of whether the light source is located in the main viewing area. This will not be elaborated further here. In this embodiment, the functions h(d) of the distance between the emitting vehicle and the current vehicle, and the function p(θ,φ) of whether the light source is located in the main viewing area, are obtained after considering the influence of vehicle speed.

[0051] By comprehensively considering the characteristics of the light source itself, the spatial position of the light source relative to the driver's line of sight, and the distance between the two vehicles, a quantifiable glare risk assessment model was established that integrates light source parameters, position parameters, and distance parameters. By combining the glare risk coefficient with the preconditions of nighttime driving, the model can accurately distinguish between safe and dangerous light sources and promptly identify dangerous high beams that interfere with the driver's driving, providing a reliable basis for subsequent targeted anti-glare measures.

[0052] In this application, the glare risk coefficient is used to characterize the magnitude of the glare risk posed to the driver by high beams. A higher glare risk coefficient indicates a greater glare risk to the driver from high beams, while a lower glare risk coefficient indicates a lower glare risk. The glare risk coefficient is a specific numerical value. By integrating light source parameters, position parameters, and distance parameters into a quantifiable glare risk assessment model, the magnitude of glare risk can be quantified, thereby enabling better implementation of corresponding anti-glare measures based on the magnitude of glare risk.

[0053] When a current light source is determined to be a hazardous light source, it indicates that the current light source will interfere with the driver's driving and anti-glare measures are required. In this application, the glare risk posed by the current light source to the current vehicle is graded, with three progressively increasing settings to classify mild, moderate, and severe glare levels. Different levels of response actions are matched to each level to take the most appropriate response strategy according to the severity of the threat posed by the light source to the driver. This effectively alleviates glare while avoiding other safety hazards that may be caused by over-response, achieving an optimal balance between safety and driving experience.

[0054] Specifically, such as Figure 2 As shown, when the current light source is determined to be a dangerous light source, if the glare risk coefficient is less than or equal to the second set value, it is determined that the current light source causes mild glare to the current vehicle, and a first-level response action is executed; if the glare risk coefficient is greater than the second set value and less than or equal to the third set value, it is determined that the current light source causes moderate glare to the current vehicle, and a second-level response action is executed; if the glare risk coefficient is greater than the third set value, it is determined that the current light source causes severe glare to the current vehicle, and a third-level response action is executed; wherein, the first set value is less than the second set value, and the second set value is less than the third set value.

[0055] It should be noted that in this embodiment, when a light source is determined to be a dangerous light source, it is usually considered to be a high beam.

[0056] It should also be noted that the position parameters of the light source relative to the current vehicle are actually the position parameters of the light source relative to the driver's main field of vision. The glare caused by high beams to the vehicle is actually the glare caused to the driver.

[0057] When high beams cause mild glare to the driver, the interference is relatively small; when high beams cause moderate glare, the interference is significant; when high beams cause severe glare, the interference is serious and the hazard to the driver is considerable.

[0058] In some embodiments, the glare risk coefficient ranges from 0 to 1, with a first set value of 0.3, a second set value of 0.6, and a third set value of 0.85. When the glare risk coefficient is less than or equal to 0.3, the current light source is determined to be a safe light source; when the glare risk coefficient is greater than 0.3 and less than or equal to 0.6, the current light source is determined to cause mild glare to the driver of the current vehicle, and a Level 1 response action is executed; when the glare risk coefficient is greater than 0.6 and less than or equal to 0.85, the current light source is determined to cause moderate glare to the driver of the current vehicle, and a Level 2 response action is executed; when the glare risk coefficient is greater than 0.85, the current light source is determined to cause severe glare to the driver of the current vehicle, and a Level 3 response action is executed.

[0059] It should be noted that in practical applications, when the high beams are far from the oncoming vehicle or the illuminance of the high beams is low, avoiding the driver's eyes with the high beams usually does not cause glare. However, when the high beams are close to the oncoming vehicle or the illuminance of the high beams is high, even if the high beams are avoided from the driver's eyes, they can still cause glare due to reflections from other objects. For example, if the light source shines on roadside guardrails, trees, or glass placed on the roadside, these objects will reflect the light, and the reflected light may cause glare to the driver. This can be compared to a human standing in front of a car and facing the front of the car; even if the eyes are avoided from the headlights, glare will still occur. Therefore, in this application, the glare level caused by the high beams to the driver of the oncoming vehicle is further determined by the distance between the high beam emitting vehicle and the oncoming vehicle, as well as the illuminance of the high beams.

[0060] Specifically, if the distance between the emitting vehicle of the current light source and the current vehicle is greater than the fourth preset value or the continuous illumination time of the current light source on the current vehicle is less than the third preset duration, even if the glare risk coefficient is less than the first preset value, it is determined that the current light source causes mild glare to the current vehicle.

