Vehicle driving illumination compensation method and device and vehicle

Abstract

The invention relates to a vehicle driving illumination compensation method and device and a vehicle, and relates to the technical field of vehicles. The method comprises the steps that under the condition that a vehicle is about to arrive at a target road section, driving posture information of the vehicle at key path points on the target road section is predicted based on current driving information of the vehicle and road information corresponding to the target road section; the driving attitude information comprises a driving pitch angle and a driving steering angle; the target road section comprises an uphill road section, a downhill road section, a turning road section and a tunnel road section; based on the driving posture information, the ambient light information of the target road section and the light information of a main illuminating lamp of the vehicle, determining a driving visual blind area of a driver of the vehicle on the key path point; and carrying out driving illumination compensation on the driving visual blind area by utilizing an auxiliary illuminating lamp of the vehicle. Therefore, the driving safety under the complex road condition can be obviously improved, and the interference on the visual judgment of a driver due to the sudden change of illumination is reduced.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to the field of vehicle lighting control, specifically to a vehicle driving light compensation method, device, and vehicle. Background Technology

[0002] In current vehicle lighting systems, mainstream technologies such as adaptive headlight systems and matrix headlights primarily adjust the direction of the light axis or the beam distribution dynamically through mechanical or electronic means. These systems achieve adaptive illumination of the road ahead by directly controlling the motor to drive the reflector / lens or precisely manipulating the matrix light-emitting diode (LED) units. However, this direct alteration of the main headlights can cause drastic changes in the lighting environment in the driver's field of vision, easily leading to visual discomfort or even temporary dizziness. This may interfere with the driver's overall visual judgment and even weaken the lighting effect in critical areas such as the inside of curves.

[0003] To compensate for the inadequacy of the main headlights, existing technologies have introduced fog lights as a supplementary illumination. However, this type of solution is essentially a passive, reactive strategy based on the vehicle's mechanical movement, and it cannot provide effective lighting for blind spots in complex driving scenarios such as curves and slopes, thus failing to provide active safety for the vehicle. Summary of the Invention

[0004] This application provides a vehicle driving illumination compensation method, apparatus, and vehicle to at least solve the technical problem in related technologies that cannot provide effective lighting measures for blind spots in complex driving scenarios such as curves and slopes. The technical solution of this application is as follows: Firstly, this application provides a vehicle driving illumination compensation method, which includes: predicting the vehicle's driving attitude information at key path points on the target road segment based on the vehicle's current driving information and the road information corresponding to the target road segment when the vehicle is about to reach the target road segment; the driving attitude information includes the vehicle's pitch angle and steering angle; the target road segment includes: uphill road segment, downhill road segment, turning road segment and tunnel road segment; determining the driver's blind spot at the key path point based on the driving attitude information, the ambient light information of the target road segment and the lighting information of the vehicle's main headlights; and using the vehicle's auxiliary lighting to compensate for the driving blind spot.

[0005] Based on the aforementioned technical means, this application can predict the changes in vehicle posture on complex road sections such as slopes and curves in advance and identify blind spots. It can use auxiliary lighting to accurately compensate for blind spots, avoiding the problems of compensation lag, insufficient lighting in specific areas, or glare caused by sudden changes in light caused by passive and global lighting adjustments based solely on the current state of the vehicle or simple environmental signals in related technologies. This significantly improves driving safety under complex road conditions and reduces interference with the driver's visual judgment caused by drastic changes in lighting.

[0006] In one possible implementation, the driver's blind spot at a critical path point is determined based on vehicle posture information, ambient light information of the target road segment, and the lighting information of the vehicle's main headlights. This includes: determining the driver's theoretical visible area at the critical path point based on vehicle posture information and the driver's field of vision; determining the driver's physical blind spot at the critical path point based on the theoretical visible area and the physical illumination area of ​​the main headlights at the critical path point; wherein the physical illumination area is determined based on the lighting information; determining the driver's optical blind spot at the critical path point based on the lighting information and ambient light information; wherein the optical blind spot is the area within the physical illumination area that interferes with the driver's vision; and determining the driving blind spot based on the physical blind spot and the optical blind spot.

[0007] Based on the aforementioned technical means, this application can precisely decompose the driving visual blind spot into "physical visual blind spot" (not covered by light) and "optical visual blind spot" (light interference), and make judgments based on attitude prediction and light environment information respectively. This enables multi-dimensional and accurate identification of the cause and location of the blind spot, avoiding the problem in related technologies that rely solely on a single light intensity or vehicle turning signal, which cannot distinguish the essential difference between "not seeing" and "not being able to see clearly", thus leading to single or ineffective compensation measures. This provides an accurate decision-making basis for subsequent differentiated and targeted light compensation, significantly improving the driver's visual perception ability and driving safety in complex light environments.

[0008] In one possible implementation, auxiliary lighting of the vehicle is used to compensate for driving blind spots, including: determining the risk level of the blind spot; determining a first compensation illuminance and a first compensation color temperature based on lighting information and the risk level; determining a first compensation angle based on the coordinate information of the target illumination point and the coordinate information of the auxiliary lighting; wherein, when the blind spot is a narrow blind spot, the target illumination point is each position point on the center line of the blind spot; when the blind spot is not a narrow blind spot, the target illumination point is the centroid of the blind spot; the first compensation angle includes a first compensation yaw angle and a first compensation pitch angle; a first driving illumination compensation strategy is generated based on the first compensation angle, the first compensation illuminance, and the first compensation color temperature; and when the vehicle is at a critical path point, the auxiliary lighting is controlled using the first driving illumination compensation strategy to compensate for driving blind spots.

[0009] Based on the aforementioned technical means, this application can dynamically and parametrically determine the angle, brightness, and color temperature of the compensation light according to the blind spot risk level and geometric characteristics (narrow or non-narrow), thereby achieving adaptive and precise lighting for different blind spots. This avoids the problems of "over-illumination" (causing glare) or "insufficient illumination" (ineffective compensation) caused by using fixed modes or single-intensity supplementary lighting in related technologies. Thus, while effectively eliminating visual blind spots and improving safety, it maximizes the comfort and naturalness of the light environment.

[0010] In one possible implementation, determining the risk level of a driving blind spot includes: defining the intersection of the physical blind spot and the optical blind spot as a fused blind spot; determining a first driving risk coefficient based on a first theoretical travel time and a first basic risk coefficient of the physical blind spot, and a second theoretical travel time and a second basic risk coefficient of the optical blind spot; determining a second driving risk coefficient based on a third theoretical travel time and a third basic risk coefficient of the fused blind spot; and determining the risk level of the driving blind spot based on the first and second driving risk coefficients.

[0011] Based on the aforementioned technical means, this application can subdivide blind spots into three categories: physical, optical, and fusion, and conduct quantitative risk assessments by combining "theoretical travel time" and "basic risk coefficient" respectively. This enables a refined determination of the degree of danger of blind spots, ensuring that limited lighting compensation resources are prioritized and accurately allocated to the highest risk areas.

[0012] In one possible implementation, the lighting information includes the current illuminance and current color temperature of the main lighting; based on the lighting information and the risk level, a first compensation illuminance and a first compensation color temperature are determined, including: determining a first brightness adjustment coefficient and a first color temperature adjustment coefficient corresponding to the risk level; determining the current illuminance and current color temperature as the base illuminance and base color temperature of the auxiliary lighting; determining the first compensation illuminance based on the first brightness adjustment coefficient and the base illuminance; and determining the first compensation color temperature based on the first color temperature adjustment coefficient and the base color temperature.

[0013] Based on the aforementioned technical means, this application can introduce an adjustment coefficient corresponding to the risk level and use the current light parameters of the main headlight as a benchmark to ensure that the brightness and color temperature of the auxiliary lighting correspond to the main light source and the real-time risk situation. This ensures the natural integration of the compensation light with the main light environment, avoiding visual conflict and fatigue, and can adaptively adjust the light intensity and hue according to the risk level, thereby effectively eliminating blind spots and significantly improving driving safety.

[0014] In one possible implementation, when the vehicle is at a critical path point, auxiliary lighting is controlled using a first driving illumination compensation strategy to compensate for driving illumination in blind spots. This includes: determining a second compensation illuminance and a second compensation color temperature based on the driver's fatigue state, a first compensation illuminance, and a first compensation color temperature; wherein the fatigue state is determined based on at least one of the driver's fatigue level, age, and attention index; generating a second driving illumination compensation strategy based on the first compensation illumination angle, the second compensation illuminance, and the second compensation color temperature; and controlling auxiliary lighting using the second driving illumination compensation strategy when the vehicle is at a critical path point to compensate for driving illumination in blind spots.

[0015] Based on the aforementioned technical means, this application can introduce multi-dimensional physiological characteristic parameters such as driver fatigue state and make personalized adjustments based on the first compensation strategy. This enables precise matching of lighting compensation with the driver's real-time physiological rhythm and visual sensitivity, avoiding the problems of "excessive supplementary lighting stimulation" or "insufficient supplementary lighting efficiency" that may occur for fatigued, elderly, or distracted drivers when using fixed or single risk-driven lighting strategies. This provides more humane and adaptable visual assistance for drivers in different states under complex road conditions, improving driving safety and comfort.

[0016] In one possible implementation, determining a second compensated illuminance and a second compensated illuminance based on the driver's fatigue state, a first compensated illuminance, and a first compensated illuminance color temperature includes: determining a second brightness adjustment coefficient and a second color temperature adjustment coefficient based on the fatigue state; determining a second compensated illuminance based on the second brightness adjustment coefficient and the first compensated illuminance; and determining a second compensated illuminance based on the second color temperature adjustment coefficient and the first compensated illuminance color temperature.

[0017] Based on the aforementioned technical means, this application can dynamically fine-tune the compensation illumination according to the driver's real-time physiological characteristics, avoiding the problem of excessive visual stimulation or insufficient compensation perception that may be caused to drivers who are fatigued, elderly, or inattentive due to the adoption of a uniform compensation strategy. This will improve the visual comfort and driving safety of different drivers in complex road conditions while ensuring the lighting effect in blind spots.

[0018] In one possible implementation, when the vehicle is at a critical path point, a second driving illumination compensation strategy is used to control auxiliary lighting to compensate for driving illumination in blind spots. This includes: inputting the second driving illumination compensation strategy into an illumination compensation correction model to correct the second driving illumination compensation strategy through the illumination compensation correction model, thereby obtaining a third driving illumination compensation strategy; when the vehicle is at a critical path point, using the third driving illumination compensation strategy to control auxiliary lighting to compensate for driving illumination in blind spots; wherein, the illumination compensation correction model is obtained after training based on a sample second driving illumination compensation strategy, the driver's physiological state information after controlling the auxiliary lighting according to the sample second driving illumination compensation strategy, and the driver's manual correction information to the sample second driving illumination compensation strategy.

[0019] Based on the above technical means, this application can introduce a lighting compensation correction model trained based on driver physiological feedback and manual correction data, which can readjust the lighting compensation strategy, realize the self-learning and adaptive optimization of the lighting compensation strategy, and significantly improve the personalized visual experience in complex driving scenarios.

[0020] In one possible implementation, when the vehicle is at a critical path point, the auxiliary lighting is controlled using a second driving illumination compensation strategy to compensate for driving illumination in the blind spot. This further includes: determining the driver's actual driving illumination in the critical path point; and, if the similarity between the driving illumination in the blind spot and the actual driving illumination in the blind spot is greater than or equal to a preset similarity threshold, controlling the auxiliary lighting using the second driving illumination compensation strategy to compensate for driving illumination in the blind spot.

[0021] Based on the aforementioned technical means, this application can significantly improve the accuracy and reliability of illumination compensation by performing real-time perception verification and similarity comparison on the predicted visual blind spots before compensation is performed, thereby ensuring that the auxiliary lighting always accurately acts on the real blind spots and enhancing driving safety.

[0022] In one possible implementation, the vehicle driving illumination compensation method further includes: when the similarity is less than a preset similarity threshold, modifying the second driving illumination compensation strategy based on the actual driving visual blind spot to obtain a fourth driving illumination compensation strategy; and using the fourth driving illumination compensation strategy to control auxiliary lighting to compensate for driving visual blind spot. Based on the above technical means, this application can adaptively generate a fourth compensation strategy that better fits the real-time road conditions when there is a deviation between the predicted blind spot and the blind spot determined based on the actual situation. This avoids the problem of incorrect compensation for auxiliary lighting due to model prediction errors or sudden environmental changes, thereby accurately providing auxiliary lighting for the vehicle.

[0023] Secondly, this application provides a vehicle driving illumination compensation device, which includes: a prediction unit, a determination unit, and a control unit; the prediction unit is used to predict the vehicle's driving attitude information at key path points on the target road segment based on the vehicle's current driving information and the road information corresponding to the target road segment when the vehicle is about to reach the target road segment; the driving attitude information includes the vehicle's pitch angle and steering angle; the target road segment includes: uphill road segment, downhill road segment, turning road segment, and tunnel road segment; the determination unit is used to determine the driver's blind spot at the key path point based on the driving attitude information, the ambient light information of the target road segment, and the lighting information of the vehicle's main headlights; the control unit is used to compensate for the driving blind spot using the vehicle's auxiliary lighting. In one possible implementation, the determining unit is specifically used for: determining the driver's theoretical visible area at a critical path point based on driving posture information and the driver's field of vision; determining the driver's physical blind spot at the critical path point based on the theoretical visible area and the physical illumination area of ​​the main headlights at the critical path point; wherein the physical illumination area is determined based on lighting information; determining the driver's optical blind spot at the critical path point based on lighting information and ambient light information; wherein the optical blind spot is the area within the physical illumination area that interferes with the driver's vision; and determining the driving blind spot based on the physical blind spot and the optical blind spot.

[0024] In one possible implementation, the control unit is specifically configured to: determine the risk level of the driving blind spot; determine a first compensation illuminance and a first compensation color temperature based on lighting information and the risk level; determine a first compensation illumination angle based on the coordinate information of the target illumination point and the coordinate information of the auxiliary lighting; wherein, when the driving blind spot is a narrow blind spot, the target illumination point is each position point on the center line of the driving blind spot; when the driving blind spot is not a narrow blind spot, the target illumination point is the centroid of the driving blind spot; the first compensation illumination angle includes a first compensation yaw angle and a first compensation pitch angle; generate a first driving illumination compensation strategy based on the first compensation illumination angle, the first compensation illuminance, and the first compensation color temperature; and when the vehicle is at a critical path point, control the auxiliary lighting using the first driving illumination compensation strategy to compensate for the driving blind spot.

[0025] In one possible implementation, the control unit is specifically configured to: determine the intersection area of ​​the physical visual blind spot and the optical visual blind spot as the fused visual blind spot; determine a first driving risk coefficient based on a first theoretical travel time and a first basic risk coefficient of the physical visual blind spot, and a second theoretical travel time and a second basic risk coefficient of the optical visual blind spot; determine a second driving risk coefficient based on a third theoretical travel time and a third basic risk coefficient of the fused visual blind spot; and determine the risk level of the driving visual blind spot based on the first driving risk coefficient and the second driving risk coefficient.

[0026] In one possible implementation, the control unit is specifically configured to: determine a first brightness adjustment coefficient and a first color temperature adjustment coefficient corresponding to the risk level; determine the current illumination intensity and current illumination color temperature as the base illumination intensity and base illumination color temperature of the auxiliary lighting; determine a first compensation illumination intensity based on the first brightness adjustment coefficient and the base illumination intensity; and determine a first compensation illumination color temperature based on the first color temperature adjustment coefficient and the base illumination color temperature.

[0027] In one possible implementation, the control unit is specifically configured to: determine a second compensating illuminance and a second compensating illuminance and a second compensating illuminance and a second compensating illuminance and a second compensating illuminance and a second compensating illuminance and a second compensating illuminance and a second compensating illuminance and a second compensating illuminance and a second compensating illuminance and a second compensating illuminance and a second compensating illuminance and a second compensating illuminance and a second compensating illuminance and a third compensating illuminance and a fourth compensating illuminance and a fifth compensating illuminance and a fifth compensating illuminance and a sixth ... sixth compensating illuminance and a fifth compensating illuminance and a sixth compensating illuminance and a sixth compensating il

[0028] In one possible implementation, the control unit is specifically configured to: determine a second brightness adjustment coefficient and a second color temperature adjustment coefficient based on fatigue state; determine a second compensated illumination based on the second brightness adjustment coefficient and a first compensated illumination brightness; and determine a second compensated illumination color temperature based on the second color temperature adjustment coefficient and the first compensated illumination color temperature.