[0061] If the distance between the emitting vehicle and the current vehicle is within the second range and the illuminance of the high beam is within the third range, the current light source is determined to cause moderate glare to the current vehicle, even if the glare risk factor is less than the second set value.

[0062] If the distance between the emitting vehicle and the current vehicle is less than the fifth preset value, or if the high beams from behind are shining directly into the rearview mirror and the illuminance of the high beams is greater than the sixth preset value, even if the glare risk coefficient is less than the third preset value, it is determined that the current light source causes severe glare to the current vehicle.

[0063] Furthermore, the fourth setting value is preferably 150m, the fifth setting value is preferably 50m, the sixth setting value is 8000 lux, the third setting duration is 0.5s, the second range is 50m-150m, and the third range is 3000 lux-8000 lux.

[0064] When the distance between the high beam emitting vehicle and the oncoming vehicle is greater than 150m or the continuous illumination time is less than 0.5s, the high beam is determined to cause mild glare to the oncoming vehicle; when the distance between the high beam emitting vehicle and the oncoming vehicle is between 50m and 150m and the illuminance is between 3000lux and 8000lux, the high beam is determined to cause moderate glare to the oncoming vehicle; when the distance between the high beam emitting vehicle and the oncoming vehicle is less than 50m or the high beam shines directly into the rearview mirror from behind and the illuminance is >8000lux, the high beam is determined to cause severe glare to the oncoming vehicle.

[0065] It should be noted that the greater the impact of high beams on the driver's visual perception, the higher the level of glare caused by high beams, and the more severe the obstruction of the driver's vision, the higher the response level. Each glare level corresponds to a corresponding level of response action to ensure the vehicle's anti-glare effect while avoiding excessive anti-glare that could impair the driver's observation of the road ahead, thus improving driving safety and comfort.

[0066] In this embodiment, the first-level response action includes reducing the brightness of the instrument panel screen. For mild glare, only the brightness of the instrument panel screen is reduced to decrease the interference of internal light sources on the driver's vision, thereby reducing the interference of high beams on the driver.

[0067] When high beams cause slight glare to the driver, it can be assumed that the difference in brightness between the light emitted by the high beams and the dashboard screen is small. Since the key to clear vision lies in sufficient brightness contrast between the object and its background, and the retina adjusts its light sensitivity according to ambient light intensity, when the difference between the high beam brightness and the dashboard screen brightness is small, the human visual system cannot effectively distinguish the details of objects outside the vehicle from the background of the interior environment, resulting in a blurry visual state. Reducing the dashboard screen brightness reduces the interference of interior light on vision, allowing the brightness contrast between the exterior scenery and the background to stand out, thus enabling the human eye to clearly distinguish the exterior scenery. This can be compared to looking into a brightly lit room from outside at night; although the interior light is strong, the view inside is clear from outside. When the dashboard screen brightness is reduced, the interior of the car becomes equivalent to the exterior, and the exterior becomes equivalent to the interior.

[0068] In this embodiment, the secondary response action includes reducing the brightness of the instrument panel screen and reducing the light transmittance of the electrochromic film (EC film) on the windshield to a first threshold. For moderate glare, in addition to reducing the brightness of the instrument panel, the light transmittance of the windshield is reduced by the electrochromic film to prevent the light from the high beams from outside the vehicle from passing through the windshield and shining into the driver's eyes, thereby blocking the light from the high beams and reducing the stimulation of the high beams to the driver's eyes, thus reducing the harm of high beams to the driver.

[0069] It should be noted that while reducing the light transmittance of the windshield will affect the driver's vision to some extent, and changes in windshield light transmittance will also affect the driver's vision, if the reduction in windshield light transmittance is within a certain range, the sudden darkening of the windshield will have a relatively small impact on the driver. The driver can still see the road conditions ahead clearly, and the time required for the driver to adapt to the sudden darkening of the windshield is also relatively short. Based on the principle of "choosing the lesser of two evils," reducing the light transmittance of the windshield is chosen to prevent moderate glare caused by high beams.

[0070] It should also be noted that electrochromic film can reduce the light transmittance of the entire windshield, or it can reduce the light transmittance of only the portion of the windshield corresponding to the driver.

[0071] In this embodiment, the three-level response action includes reducing the brightness of the dashboard screen and reducing the light transmittance of the electrochromic film on the windshield to a second threshold. For severe glare, in addition to reducing the brightness of the dashboard, the light transmittance of the windshield is reduced by the electrochromic film to weaken the strong glare from the high beams.

[0072] It should be noted that the second threshold is less than the first threshold. When the high beams cause severe glare to the driver, the light transmittance of the electrochromic film is lower than that of the electrochromic film when there is moderate glare.

[0073] In some embodiments, the first threshold value ranges from 40% to 60%, and the second threshold value ranges from less than or equal to 20%. That is, when performing a second-level response action, the light transmittance of the electrochromic film on the windshield is reduced to 40%-60%; when performing a third-level response action, the light transmittance of the electrochromic film on the windshield is reduced to 20%.