[0029] In one possible implementation, the control unit is specifically configured to: input a second driving illumination compensation strategy into an illumination compensation correction model, so as to correct the second driving illumination compensation strategy through the illumination compensation correction model to obtain a third driving illumination compensation strategy; when the vehicle is at a critical path point, use the third driving illumination compensation strategy to control the auxiliary lighting to compensate for driving illumination in the blind spot; wherein, the illumination compensation correction model is obtained after training based on the sample second driving illumination compensation strategy, the driver's physiological state information after controlling the auxiliary lighting according to the sample second driving illumination compensation strategy, and the driver's manual correction information on the sample second driving illumination compensation strategy.

[0030] In one possible implementation, the control unit is specifically configured to: determine the driver's actual blind spot at the critical path point when the vehicle is at a critical path point; and control auxiliary lighting using a second driving illumination compensation strategy to compensate for the driving blind spot when the similarity between the driving blind spot and the actual blind spot is greater than or equal to a preset similarity threshold.

[0031] In one possible implementation, the control unit is specifically used to: modify the second driving illumination compensation strategy based on the actual driving blind spot when the similarity is less than a preset similarity threshold, to obtain a fourth driving illumination compensation strategy; and use the fourth driving illumination compensation strategy to control the auxiliary lighting to compensate for the driving blind spot.

[0032] Thirdly, this application provides a vehicle that includes a vehicle driving light compensation device as described in the second aspect. Fourthly, this application provides an electronic device, comprising: a processor; and a memory for storing processor-executable instructions; wherein the processor is configured to execute instructions to implement the method described in the first aspect and any possible implementation thereof.

[0033] Fifthly, this application provides a computer-readable storage medium that, when the instructions in the computer-readable storage medium are executed by a processor of an electronic device, enables the electronic device to perform the methods described in the first aspect and any of their possible implementations.

[0034] Sixthly, this application provides a computer program product including computer instructions that, when executed on an electronic device, cause the electronic device to perform the method described in the first aspect and any possible implementation thereof.

[0035] It should be noted that the technical effects of any of the implementation methods in aspects two through six can be found in the technical effects of the corresponding implementation methods in aspect one, and will not be repeated here.

[0036] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0037] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application, and do not constitute an undue limitation of this application.

[0038] Figure 1 This is a schematic diagram of the hardware structure of a vehicle driving light compensation system according to an exemplary embodiment; Figure 2 This is a schematic diagram illustrating a deployment architecture for an auxiliary lighting lamp according to an exemplary embodiment; Figure 3 This is a schematic diagram of the hardware structure of another vehicle driving light compensation system according to an exemplary embodiment; Figure 4 This is a flowchart illustrating a vehicle driving light compensation method according to an exemplary embodiment; Figure 5 This is a schematic diagram illustrating a physical visual blind spot according to an exemplary embodiment; Figure 6 This is a schematic diagram illustrating yet another physical visual blind spot according to an exemplary embodiment; Figure 7 This is a schematic diagram illustrating yet another physical visual blind spot according to an exemplary embodiment; Figure 8 This is a schematic diagram illustrating a vehicle driving light compensation process according to an exemplary embodiment; Figure 9 This is a block diagram illustrating a vehicle driving light compensation device according to an exemplary embodiment; Figure 10 This is a block diagram illustrating an electronic device according to an exemplary embodiment. Detailed Implementation

[0039] To enable those skilled in the art to better understand the technical solutions of this application, the technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings.

[0040] It should be noted that the terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0041] The technical solutions of the embodiments of this application will be described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments.

[0042] The vehicle illumination compensation method provided in this application can be applied to vehicles. Vehicles can also be referred to as vehicles, mobile carriers, electric vehicles (EVs), hybrid electric vehicles (HEVs), plug-in hybrid electric vehicles (PHEVs), fuel cell vehicles (FCVs), autonomous vehicles, intelligent and connected vehicles (ICVs), driverless vehicles, etc.

[0043] In this application, the vehicle can be a sedan, a sport utility vehicle (SUV), a truck, an electric vehicle, a motorcycle, a tricycle, a special vehicle (such as an ambulance, fire truck, police car, etc.), a driverless taxi, an intelligent connected bus, an autonomous logistics vehicle, an electric truck, etc. Furthermore, this method is also applicable to various special-purpose vehicles, such as agricultural vehicles, mining vehicles, forestry vehicles, airport vehicles, and port vehicles. This application does not impose specific limitations in this regard.

[0044] Figure 1 This is a schematic diagram of the hardware structure of a vehicle driving light compensation system according to an exemplary embodiment.

[0045] In one possible implementation, the vehicle driving light compensation system may include a vehicle driving light compensation device 101, a data acquisition device 102, and an auxiliary lighting lamp 103.

[0046] Optionally, Figure 1 A communication connection can be established between the vehicle driving light compensation device 101 and the data acquisition device 102.

[0047] In practical applications, the vehicle driving light compensation device 101 can be connected to one or more data acquisition devices 102 for communication.

[0048] For ease of understanding, this application uses the communication connection between a vehicle driving light compensation device 101 and a data acquisition device 102 as an example for illustration.

[0049] Optional, Figure 1 The vehicle illumination compensation device 101 and the data acquisition device 102 can be functional modules integrated into the same device, or they can be independently set up. This application does not impose any restrictions on this.

[0050] It is easy to understand that when the vehicle illumination compensation device 101 and the data acquisition device 102 are functional modules integrated into the same device, the communication method between the vehicle illumination compensation device 101 and the data acquisition device 102 is the same as the communication method between internal modules of the device. In this case, the communication process between the two is the same as the communication process when the vehicle illumination compensation device 101 and the data acquisition device 102 are set up independently.

[0051] For ease of understanding, this application mainly uses the example of the vehicle driving light compensation device 101 and the data acquisition device 102 being set up independently of each other.

[0052] Figure 1 The data acquisition device 102 can collect navigation information and / or road information ahead, and send the navigation information and / or road information ahead to the vehicle driving light compensation device 101.

[0053] The vehicle illumination compensation device 101 can determine whether the vehicle is about to reach a target road segment based on navigation information and / or road information ahead. When the vehicle is about to reach the target road segment, the vehicle illumination compensation device 101 can predict the vehicle's driving posture information at key path points on the target road segment based on the vehicle's current driving information and the road information corresponding to the target road segment. Based on the driving posture information, the ambient light information of the target road segment, and the lighting information of the vehicle's main headlights, it determines the driver's blind spot at the key path point. Then, it uses the vehicle's auxiliary lighting 103 to compensate for the driving blind spot.

[0054] The vehicle attitude information may include the vehicle pitch angle and the vehicle steering angle. The target road segment may include: uphill segment, downhill segment, curve segment, and tunnel segment.

[0055] Optionally, Figure 1 The vehicle driving light compensation device 101 can be deployed on a terminal, a cloud server, or other types of electronic devices. Figure 1 The diagram shown is merely an example of the device configuration of the vehicle driving light compensation device 101 and does not constitute a limitation thereof.

[0056] When the vehicle illumination compensation device 101 is deployed in the cloud, the cloud can be one or more servers, server clusters, or a distributed cloud computing platform. It typically consists of remote computer equipment with powerful computing and storage capabilities, such as blade servers, rack servers, or data centers. The cloud establishes a communication connection with the vehicle via a network (such as the Internet or a private network) and receives fault data, status information, and maintenance requests uploaded from vehicle terminals or roadside units.

[0057] When the vehicle illumination compensation device 101 is deployed at a terminal, the terminal can be a device providing voice and / or data connectivity to a user, a handheld device with wireless connectivity, or other processing devices connected to a wireless modem. The terminal can communicate with one or more core networks via a radio access network (RAN). The terminal can be a mobile terminal, such as a computer with a mobile terminal, or a mobile device built into the vehicle that exchanges voice and / or data with the RAN, such as a mobile phone, tablet, laptop, netbook, or personal digital assistant (PDA). This application does not impose any limitations on this.

[0058] It should be noted that the structures illustrated in the embodiments of this application do not constitute a limitation on vehicle driving light compensation. It may include more or fewer components than illustrated, or combine certain components, or split certain components, or have different component arrangements. The illustrated components may be implemented in hardware, software, or a combination of software and hardware.

[0059] In some embodiments, such as Figure 2 As shown, Figure 2 This is a schematic diagram illustrating a deployment architecture for an auxiliary lighting lamp according to an exemplary embodiment. Figure 2 The auxiliary lighting is separate from the main headlights and is installed independently. The auxiliary lighting can be connected to a miniature motor. Figure 1The vehicle driving light compensation device 101 can adjust the brightness and color temperature of the auxiliary lighting, and can also control the illumination angle of the auxiliary lighting through a micro motor.

[0060] In some embodiments, such as Figure 3 As shown, Figure 3 This is a schematic diagram of the hardware structure of another vehicle illumination compensation system according to an exemplary embodiment. The vehicle illumination compensation system includes a vehicle illumination compensation device, a main headlight, an auxiliary headlight, a data acquisition device, an adaptive learning module, and a lighting coordination module. The data acquisition device may include a steering angle sensor, an inertial strategy unit, a driver state monitoring unit, and a navigation system integrated with a high-precision map.

[0061] In one possible implementation, the data acquisition device can collect information such as the vehicle's yaw angle, pitch angle, driver status, and road information of the target road segment (including the length, slope, curvature, etc.), and send the collected information to the vehicle's headlight compensation device. The vehicle's headlight compensation device can control the main headlights and auxiliary headlights. The vehicle's headlight compensation device can also adjust the auxiliary headlights based on the information collected by the data acquisition device.

[0062] In one possible implementation, the adaptive learning module and the lighting coordination module can be modules internally configured within the vehicle's driving illumination compensation device. The adaptive learning module can train an illumination compensation correction model based on sample driving illumination compensation strategies, the driver's physiological state information after controlling auxiliary lights according to the sample driving illumination compensation strategies, and the driver's manual correction information to the sample driving illumination compensation strategies, so as to correct the driving illumination compensation strategy through the illumination compensation correction model.

[0063] The lighting coordination module can control the on / off status of the main headlights and auxiliary headlights displayed on the vehicle's infotainment screen, and allows the driver to adjust the lights.

[0064] For ease of understanding, the vehicle driving light compensation method provided in this application will be described in detail below with reference to the accompanying drawings.

[0065] Figure 4 This is a flowchart illustrating a vehicle driving light compensation method according to an exemplary embodiment. The entity executing the vehicle driving light compensation method can be... Figure 1 The vehicle driving light compensation device 101, such as Figure 4 As shown, the vehicle driving light compensation method includes the following steps: S401-S403.

[0066] S401. When a vehicle is about to reach a target road segment, based on the vehicle's current driving information and the road information corresponding to the target road segment, predict the vehicle's driving posture information at key path points on the target road segment.

[0067] The vehicle attitude information may include the vehicle pitch angle and steering angle. The target road segment may include: uphill sections, downhill sections, curves, and tunnels. Critical path points may be multiple points on the predicted driving path. The predicted driving path is the predicted route the vehicle will take on the target road segment.

[0068] In one possible implementation, the aforementioned execution entity can determine the distance between the vehicle and the target road segment and the estimated arrival time based on a high-precision map or road information ahead; then, the aforementioned execution entity can identify that the vehicle is about to arrive at the target road segment if the distance is less than a first distance threshold and / or the estimated arrival time is less than a first time threshold.

[0069] Optionally, the first distance threshold can be set according to actual needs. For example, the first distance threshold can be 100 meters or 200 meters. This application does not impose specific limitations on this.

[0070] Optionally, the first time threshold can be set according to actual needs. For example, the first time threshold can be 10 seconds or 8 seconds. This application does not impose specific restrictions on this.

[0071] In one possible implementation, the executing entity can determine critical path points based on one or more of the following: geometric features along the predicted driving path, traffic rules, and environmental risks. Alternatively, the executing entity can randomly select points along the predicted driving path as critical path points.

[0072] For example, the aforementioned executing entity can identify critical path points as high curvature points (curve feature points), slope change points (slope start point, slope crest, slope end point), lane topology change points (start point of lane reduction / increase, ramp merging / diverging point), and lane width change points (start / end point of lane width significantly narrowing or widening) on ​​the predicted driving path.

[0073] The aforementioned implementing entity can identify traffic control points (stop lines, yield lines, and traffic light locations) and speed limit change points (speed limit value change nodes corresponding to speed limit information) on the predicted driving path as critical path points.

[0074] The aforementioned implementing entities can identify critical path points as points where the driver's visibility is limited, such as the top of a slope (which obscures the road behind the slope), curves, and obstacles, as well as points of dramatic change in visibility, such as tunnel / bridge entrance / exit points, tree-lined road (alternating light and dark) boundary points, and the starting points of strongly backlit road sections.

[0075] In one possible implementation, the aforementioned executing entity can predict the vehicle's driving posture information at key path points on the target road segment based on the driver's driving habits and the vehicle's current driving information.

[0076] S402. Based on driving posture information, ambient light information of the target road segment, and lighting information of the vehicle's main headlights, determine the driver's blind spots at key path points.

[0077] Blind spots in driving can be categorized into physical blind spots and optical blind spots. Physical blind spots refer to areas where the vehicle's main headlights fail to reach or fully illuminate the area due to the beam angle, illumination range, or obstructions. These areas are theoretically still within the driver's potential field of vision. Optical blind spots are areas within the physical illumination area that interfere with the driver's vision. These are areas where strong external light sources (such as oncoming high beams, streetlights, direct sunlight, etc.) overlap or interfere with the vehicle's main headlights, creating a glare effect that temporarily impairs the driver's visual function, making it difficult to clearly identify road conditions ahead. Other examples include areas at tunnel entrances and exits where sudden changes in light cause temporary visual impairment.

[0078] In one possible implementation, the aforementioned execution entity can determine the driver's theoretical visible area at the critical path point based on driving posture information and the driver's field of vision; then, based on the theoretical visible area and the physical illumination area of ​​the main headlights at the critical path point, determine the driver's physical blind spot at the critical path point, and based on the lighting information and ambient light information, determine the driver's optical blind spot at the critical path point; and then, based on the physical blind spot and the optical blind spot, determine the driving blind spot.

[0079] For example, such as Figure 5 As shown, Figure 5 This is a schematic diagram illustrating a physical visual blind spot according to an exemplary embodiment. Figure 5 As the vehicle approaches the crest of the hill, the beam of the main headlights rises and shines into space, limiting its physical illumination area to the space between the highest and lowest points. Because the protruding terrain at the crest completely blocks the physical illumination area, it cannot extend beyond the crest to illuminate the area behind, thus creating a physical blind spot between the leading edge of the crest and the lowest point.

[0080] For example, such as Figure 6 As shown, Figure 6 This is a schematic diagram illustrating yet another physical visual blind spot according to an exemplary embodiment. Figure 6When a vehicle is descending a slope and approaching the bottom, the physical illumination area of ​​the main headlight beam is limited vertically between the highest and lowest points of illumination. Due to the vehicle's pitch, the highest point of illumination of the main headlight is too low, and the light shines towards the ground, thus failing to cover the road surface that should be level ahead, creating a physical blind spot.

[0081] For example, such as Figure 7 As shown, Figure 7 This is a schematic diagram illustrating yet another physical visual blind spot according to an exemplary embodiment. Figure 7 When a vehicle is turning in a curve, the physical illumination area of ​​the main headlight beam is primarily limited to the direction directly in front of the vehicle. As the vehicle changes its path and the light beam cannot bend accordingly, the physical illumination area fails to cover a specific area on the inside of the curve. This creates a physical blind spot on the path to the side of the vehicle, on the inside of the curve, that cannot be directly illuminated by the headlights but can be observed by the driver's line of sight.

[0082] S403. Use the vehicle's auxiliary lighting to compensate for driving blind spots.