[0074] Because the electrochromic film has low light transmittance when high beams cause severe glare to the driver, although the low light transmittance of the electrochromic film can prevent the high beams from shining directly into the driver's eyes through the windshield, it also makes it difficult for the driver to observe the road conditions ahead through the windshield. Therefore, in this embodiment, the third-level response action also includes projecting lane information and / or vehicle information from the head-up display system (HUD) onto the windshield of the current vehicle for the driver to view, so that the driver can obtain key information such as vehicle speed and lane without looking down or shifting their gaze. This effectively solves the problem of driver's vision being interfered with and information acquisition being inconvenient when there is severe glare, and further improves driving safety.

[0075] In some embodiments, the Level 3 response action also includes a voice reminder to the driver of the current vehicle to pay attention to the high beams. When the high beams cause severe glare to the driver, the voice reminder alerts the driver to the impact of the high beams, thereby increasing the driver's vigilance.

[0076] Furthermore, when a driver is severely dazzled, the vehicle in front can sound an alarm to warn the vehicle with its high beams on.

[0077] It should be noted that if high beams cause severe glare to the driver, the incident can be recorded for subsequent insurance claims or reports.

[0078] When a vehicle is driving at night, if the illuminance, color temperature, or duration of light is low, it will not interfere with the driver's driving. Even if interference occurs, it is only momentary, and the anti-glare action may not be able to respond before the interference disappears. For example, when a vehicle is in hazard light mode, the duration of the high beam is short and will not cause significant interference to the driver. Furthermore, some lights, although bright, are not high beams, such as roadside lights or illuminated billboards. These light sources only cause momentary interference to the driver in a specific scenario. At the moment of interference, the glare risk coefficient obtained by the glare risk assessment model for these light sources may be at the first set value, thus being judged as dangerous light sources. However, the interference from these light sources is fleeting, and taking anti-glare actions would be a waste of resources and may even seem like "hindsight bias."

[0079] Based on this, in the embodiments of this application, the light source parameters include at least color temperature and illuminance. If the color temperature of the high beam is within a first range, the illuminance is greater than a first reference value, and the continuous illumination time of the high beam on the current vehicle is greater than or equal to a second set duration, then the current light source is determined to be a valid high beam; otherwise, it is determined to be an invalid high beam. Invalid high beams will not interfere with the driver's driving and are a safe light source, so there is no need to take anti-glare actions.

[0080] Once the current light source is determined to be a valid high beam, it is then determined whether the current light source is a dangerous light source. If it is a dangerous light source, an anti-glare action is performed; if it is a safe light source, no anti-glare action is required.

[0081] By determining the effective high beams based on three dimensions—color temperature, illuminance, and duration of illumination—the system can exclude non-vehicle high beam sources such as streetlights and billboard lights, as well as ineffective high beam sources that only illuminate briefly. This avoids unnecessary glare risk assessments and response operations for these unrelated light sources, reduces system misjudgments and false triggers, and improves the system's robustness and practicality in real-world complex lighting environments.

[0082] In the prior art, high beams are mostly xenon lamps (HID) and LED lamps. The color temperature range of LED high beams and HID high beams is 5000K–7000K, while the color temperature range of sodium lamps is 2000K. Therefore, in some embodiments, the first range is 5000K–7000K, the first reference value is 1000 lux, and the second set duration is 300ms; a light source with a color temperature of 5000K–7000K, an illuminance greater than 1000 lux, and an illumination duration greater than or equal to 300ms is considered an effective high beam.

[0083] In this embodiment, when the ambient illuminance is less than or equal to a third threshold and / or the current light source acquisition time is within a set time period, the vehicle is determined to be in nighttime driving condition. When the ambient illuminance is greater than the third threshold and / or the current light source acquisition time is outside the set time period, the vehicle is determined to be in non-nighttime driving condition.

[0084] In some embodiments, the third threshold is 50 lux. When the ambient illuminance is greater than 50 lux, the vehicle is determined to be in a non-nighttime driving condition; when the ambient illuminance is less than or equal to 50 lux, the vehicle is determined to be in a nighttime driving condition.

[0085] In some embodiments, if the current light source acquisition time is between 6:00 and 19:00, the vehicle is determined to be in a non-nighttime driving condition; if the current light source acquisition time is between 19:00 and 6:00 the next day, the vehicle is determined to be in a nighttime driving condition.

[0086] It should be noted that the time period can be adjusted according to the region and season, and is not fixed.

[0087] By using two dimensions—ambient illuminance and light source acquisition time—the system is prevented from erroneously starting due to changes in ambient light, such as during the daytime when there is sufficient light or during atypical nighttime periods like dusk or dawn. This avoids unnecessary equipment operation and energy consumption, and also eliminates the driving risks that may be caused by dimming the display screen or windshield during the day, thus enhancing the overall intelligence and economy of the system.