[0083] In one possible implementation, the aforementioned implementing entity can determine the risk level of the driving blind spot; then, based on the lighting information and the risk level, it determines the first compensation illuminance and the first compensation illuminance color temperature, and based on the coordinate information of the target lighting point and the coordinate information of the auxiliary lighting, it determines the first compensation illuminance angle; furthermore, based on the first compensation illuminance angle, the first compensation illuminance, and the first compensation illuminance color temperature, it generates a first driving illumination compensation strategy; then, when the vehicle is at a critical path point, it uses the first driving illumination compensation strategy to control the auxiliary lighting to compensate for the driving blind spot.

[0084] In the case of a long and narrow blind spot, the target illumination point is each point on the center line of the blind spot. In the case of a non-long and narrow blind spot, the target illumination point is the centroid of the blind spot. The first compensation illumination angle includes the first compensation deflection angle and the first compensation pitch angle. A long and narrow blind spot refers to a visual blind spot that is long and narrow in shape and restricts the line of sight.

[0085] Specifically, the aforementioned implementing entity may define the intersection area of ​​the physical visual blind zone and the optical visual blind zone as the fused visual blind zone; then, based on the first theoretical travel time and the first basic risk coefficient of the physical visual blind zone, and the second theoretical travel time and the second basic risk coefficient of the optical visual blind zone, determine the first driving risk coefficient; and based on the third theoretical travel time and the third basic risk coefficient of the fused visual blind zone, determine the second driving risk coefficient; and then, based on the first driving risk coefficient and the second driving risk coefficient, determine the risk level of the driving visual blind zone.

[0086] For example, the first driving risk coefficient satisfies the following formula:

[0087] Wherein, R1 can be used to characterize the first driving risk coefficient. w1 can be used to characterize the first basic risk coefficient. t1 can be used to characterize the first theoretical travel time. w2 can be used to characterize the second basic risk coefficient. t2 can be used to characterize the second theoretical travel time.

[0088] The second driving risk factor satisfies the following formula: 3.

[0089] R² can be used to characterize the second driving risk coefficient. w³ can be used to characterize the third basic risk coefficient, which can be the product of the second and first basic risk coefficients. t³ can be used to characterize the third theoretical travel time.

[0090] In this application embodiment, it also includes obstacle blind spots, that is, areas where the line of sight is blocked by fixed or moving objects (such as buildings, parked vehicles, large vehicles, roadside trees, road signs, etc.) and cannot be directly observed.

[0091] For example, as shown in Table 1, Table 1 shows the basic risk coefficients corresponding to multiple blind spots.

[0092] Table 1

[0093] The aforementioned implementing entity can determine the risk coefficient of blind spots at critical path points and determine the risk level based on the risk coefficient. For example, the risk coefficient of a blind spot can satisfy the following formula: R = 1 / (1 + e^(-k * (R1+R2 - x0)).

[0094] R can be used to characterize the risk coefficient of blind spots while driving. k can characterize the speed at which the risk coefficient changes from low to high. The larger the value of k, the steeper the risk curve, meaning that once the risk coefficient exceeds a certain threshold, it will be quickly judged as high risk; the smaller the value of k, the flatter the curve, and the more lenient the judgment. x0 can be used to characterize the critical point of medium risk, when R1 + R2 = x0, R = 0.5. x0 and k are determined based on a large amount of driving data and simulations. Risk levels can include low risk (e.g., R < 0.25), medium risk (e.g., 0.5 ≤ R < 0.9), and high risk (e.g., R ≥ 0.9). Furthermore, the aforementioned implementing entity can determine the first brightness adjustment coefficient and the first color temperature adjustment coefficient corresponding to the risk level, and determine the current illumination intensity and the current illumination color temperature as the base illumination intensity and base illumination color temperature of the auxiliary lighting; then, based on the first brightness adjustment coefficient and the base illumination intensity, the first compensation illumination intensity is determined, and based on the first color temperature adjustment coefficient and the base illumination color temperature, the first compensation illumination color temperature is determined.

[0095] For example, in high-risk situations, to minimize visual disturbances and ensure concentration, a higher brightness adjustment factor (e.g., 1.3) can be set to reduce the brightness of the auxiliary light and avoid glare. Simultaneously, a higher color temperature adjustment factor should be set to keep the output light in a warm color tone range. Utilizing the softer characteristics and lower blue light content of low color temperature light helps create a calming atmosphere and reduces potential stimulation to the visual system.

[0096] For medium-risk conditions, a balance needs to be struck between providing necessary ambient lighting and maintaining comfort. The brightness adjustment factor can be set to a medium level (e.g., 1.2) to provide clear but not jarring illumination; the color temperature adjustment factor should be set to a neutral value to produce natural white light. This type of light is generally considered relatively natural and helps maintain focus without causing fatigue.

[0097] For low-risk situations, ample or even slightly enhanced lighting can be provided, with the brightness adjustment factor set at a high level (e.g., 1.1) to ensure a bright environment; the color temperature adjustment factor can be set at a low level to produce cooler-toned light. This higher color temperature light generally helps to enhance environmental alertness and visual clarity.

[0098] Meanwhile, the aforementioned implementing entity can determine the first compensation deflection angle in the first compensation illumination angle based on the following formula:

[0099] And the first compensation pitch angle in the first compensation illumination angle is determined based on the following formula.

[0100] in, It can be used to characterize the first compensated deflection angle. It can be used to characterize the first compensated pitch angle. It can be used to characterize the perpendicular coordinate of the target illumination point in the target coordinate system. It can be used to characterize the perpendicular coordinates of auxiliary lighting lamps in the target coordinate system. It can be used to characterize the x-coordinate of the target illumination point in the target coordinate system. It can be used to characterize the horizontal axis of auxiliary lighting. It can be used to characterize the ordinate of the target illumination point in the target coordinate system. It can be used to characterize the ordinate of auxiliary lighting.

[0101] Optionally, the target coordinate system can be a vehicle coordinate system, a coordinate system with the auxiliary lighting lamp as the origin, or other coordinate systems. This application does not impose specific limitations in this regard.

[0102] In another possible implementation, the aforementioned implementing entity can adjust the first driving illumination compensation strategy based on the driver's fatigue state and / or illumination compensation correction model, so as to control the auxiliary lighting lamps through the adjusted first driving illumination compensation strategy to compensate for driving illumination in blind spots. See S501-S503 below for details, which will not be elaborated here.

[0103] Based on the above technical solution, this application can predict the changes in vehicle posture on complex road sections such as slopes and curves in advance and identify blind spots. It can use auxiliary lighting to accurately compensate for blind spots, avoiding the problems of compensation lag, insufficient lighting in specific areas, or glare caused by sudden changes in light caused by passive and global lighting adjustments based only on the current state of the vehicle or simple environmental signals in related technologies. This significantly improves driving safety in complex road conditions and reduces the interference of sudden changes in light on the driver's visual judgment.

[0104] In some embodiments, in order to adjust the first driving illumination compensation strategy, the vehicle driving illumination compensation method provided in this application embodiment further includes the following steps: S501-S503.

[0105] S501. Based on the driver's fatigue state, the first compensated illuminance and the first compensated illuminance color temperature, determine the second compensated illuminance and the second compensated illuminance color temperature.

[0106] Among them, fatigue state is determined based on at least one of the driver's fatigue level, age, and attention index.

[0107] In one possible implementation, the aforementioned executing entity can determine the driver's fatigue state based on multi-source information. Then, based on the fatigue state, the first compensated illuminance, and the first compensated illuminance color temperature, a second compensated illuminance and a second compensated illuminance color temperature are determined.

[0108] The multi-source information may include physiological characteristics such as the driver's eyelid opening and closing frequency, pupil diameter changes, blinking frequency, number of yawns, head tilt angle, etc., as well as the driver's age.

[0109] Specifically, the aforementioned implementing entity can collect multi-source information from drivers and assign weights to different indicators in the multi-source information for data fusion. For example, it can use a weighted formula (such as the overall fatigue level FS = ω1×VS + ω2×BS, where VS represents visual fatigue score and BS represents behavioral fatigue score) to calculate the overall fatigue level, or use deep learning models and fuzzy inference systems to analyze the features (such as area and aspect ratio) of the eye and mouth areas to output a fatigue quantification value. On this basis, it can be calibrated through a large amount of experimental data (such as using K-means clustering analysis to determine the threshold of each indicator at different fatigue levels) to divide the continuously calculated fatigue level into different levels such as "awake, mild fatigue, moderate fatigue, and severe fatigue". In addition, the aforementioned implementing entity can also introduce contextual factors such as driving time and time period (such as the low point of human physiological rhythm at night or early morning) to dynamically calibrate the fatigue judgment results in order to obtain the driver's fatigue level.