[0088] In some embodiments, the vehicle can also be identified via the CAN bus whether it is operating at night.

[0089] In practical applications, the distance between the high beam emitter and the oncoming vehicle is dynamically changing. As the distance decreases, the glare level caused by the high beam may increase; conversely, as the distance increases, the glare level may decrease. This can lead to a mismatch between the vehicle's response and the glare level experienced. Adjusting the response in real-time based on the glare level could cause frequent changes in the windshield's transmittance, which can also be distracting. However, if the glare level exceeds the vehicle's response level, the anti-glare effect decreases, and the high beam significantly impacts the driver's visual perception, reducing driving safety.

[0090] Based on this, in this application, when the glare level caused by the current high beam to the driver of the current vehicle increases, the response action is upgraded in a timely manner to make the response action match the glare level and ensure that the anti-glare effect always matches the current risk level; while when the glare level caused by the current high beam to the driver of the current vehicle decreases, the current response action is maintained to avoid frequent switching of response actions due to short-term fluctuations in the glare level, thus ensuring the stability of the driving process.

[0091] When the glare level caused by high beams increases, if the current response action does not match the increased glare level, the vehicle's anti-glare effect is poor, making the driver more susceptible to the effects of the high beams and increasing the probability of safety hazards. In this situation, the harm caused by high beams to the driver is significantly higher than the potential harm caused during the response action switching process. Based on the principle of "choosing the lesser of two evils," the vehicle executes a response action corresponding to the increased glare level. This control method prioritizes reducing the harm caused by high beams to the driver, ensuring driving safety.

[0092] When the glare level caused by high beams decreases, the interference of high beams with the driver's driving operations also weakens, meaning the harm caused by high beams to the driver decreases accordingly. Since the vehicle has already implemented a higher level of anti-glare measures during the glare level increase phase, these measures still have a good anti-glare effect on the current high beams after the glare level decreases. Therefore, the high beams no longer pose a substantial hazard to the driver at this point. If the response action were switched under these circumstances, the sudden change in the windshield's light transmittance would instead interfere with the driver's visual perception, thus creating new driving hazards. Based on this, this application effectively ensures the stability of the driving process by maintaining the currently executed response action.

[0093] It should be noted that while switching response actions can interfere with driving, it is also unwise to continuously execute higher-level response actions to prevent switching. If the high beams no longer pose a hazard to the driver, continuing to perform anti-glare operation will result in the ineffective consumption of vehicle energy, control module computing power, and other resources, leading to resource waste. Therefore, in this embodiment, the response action is not executed when the high beams pose no hazard to the driver. That is, the appropriate level of response action is dynamically matched and executed based on the actual level of glare caused by the high beams, thus achieving rational utilization of resources.

[0094] It should also be noted that when the glare level experienced by the vehicle decreases, executing a higher-level response action for an extended period would waste resources. Therefore, this application sets a threshold for the duration of the response action. Once the duration of the current-level response action reaches this threshold, switching the response action is not considered frequent switching and will not cause the driver to react too slowly or have adverse consequences. When the duration of the current-level response action reaches this threshold, it can be determined that the driver has achieved stable adaptation to the current windshield transmittance. Switching the response action at this point will not cause the driver to react too slowly due to insufficient visual adaptation, nor will it result in adverse driving consequences.

[0095] In this embodiment of the application, after executing the current level response action, if the glare level caused by the current high beam to the driver of the current vehicle increases, then the response action corresponding to the increased glare level is executed; if the glare level caused by the current high beam to the driver of the current vehicle decreases, then the current level response action is maintained until the glare risk coefficient is less than or equal to a first set value and / or the duration of the current level response action reaches the first set duration, and then the corresponding level response action is executed according to the current glare level.

[0096] In some embodiments, the first set duration is 5 seconds. After the current response action is executed for 5 seconds, a response action of the corresponding level is executed according to the current level of glare experienced by the driver.