[0110] Furthermore, the aforementioned implementing entity can adjust the driver's fatigue state based on the driver's age and attention index to obtain the final output fatigue state, or combine fatigue level, age, and attention index as the driver's fatigue state. For example, for older drivers, the implementing entity may appropriately lower the fatigue score caused by brief visual deviation due to their higher experience value, but increase the weight of fatigue caused by nighttime glare or long-term continuous driving; and if the attention index indicates that the driver is in a "severely distracted" state, even if their physiological fatigue indicators are not obvious, the implementing entity can increase the fatigue level, because distraction itself is a high-risk state.

[0111] Furthermore, the aforementioned executing entity can determine the second brightness adjustment coefficient and the second color temperature adjustment coefficient corresponding to the fatigue state; then, based on the second brightness adjustment coefficient and the first compensated illumination, it determines the second compensated illumination, and based on the second color temperature adjustment coefficient and the first compensated illumination color temperature, it determines the second compensated illumination color temperature.

[0112] For example, as shown in Table 2, Table 2 shows the brightness adjustment coefficients corresponding to different fatigue states.

[0113] Table 2

[0114] As shown in Table 3, Table 3 shows the color temperature adjustment coefficients corresponding to different fatigue states.

[0115] Table 3

[0116] It is understandable that the adjustment coefficient corresponding to the fatigue state should be the product of the adjustment coefficients corresponding to the fatigue level, age, and attention index. For example, the brightness adjustment coefficient corresponding to the fatigue state of "mild fatigue, 34 years old, severe distraction" should be "1.10 × 1.0 × 1.2 = 1.42".

[0117] S502. Based on the first compensation illumination angle, the second compensation illumination intensity, and the second compensation illumination color temperature, generate a second driving illumination compensation strategy.

[0118] In one possible implementation, the aforementioned implementing entity may use the first compensated illumination angle, the second compensated illumination intensity, and the second compensated illumination color temperature as the second driving illumination compensation.

[0119] S503. When the vehicle is at a critical path point, the auxiliary lighting is controlled using a second driving illumination compensation strategy to compensate for driving illumination in blind spots.

[0120] In one possible implementation, the aforementioned implementing entity can input the second driving illumination compensation strategy into the illumination compensation correction model, so as to correct the second driving illumination compensation strategy through the illumination compensation correction model to obtain the third driving illumination compensation strategy; then, when the vehicle is at a critical path point, the auxiliary lighting is controlled using the third driving illumination compensation strategy to compensate for driving illumination in the blind spot.

[0121] Among them, the illumination compensation correction model is obtained after training based on the second sample vehicle illumination compensation strategy, the driver's physiological state information after controlling the auxiliary lights according to the second sample vehicle illumination compensation strategy, and the driver's manual correction information on the second sample vehicle illumination compensation strategy.

[0122] In one possible implementation, the aforementioned execution entity can determine the driver's actual blind spot at the critical path point when the vehicle is at the critical path point, and control the auxiliary lighting using a second driving illumination compensation strategy when the similarity between the driving blind spot and the actual driving blind spot is greater than or equal to a preset similarity threshold, so as to compensate for the driving blind spot.

[0123] Alternatively, if the similarity is less than a preset similarity threshold, the second driving illumination compensation strategy is modified based on the actual driving blind spot to obtain the fourth driving illumination compensation strategy; then, the fourth driving illumination compensation strategy is used to control the auxiliary lighting to compensate for the driving blind spot.

[0124] In another possible implementation, the aforementioned executing entity can determine the driver's actual blind spot at the critical path point when the vehicle is at that point, and determine the corresponding fourth driving illumination compensation strategy. Then, if the similarity between the second and fourth driving illumination compensation strategies is greater than or equal to a preset similarity threshold, the auxiliary lighting is controlled using the second driving illumination compensation strategy to compensate for the driving blind spot.

[0125] Alternatively, if the similarity between the second and fourth driving illumination compensation strategies is less than a preset similarity threshold, the fourth driving illumination compensation strategy can be used to control auxiliary lighting to compensate for driving illumination in blind spots.

[0126] Specifically, the aforementioned implementing entities can calculate the angle deviation, brightness deviation, and color temperature deviation between the second and fourth vehicle illumination compensation strategies, respectively; then, based on the angle deviation, brightness deviation, and color temperature deviation, they can determine the similarity between the second and fourth vehicle illumination compensation strategies.

[0127] For example, the executing entity may determine that the similarity between the second and fourth vehicle illumination compensation strategies is greater than or equal to a preset similarity threshold if the angle deviation, brightness deviation, and color temperature deviation are all less than or equal to their corresponding deviation thresholds; otherwise, it may determine that the similarity between the second and fourth vehicle illumination compensation strategies is less than the preset similarity threshold. For instance, if the angle deviation is greater than the angle deviation threshold, it may determine that the similarity between the second and fourth vehicle illumination compensation strategies is less than the preset similarity threshold.

[0128] Furthermore, if the similarity between the second and fourth vehicle illumination compensation strategies is less than a preset similarity threshold, the aforementioned execution entity can adjust the angle, brightness, and color temperature of the auxiliary lighting based on a smoothing correction strategy. For example, the angle correction strategy can satisfy the following formula:

[0129] in, It can be used to characterize the angle of the auxiliary lighting lamp at the next moment. It can be used to characterize the actual projection angle of the current beam (i.e., θ_final at the previous moment). It can be used to express the convergence factor, controlling the speed and smoothness of the correction. The smaller the K value, the smoother the correction. It can be used to characterize the difference between the compensation lighting angle in the second driving lighting compensation strategy and the compensation lighting angle in the fourth driving lighting compensation strategy, that is, the required angle correction amount.

[0130] In another possible implementation, the aforementioned implementing entity can continuously monitor the driver's state before controlling the auxiliary lighting based on the driving illumination compensation strategy, in order to fine-tune the compensated illuminance and compensated illuminance color temperature. For example, the fine-tuned compensated illuminance satisfies the following formula:

[0131] in, It can be used to characterize the compensated illumination after fine-tuning. It can be used to characterize basic brightness. It can be used to characterize the blind spot compensation factor, which is the brightness compensation coefficient determined based on the blind spot risk level, etc. It can be used to characterize the brightness compensation factor corresponding to the driver's real-time state.

[0132] The fine-tuned compensated lighting color temperature satisfies the following formula:

[0133] in, It can be used to characterize the color temperature of compensated illumination after fine-tuning. It can be used to characterize the basic color temperature. It can be used to characterize the blind zone compensation factor, that is, the color temperature compensation coefficient determined based on the blind zone risk level, etc. It can be used to characterize the color temperature compensation factor corresponding to the driver's real-time state.

[0134] Based on the above technical solution, this application can introduce multi-dimensional physiological characteristic parameters such as driver fatigue state and make personalized adjustments on the basis of the first compensation strategy. This can achieve precise matching between lighting compensation and the driver's real-time physiological rhythm and visual sensitivity, avoiding the problems of "excessive supplementary light stimulation" or "insufficient supplementary light efficiency" that may occur for fatigued, elderly or distracted drivers when using fixed or single risk-driven lighting strategies. In this way, it can provide more humanized and adaptable visual assistance for drivers in different states under complex road conditions, and improve driving safety and comfort.

[0135] In some embodiments, such as Figure 8 As shown, Figure 8This is a schematic diagram of a vehicle driving light compensation process provided in this application.

[0136] In one possible implementation, the aforementioned implementing entity can determine the driver's blind spot at the key path point based on the vehicle's attitude information, ambient light information, and the vehicle's main headlight information at the key path point on the target road segment, and determine the first driving illumination compensation strategy corresponding to the blind spot.

[0137] The aforementioned implementing entity can adjust the first driving illumination compensation strategy based on the driver's status to obtain the second driving illumination compensation strategy.