[0097] like Figure 3 As shown, taking a vehicle being illuminated by a single high beam as an example, the control method for preventing high beam illumination in this application is described in detail below. The control method for preventing high beam illumination includes the following steps: A glare risk assessment model is established based on the light source parameters, the distance between the light source emitting vehicle and the current vehicle, and the position parameters of the light source relative to the current vehicle. Acquire parameters such as the current light source parameters, the distance between the current light source's emitting vehicle and the current vehicle, and the position parameters of the current light source relative to the current vehicle driver's main field of vision. If the ambient illuminance is less than or equal to the third threshold and / or the current light source acquisition time is within the set time period, then the vehicle is determined to be in nighttime driving condition; otherwise, the vehicle is determined to be in non-nighttime driving condition. When it is determined that the vehicle is driving at night, if the color temperature of the high beam is within the first range, the illuminance is greater than the first reference value, and the continuous illumination time of the high beam on the current vehicle is greater than or equal to the second set duration, then the current light source is determined to be a valid high beam; otherwise, it is determined to be an invalid high beam. When the current light source is determined to be an effective high beam, the glare risk coefficient of the current light source is calculated according to the glare risk assessment model. If the glare risk coefficient is less than or equal to the first preset value, the current light source is determined to be a safe light source; if the glare risk coefficient is greater than the first preset value, the current light source is determined to be a dangerous light source. When the current light source is determined to be a dangerous light source, if the glare risk coefficient is less than or equal to the second preset value, it is determined that the current light source causes mild glare to the driver of the current vehicle, and a level one response action is executed; if the glare risk coefficient is greater than the second preset value and less than or equal to the third preset value, it is determined that the current light source causes moderate glare to the driver of the current vehicle, and a level two response action is executed; if the glare risk coefficient is greater than the third preset value, it is determined that the current light source causes severe glare to the driver of the current vehicle, and a level three response action is executed. If the glare level caused by the current light source to the current vehicle increases, then a response action corresponding to the increased glare level will be executed; if the glare level caused by the current light source to the current vehicle decreases, then the current response action will be maintained. When the glare level caused by the current light source to the current vehicle decreases, if the glare risk coefficient is less than or equal to the first set value or the duration of the current level response action reaches the first set duration, the corresponding level response action is executed according to the current glare level; otherwise, the current level response action is still executed.

[0098] In actual nighttime driving, a vehicle may be simultaneously illuminated by the high beams of multiple oncoming or rear vehicles. The light source parameters, relative positions of these high beams to the current driver, and distances between the high beam emitting vehicle and the current vehicle are not entirely the same, resulting in varying levels of glare for the current driver. To ensure driving safety, the response level is determined based on the highest level of glare caused to the driver by these high beams, thus protecting the driver from the most severe glare and ensuring the effectiveness of anti-glare control in complex lighting environments.

[0099] In this embodiment of the application, when the current vehicle is irradiated by multiple light sources, it is determined whether each light source is a dangerous light source and the level of glare it causes to the driver of the current vehicle. The corresponding level of response action is executed according to the highest level of glare the current vehicle is subjected to.

[0100] It should be noted that when a vehicle is exposed to multiple high beams, an increase in the glare level caused by one high beam does not necessarily lead to a change in the vehicle's response. For example, if a high beam causes mild glare but the highest glare level is severe, a Level 3 response will be executed. If the same high beam causes moderate glare, the highest glare level will still be severe, and a Level 3 response will still be executed. The same logic applies to a decrease in the glare level caused by a high beam, which will not be elaborated upon here.

[0101] like Figure 4 As shown, taking a vehicle being illuminated by multiple high beams as an example, the control method for preventing high beam illumination in this application is described in detail below. The control method for preventing high beam illumination includes the following steps: A glare risk assessment model is established based on the light source parameters, the distance between the light source emitting vehicle and the current vehicle, and the position parameters of the light source relative to the current vehicle. The system acquires parameters such as illumination parameters of multiple high beams, distance between the emitting vehicle of each high beam and the current vehicle, and position parameters of each high beam source relative to the driver's main field of vision. If the ambient illuminance is less than or equal to the third threshold and / or the current light source acquisition time is within the set time period, then the vehicle is determined to be in nighttime driving condition; otherwise, the vehicle is determined to be in non-nighttime driving condition. When it is determined that the vehicle is driving at night, if the color temperature of the high beam is within the first range, the illuminance is greater than the first reference value, and the continuous illumination time of the high beam on the current vehicle is greater than or equal to the second set duration, then the current light source is determined to be a valid high beam; otherwise, it is determined to be an invalid high beam. When the current light source is determined to be an effective high beam, the glare risk coefficient of the current light source is calculated according to the glare risk assessment model. If the glare risk coefficient is less than or equal to the first preset value, the current light source is determined to be a safe light source; if the glare risk coefficient is greater than the first preset value, the current light source is determined to be a dangerous light source. When the current light source is determined to be a dangerous light source, if the glare risk coefficient is less than or equal to the second set value, it is determined that the current light source causes mild glare to the driver of the current vehicle; if the glare risk coefficient is greater than the second set value and less than or equal to the third set value, it is determined that the current light source causes moderate glare to the driver of the current vehicle; if the glare risk coefficient is greater than the third set value, it is determined that the current light source causes severe glare to the driver of the current vehicle. The system assesses whether multiple high beams illuminating the current vehicle are hazardous light sources and the level of glare they cause to the driver. It then obtains the highest level of glare the vehicle experiences and executes a corresponding response action based on that level. Specifically, it executes a Level 1 response for mild glare, a Level 2 response for moderate glare, and a Level 3 response for severe glare. After executing the current level response action, if the glare level experienced by the current vehicle increases, then execute the response action corresponding to the increased glare level; if the glare level experienced by the current vehicle decreases, then continue to maintain the current level response action. When the glare level experienced by the vehicle decreases, if the glare risk coefficient is less than or equal to the first set value or the duration of the current level response action reaches the first set duration, the corresponding level response action is executed according to the current glare level; otherwise, the current level response action is still executed.

[0102] The high-beam headlight control method in this application establishes a glare risk assessment model that combines light source parameters, vehicle distance, and position parameters. This model can accurately calculate the glare risk coefficient of high beams, effectively distinguishing between safe and dangerous light sources. By setting multiple glare levels and corresponding graded response actions, targeted measures such as reducing dashboard brightness and adjusting the light transmittance of the windshield electrochromic film can be taken according to the degree of glare. In cases of severe glare, voice reminders and head-up display projection functions can be added to improve driving safety. At the same time, this method has a mechanism for judging the effectiveness of high beams, a dynamic adjustment strategy for glare levels, a highest-level response rule for multiple high beam glare scenarios, and a precise judgment method for nighttime driving conditions. It can comprehensively, dynamically, and reasonably address the problem of high beam glare, reduce the safety hazards caused by high beam glare during nighttime driving, and ensure the driver's visual comfort and driving safety.

[0103] This application also provides a control system for preventing high beam irradiation, including a photosensitive sensor, a forward-view camera, an instrument panel controller, an electrochromic film controller, and a main controller. The photosensitive sensor is configured to collect light source parameters of the high beam irradiating the current vehicle; the forward-view camera is configured to collect distance parameters between the high beam emitting vehicle and the current vehicle, as well as the position parameters of the high beam light source relative to the current vehicle; the instrument panel controller is configured to receive control signals and execute the adjustment action of the instrument panel screen brightness; the electrochromic film controller is configured to receive control signals and execute the adjustment action of the light transmittance of the electrochromic film on the windshield; the main controller is electrically connected to the photosensitive sensor, the forward-view camera, the instrument panel controller, and the electrochromic film controller respectively; the main controller is configured to: receive the light source parameters output by the photosensitive sensor, the distance parameters and the position parameters output by the forward-view camera; determine whether the current light source is a dangerous light source and the level of glare caused based on the high beam irradiation prevention control method; and send control signals to the instrument panel controller and / or the electrochromic film controller according to the determination result to execute corresponding response actions.

[0104] A photosensitive sensor array is used to monitor the intensity and color temperature of incident light from all directions in real time; a forward-facing camera provides image data to support the implementation of artificial intelligence-based high-beam recognition; the main controller fuses the data collected by the sensors and the image data acquired by the camera to execute the high-beam discrimination algorithm; the instrument panel controller and electrochromic film controller accurately execute the control signals issued by the main controller; the main controller, as the core, integrates parameter reception, risk assessment, and control signal transmission. The collaborative work of these components transforms anti-glare control from a theoretical method into a practically applicable system, enabling stable and efficient anti-glare operation and providing hardware-level safety assurance for nighttime vehicle driving.

[0105] The control system also includes a human-machine interaction unit, which includes a head-up display, a voice prompt device, and an instrument warning component, used to transmit relevant warnings or status information. The control system also includes a power supply and drive circuit, which provides low-voltage DC drive power to the electrochromic film to ensure the normal operation of the electrochromic light-blocking module.

[0106] In some embodiments, multiple photosensitive sensors are provided, preferably positioned at the front left, front right, and top of the vehicle, to detect the high beams illuminating the current vehicle from multiple directions.

[0107] In some embodiments, a white light sensor or camera is used to perform white balance analysis to obtain the color temperature of the light source.

[0108] In some embodiments, an HDR photosensitive sensor is used to collect light intensity data, the physical quantity of which is illuminance, with a measurement range of 0–20000 lux; an RGB / white light sensor or camera white balance analysis function is used to collect light source color temperature data, with a measurement range of 3000K–10000K; multi-sensor triangulation technology or camera target detection frame center coordinate analysis function is used to collect light source azimuth data, the azimuth angle including horizontal angle θ and elevation angle φ, the horizontal angle θ and elevation angle φ being -90° to +90° respectively; a timestamp recording method is used to collect the continuous illumination time of the light source; a camera combined with monocular ranging technology is used to collect distance estimation data, the physical quantity corresponding to this data being the target vehicle distance; a CAN bus is used to collect vehicle status, including vehicle speed and whether it is in night mode, where vehicle speed is in kilometers per hour (km / h) and whether it is in night mode is represented by a Boolean value (bool).

[0109] It should be noted that, in some embodiments, the glare risk assessment model is pre-stored in the main controller.