[0138] The aforementioned implementing entity can input the second vehicle illumination compensation strategy into the illumination compensation correction model, and then correct the second vehicle illumination compensation strategy through the illumination compensation correction model to obtain the third vehicle illumination compensation strategy.

[0139] The aforementioned implementing entity can adjust the third driving light compensation strategy during vehicle operation, thereby using the adjusted driving light compensation strategy to control auxiliary lighting to compensate for driving light in blind spots.

[0140] The foregoing mainly describes the solutions provided by the embodiments of this application from a methodological perspective. To achieve the above functions, the vehicle driving light compensation device or electronic device includes hardware structures and / or software modules corresponding to the execution of each function. Those skilled in the art should readily recognize that, based on the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein, this application can be implemented in hardware or a combination of hardware and computer software. Whether a function is executed in hardware or by computer software driving hardware depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0141] This application embodiment can, based on the above method, exemplarily divide a vehicle driving light compensation device or electronic device into functional modules. For example, the vehicle driving light compensation device or electronic device may include various functional modules corresponding to each functional division, or two or more functions may be integrated into one processing module. The integrated module can be implemented in hardware or as a software functional module. It should be noted that the module division in this application embodiment is illustrative and only represents one logical functional division; in actual implementation, there may be other division methods.

[0142] Figure 9 This is a block diagram illustrating a vehicle driving light compensation device according to an exemplary embodiment. (Refer to...) Figure 6The vehicle driving light compensation device includes: a prediction unit 901, a determination unit 902, and a control unit 903.

[0143] In one possible implementation, the prediction unit 901 is used to predict the vehicle's driving attitude information at key path points on the target road segment based on the vehicle's current driving information and the road information corresponding to the target road segment when the vehicle is about to reach the target road segment; the driving attitude information includes the vehicle's pitch angle and steering angle; the target road segment includes: uphill section, downhill section, turning section and tunnel section; the determination unit 902 is used to determine the driver's driving visual blind spot at the key path point based on the driving attitude information, the ambient light information of the target road segment and the lighting information of the vehicle's main headlights; the control unit 903 is used to perform driving illumination compensation for the driving visual blind spot using the vehicle's auxiliary lighting. In one possible implementation, the determining unit 902 is specifically used to: determine the driver's theoretical visible area at a critical path point based on driving posture information and the driver's field of vision; determine the driver's physical blind spot at the critical path point based on the theoretical visible area and the physical illumination area of ​​the main headlights at the critical path point; wherein the physical illumination area is determined based on lighting information; determine the driver's optical blind spot at the critical path point based on lighting information and ambient light information; wherein the optical blind spot is the area within the physical illumination area that interferes with the driver's vision; and determine the driving blind spot based on the physical blind spot and the optical blind spot.

[0144] In one possible implementation, the control unit 903 is specifically configured to: determine the risk level of the driving blind spot; determine a first compensation illuminance and a first compensation color temperature based on lighting information and the risk level; determine a first compensation illumination angle based on the coordinate information of the target illumination point and the coordinate information of the auxiliary lighting; wherein, when the driving blind spot is a long and narrow blind spot, the target illumination point is each position point on the center line of the driving blind spot; when the driving blind spot is not a long and narrow blind spot, the target illumination point is the centroid of the driving blind spot; the first compensation illumination angle includes a first compensation yaw angle and a first compensation pitch angle; generate a first driving illumination compensation strategy based on the first compensation illumination angle, the first compensation illuminance, and the first compensation color temperature; and when the vehicle is at a critical path point, control the auxiliary lighting using the first driving illumination compensation strategy to compensate for the driving blind spot.

[0145] In one possible implementation, the control unit 903 is specifically configured to: determine the intersection area of ​​the physical visual blind spot and the optical visual blind spot as the fused visual blind spot; determine a first driving risk coefficient based on a first theoretical travel time and a first basic risk coefficient of the physical visual blind spot, and a second theoretical travel time and a second basic risk coefficient of the optical visual blind spot; determine a second driving risk coefficient based on a third theoretical travel time and a third basic risk coefficient of the fused visual blind spot; and determine the risk level of the driving visual blind spot based on the first driving risk coefficient and the second driving risk coefficient.

[0146] In one possible implementation, the control unit 903 is specifically configured to: determine a first brightness adjustment coefficient and a first color temperature adjustment coefficient corresponding to the risk level; determine the current illumination intensity and current illumination color temperature as the base illumination intensity and base illumination color temperature of the auxiliary lighting; determine a first compensation illumination intensity based on the first brightness adjustment coefficient and the base illumination intensity; and determine a first compensation illumination color temperature based on the first color temperature adjustment coefficient and the base illumination color temperature.

[0147] In one possible implementation, the control unit 903 is specifically configured to: determine a second compensation illuminance and a second compensation color temperature based on the driver's fatigue state, a first compensation illuminance, and a first compensation color temperature; wherein the fatigue state is determined based on at least one of the driver's fatigue level, age, and attention index; generate a second driving illumination compensation strategy based on the first compensation illumination angle, the second compensation illuminance, and the second compensation color temperature; and, when the vehicle is at a critical path point, control auxiliary lighting using the second driving illumination compensation strategy to compensate for driving blind spots.

[0148] In one possible implementation, the control unit 903 is specifically configured to: determine a second brightness adjustment coefficient and a second color temperature adjustment coefficient based on fatigue state; determine a second compensation illuminance based on the second brightness adjustment coefficient and a first compensation illuminance; and determine a second compensation illuminance based on the second color temperature adjustment coefficient and the first compensation illuminance.

[0149] In one possible implementation, the control unit 903 is specifically configured to: input a second driving illumination compensation strategy into an illumination compensation correction model, so as to correct the second driving illumination compensation strategy through the illumination compensation correction model to obtain a third driving illumination compensation strategy; when the vehicle is at a critical path point, use the third driving illumination compensation strategy to control the auxiliary lighting to compensate for driving illumination in the blind spot; wherein, the illumination compensation correction model is obtained after training based on the sample second driving illumination compensation strategy, the driver's physiological state information after controlling the auxiliary lighting according to the sample second driving illumination compensation strategy, and the driver's manual correction information on the sample second driving illumination compensation strategy.

[0150] In one possible implementation, the control unit 903 is specifically used to: determine the driver's actual blind spot at the critical path point when the vehicle is at a critical path point; and control auxiliary lighting using a second driving illumination compensation strategy to compensate for the driving blind spot when the similarity between the driving blind spot and the actual driving blind spot is greater than or equal to a preset similarity threshold.

[0151] In one possible implementation, the control unit 903 is specifically configured to: when the similarity is less than a preset similarity threshold, modify the second driving illumination compensation strategy based on the actual driving blind spot to obtain a fourth driving illumination compensation strategy; and use the fourth driving illumination compensation strategy to control auxiliary lighting to compensate for driving illumination in the driving blind spot. Regarding the apparatus in the above embodiments, the specific manner in which each module performs its operation has been described in detail in the embodiments related to the method, and will not be elaborated upon here.

[0152] Figure 10 This is a block diagram illustrating an electronic device according to an exemplary embodiment. Figure 10 As shown, the electronic device includes, but is not limited to, a processor 1001 and a memory 1002.

[0153] The aforementioned memory 1002 is used to store the executable instructions of the aforementioned processor 1001. It is understood that the aforementioned processor 1001 is configured to execute instructions to implement the vehicle driving light compensation method in the above embodiments.

[0154] It should be noted that those skilled in the art will understand that Figure 10 The electronic device structure shown does not constitute a limitation on the electronic device; the electronic device may include, but is not limited to, other electronic devices. Figure 10 This may indicate more or fewer components, or combinations of certain components, or different component arrangements.

[0155] The processor 1001 is the control center of the electronic device. It connects various parts of the electronic device via various interfaces and lines. By running or executing software programs and / or modules stored in the memory 1002, and by calling data stored in the memory 1002, it performs various functions and processes data, thereby providing overall monitoring of the electronic device. The processor 1001 may include one or more processing units. Optionally, the processor 1001 may integrate an application processor and a modem processor. The application processor mainly handles the operating system, user interface, and applications, while the modem processor mainly handles wireless communication. It is understood that the modem processor may not be integrated into the processor 1001.