[0110] It should also be noted that the forward-facing camera includes a data acquisition module and an image processing module, which can process the acquired image information into information such as the distance between the high beam emitting vehicle and the current vehicle, as well as the horizontal and vertical angles of the high beam source relative to the driver's main field of vision of the current vehicle, which are existing technologies in this field and will not be described in detail here.

[0111] The working principle of the high beam glare prevention control system is as follows: a photosensitive sensor collects the illuminance, color temperature, and duration of the high beam illuminating the current vehicle; a forward-facing camera collects the distance between the high beam emitting vehicle and the current vehicle, as well as the horizontal and vertical angles of the high beam source relative to the driver's main field of vision; the main controller receives the parameters output by the photosensitive sensor and the forward-facing camera, and determines whether the current light source is an effective high beam, a dangerous light source, and the level of glare it causes to the driver based on the acquired parameters; and sends control signals to the instrument panel controller, electrochromic film controller, head-up display, voice prompt device, and instrument warning components to execute corresponding response actions.

[0112] This application also provides a vehicle including a control system for preventing high beam illumination.

[0113] By equipping vehicles with a high-beam blocking control system, the vehicles gain the ability to autonomously perform anti-glare control. Without additional manual intervention, the vehicle can automatically complete high-beam recognition, glare risk assessment, and response actions, achieving automation and intelligence in anti-glare control. This effectively reduces the burden of dealing with high beams while driving at night, improves driving convenience and safety, and enhances the vehicle's driver assistance functions and market competitiveness.

[0114] The following example, using a family sedan equipped with this system driving at night on a rural road without streetlights, illustrates in detail how the vehicle in this application prevents high beam illumination.

[0115] When an SUV approaches from the opposite direction with its high beams on, regulations stipulate that SUVs and sedans should turn off their high beams when meeting each other. However, the SUV continues to use its high beams. When the SUV is approximately 150 meters away from the sedan, the sedan's forward-facing camera and photosensor detect the light source and send the information to the main controller. The main controller determines that the light source is a valid high beam and a dangerous light source. The SUV's high beams cause only mild glare to the sedan's driver, so the main controller reduces the brightness of the dashboard screen. As the distance between the two vehicles decreases, the photosensor detects a sudden increase in illumination on the left front. At 8000 lux, the SUV's high beams caused severe glare to the sedan driver. The transmittance of the EC film in the corresponding line of sight area at the top of the sedan's windshield dropped to 20%, effectively weakening the strong light in the field of vision, but the road outline could still be seen. After the oncoming vehicle passed, the illuminance detected by the photosensitive sensor decreased, and the SUV's high beams caused mild glare to the sedan driver. However, the transmittance of the EC film in the corresponding line of sight area at the top of the sedan's windshield was still 20%, and the brightness of the instrument panel screen was still relatively dim. Three seconds after the photosensitive sensor detected the high beams disappearing, the EC film automatically returned to transparency, and the brightness of the instrument panel screen also returned to its original brightness.

[0116] This application improves nighttime driving safety by effectively addressing the glare problem caused by high beams. Through the collaborative operation of a multi-view optical sensor array, image recognition, and intelligent response actuator, it achieves accurate identification and active protection against high beams. When strong high beams are detected, it automatically triggers in-vehicle optical shielding or visual compensation mechanisms, significantly reducing the instantaneous glare for the driver and ensuring nighttime driving safety at its core.

[0117] This application boasts excellent response speed and recognition accuracy. It adopts a multimodal perception fusion scheme, combining the fast response characteristics of photosensitive sensors with the high-precision advantages of camera artificial intelligence recognition. While ensuring recognition speed, it also ensures the accuracy of recognition results. Its response speed can be controlled within one second, which is far superior to the reaction efficiency of traditional manual operation. It can intervene in harmful strong light in a timely manner and avoid safety hazards caused by reaction delay.

[0118] This application employs a scientifically sound intervention method that will not interfere with normal vision or lighting needs. Its unique local dynamic shading design only blocks the areas that produce glare, fully preserving the overall field of vision, which is more advantageous than traditional sunshade methods. It is also equipped with a graded response mechanism that intelligently selects the corresponding intervention level based on glare intensity, effectively avoiding the adverse effects of overreaction and precisely suppressing only harmful strong light.

[0119] This application demonstrates excellent system compatibility and broad prospects for mass production. The system can be deeply integrated with advanced driver assistance systems and monitoring systems, further expanding functional boundaries and constructing a more comprehensive and complete vehicle vision protection system. It excels in cost control, requiring no modification to the vehicle's external lighting system; all functions can be achieved simply by integrating sensors and electronic control films within the vehicle. It is compatible with various existing vehicle platforms, has controllable costs, and a simple structure, possessing the potential for large-scale mass production.

[0120] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A control method for preventing high beam illumination, characterized in that, Includes the following steps: Obtain the light source parameters of the current light source, the distance between the emitting vehicle of the current light source and the current vehicle, and the position parameters of the current light source relative to the current vehicle; The glare risk coefficient of the current light source is obtained through the established glare risk assessment model based on the light source parameters, distance, and position parameters. Determine whether the vehicle is operating at night; When the vehicle is driving at night, determine whether the glare risk coefficient is greater than a first preset value; If the glare risk coefficient is less than or equal to the first preset value, the current light source is determined to be a safe light source; If the glare risk factor is greater than the first set value, the current light source is determined to be a dangerous light source; When the current light source is determined to be a dangerous light source, the corresponding anti-glare response action is executed according to the magnitude of the glare risk coefficient.

2. The control method for preventing high beam illumination according to claim 1, characterized in that, When the current light source is determined to be a dangerous light source, if the glare risk coefficient is less than or equal to the second set value, it is determined that the current light source causes slight glare to the current vehicle, and a first-level response action is executed. If the glare risk coefficient is greater than the second set value and less than or equal to the third set value, it is determined that the current light source causes moderate glare to the current vehicle, and a second-level response action is executed. If the glare risk coefficient is greater than the third preset value, it is determined that the current light source causes severe glare to the current vehicle, and a level three response action is executed. Wherein, the first setting value is less than the second setting value, and the second setting value is less than the third setting value.

3. The control method for preventing high beam illumination according to claim 2, characterized in that, The first-level response action includes reducing the brightness of the dashboard screen; And / or, the secondary response action includes reducing the brightness of the dashboard screen and reducing the light transmittance of the electrochromic film on the windshield to a first threshold. And / or, the third-level response action includes reducing the brightness of the dashboard screen and reducing the light transmittance of the electrochromic film on the windshield to a second threshold. Wherein, the second threshold is less than the first threshold.

4. The control method for preventing high beam illumination according to claim 3, characterized in that, The third-level response actions also include a voice reminder to the current vehicle to pay attention to the high beams, and / or projecting lane information and / or vehicle information onto the windshield of the current vehicle for the current vehicle to view through the head-up display system.

5. The control method for preventing high beam illumination according to claim 2, characterized in that, After executing the current level response action, if the glare level caused by the current light source to the current vehicle increases, then execute the response action corresponding to the increased glare level. If the glare level caused by the current light source to the current vehicle decreases, the current level of response action will continue until the glare risk coefficient is less than or equal to the first set value and / or the duration of the current level of response action reaches the first set duration, and then the corresponding level of response action will be executed according to the current glare level.

6. The control method for preventing high beam illumination according to claim 2, characterized in that, When a vehicle is illuminated by multiple light sources, it is determined whether each light source is a dangerous light source and the level of glare it causes to the vehicle. Based on the highest level of glare the vehicle is exposed to, the corresponding response action is executed.

7. The control method for preventing high beam illumination according to claim 1, characterized in that, Before determining whether the current light source is a dangerous light source, first determine whether the current light source is a valid high beam. If the current light source is determined to be a valid high beam, then determine whether the current light source is a dangerous light source. If the current light source is an ineffective high beam, there is no need to determine whether the current light source is a dangerous light source; The method for determining whether the current light source is a valid high beam includes the following steps: If the color temperature of the current light source is within the first range, the illuminance is greater than the first reference value, and the continuous illumination time of the current light source on the current vehicle is greater than or equal to the second set duration, then the current light source is determined to be a valid high beam; otherwise, it is determined to be an invalid high beam.

8. The control method for preventing high beam illumination according to claim 1, characterized in that, If the ambient illuminance is less than or equal to the third threshold and / or the current light source acquisition time is within the set time period, the vehicle is determined to be in nighttime driving condition.

9. A control system for preventing high beam illumination, characterized in that, include: A photosensor is configured to collect the light source parameters of the high beams illuminating the current vehicle; The forward-facing camera is configured to collect distance parameters between the high beam emitting vehicle and the current vehicle, as well as the position parameters of the high beam source relative to the current vehicle. The dashboard controller is configured to receive control signals and perform adjustments to the brightness of the dashboard screen. An electrochromic film controller is configured to receive a control signal and perform an adjustment action on the light transmittance of the electrochromic film on the windshield; The main controller is electrically connected to the photosensor, the forward-facing camera, the dashboard controller, and the electrochromic film controller; the main controller is configured as follows: Receive the light source parameters output by the photosensitive sensor, and the distance and position parameters output by the forward-looking camera; Based on the control method for preventing high beam illumination according to any one of claims 1 to 8, it is determined whether the current light source is a dangerous light source and the level of glare it causes to the vehicle; Based on the determination result, a control signal is sent to the instrument panel controller and / or the electrochromic film controller to execute the corresponding response action.

10. A vehicle, characterized in that, Including the control system for preventing high beam illumination as described in claim 9.

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