[0156] The memory 1002 can be used to store software programs and various data. The memory 1002 may primarily include a program storage area and a data storage area. The program storage area may store the operating system, application programs required by at least one functional module (such as a determination unit, processing unit, etc.), etc. Furthermore, the memory 1002 may include high-speed random access memory, and may also include non-volatile memory, such as at least one disk storage device, flash memory device, or other volatile solid-state storage device.

[0157] In an exemplary embodiment, a computer-readable storage medium including instructions is also provided, such as a memory 1002 including instructions, which can be executed by a processor 1001 of an electronic device to implement the methods in the above embodiments.

[0158] In actual implementation, Figure 9 The functions of the prediction unit 901, the determination unit 902, and the control unit 903 can all be provided by... Figure 10 The processor 1001 calls the computer program stored in the memory 1002 to implement the process. The specific execution process can be found in the description of the method section in the previous embodiment, and will not be repeated here.

[0159] Optionally, the computer-readable storage medium may be a non-transitory computer-readable storage medium, such as a read-only memory (ROM), a random access memory (RAM), a CD-ROM, magnetic tape, a floppy disk, and an optical data storage device.

[0160] In an exemplary embodiment, this application also provides a computer program product including one or more instructions, which can be executed by the processor 1001 of an electronic device to perform the methods described above.

[0161] It should be noted that when one or more instructions in the computer-readable storage medium or computer program product are executed by the processor of an electronic device, they implement the various processes of the above method embodiments and achieve the same technical effect as the above method. To avoid repetition, they will not be described again here.

[0162] Through the above description of the embodiments, those skilled in the art can clearly 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.

[0163] In the several 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 mutual 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.

[0164] The units described as separate components may or may not be physically separate. A component shown as a unit can be one or more physical units; that is, it can be located in one place or distributed in multiple different locations. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0165] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0166] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a readable storage medium. Based on this understanding, the technical solutions of the embodiments of this application, essentially, or the parts that contribute to the prior art, or all or part of the technical solutions, can be embodied in the form of a software product. This software product is stored in a storage medium and includes several instructions to cause a device (which may be a microcontroller, chip, etc.) or processor to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, ROM, RAM, magnetic disks, or optical disks.

[0167] This application provides a computer program product containing instructions that, when run on a computer, cause the computer to execute the vehicle driving light compensation method in the above method embodiments.

[0168] This application also provides a computer-readable storage medium storing instructions that, when executed on a computer, cause the computer to perform the vehicle driving light compensation method in the method flow shown in the above method embodiments.

[0169] The computer-readable storage medium can be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of computer-readable storage media (a non-exhaustive list) include: an electrical connection having one or more wires, a portable computer disk, a hard disk, a random access memory, a read-only memory, an erasable programmable read-only memory, a register, a hard disk, an optical fiber, a portable compact disk read-only memory, an optical storage device, a magnetic storage device, or any suitable combination thereof, or any other form of computer-readable storage medium known in the art. An exemplary storage medium is coupled to a processor, enabling the processor to read information from and write information to the storage medium. Of course, the storage medium can also be a component of the processor. The processor and the storage medium can reside in an application-specific integrated circuit (ASIC). In embodiments of this application, the computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device.

[0170] Since the vehicle driving light compensation device, computer-readable storage medium, and computer program product in the embodiments of this application can be applied to the above method, the technical effects that can be obtained can also be referred to the above method embodiments. The embodiments of this application will not be repeated here.

[0171] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for vehicle driving illumination compensation, characterized in that, The vehicle driving light compensation includes: When a vehicle is about to reach a target road segment, based on the vehicle's current driving information and the road information corresponding to the target road segment, the vehicle's driving attitude information at key path points on the target road segment is predicted; the driving attitude information includes the vehicle's pitch angle and steering angle; the target road segment includes: uphill section, downhill section, turning section and tunnel section; Based on the driving posture information, the ambient light information of the target road section, and the lighting information of the vehicle's main headlights, the driver's blind spot at the critical path point is determined. The vehicle's auxiliary lighting is used to compensate for the driving blind spot.

2. The vehicle driving illumination compensation method according to claim 1, characterized in that, The step of determining the driver's blind spot at the critical path point based on the vehicle posture information, the ambient light information of the target road segment, and the headlight information of the vehicle's main headlights includes: Based on the driving posture information and the driver's field of vision, the driver's theoretical visible area at the critical path point is determined; Based on the theoretical visible area and the physical illumination area of ​​the main headlight at the critical path point, the driver's physical blind spot at the critical path point is determined; wherein, the physical illumination area is determined based on the lighting information; Based on the lighting information and the ambient light information, the driver's optical visual blind spot at the critical path point is determined; wherein, the optical visual blind spot is the area within the physical lighting area that interferes with the driver's vision; The driving blind spot is determined based on the physical blind spot and the optical blind spot.

3. The vehicle illumination compensation method according to claim 1, characterized in that, The method of using the vehicle's auxiliary lighting to compensate for driving blind spots includes: Determine the risk level of the aforementioned blind spots; Based on the lighting information and the risk level, determine the first compensation light intensity and the first compensation light color temperature; Based on the coordinate information of the target illumination point and the coordinate information of the auxiliary lighting, a first compensation illumination angle is determined; wherein, when the driving blind spot is a narrow blind spot, the target illumination point is each position point on the center line of the driving blind spot; when the driving blind spot is not a narrow blind spot, the target illumination point is the centroid of the driving blind spot; the first compensation illumination angle includes a first compensation deflection angle and a first compensation pitch angle; Based on the first compensated illumination angle, the first compensated illumination intensity, and the first compensated illumination color temperature, a first driving illumination compensation strategy is generated. When the vehicle is at the critical path point, the auxiliary lighting is controlled using the first driving illumination compensation strategy to compensate for the driving illumination in the blind spot.

4. The vehicle illumination compensation method according to claim 3, characterized in that, Determining the risk level of the driving blind spot includes: The intersection of the physical visual blind zone and the optical visual blind zone is defined as the fusion visual blind zone; Based on the first theoretical passage time and the first basic risk coefficient of the physical visual blind zone, and the second theoretical passage time and the second basic risk coefficient of the optical visual blind zone, the first driving risk coefficient is determined. Based on the third theoretical travel time and the third basic risk coefficient of the fused visual blind spot, the second driving risk coefficient is determined; Based on the first driving risk coefficient and the second driving risk coefficient, the risk level of the driving blind spot is determined.

5. The vehicle illumination compensation method according to claim 4, characterized in that, The lighting information includes the current illuminance and current color temperature of the main lighting lamp; The step of determining the first compensated illuminance and the first compensated illuminance color temperature based on the lighting information and the risk level includes: Determine the first brightness adjustment coefficient and the first color temperature adjustment coefficient corresponding to the risk level; The current illuminance and the current color temperature are determined as the base illuminance and base color temperature of the auxiliary lighting lamp; The first compensated illuminance is determined based on the first brightness adjustment coefficient and the base illuminance. The first compensated illumination color temperature is determined based on the first color temperature adjustment coefficient and the base illumination color temperature.

6. The vehicle illumination compensation method according to any one of claims 3-5, characterized in that, When the vehicle is at the critical path point, the auxiliary lighting is controlled using the first driving illumination compensation strategy to compensate for the driving blind spot, including: Based on the driver's fatigue state, the first compensated illuminance, and the first compensated illuminance color temperature, a second compensated illuminance and a second compensated illuminance color temperature are determined; wherein the fatigue state is determined based on at least one of the driver's fatigue level, age, and attention index; Based on the first compensated illumination angle, the second compensated illumination intensity, and the second compensated illumination color temperature, a second driving illumination compensation strategy is generated. When the vehicle is at the critical path point, the auxiliary lighting is controlled using the second driving illumination compensation strategy to compensate for the driving blind spot.

7. The vehicle illumination compensation method according to claim 6, characterized in that, The determination of the second compensated illuminance and the second compensated color temperature based on the driver's fatigue state, the first compensated illuminance, and the first compensated illuminance color temperature includes: Based on the fatigue state, determine the second brightness adjustment coefficient and the second color temperature adjustment coefficient; The second compensated illuminance is determined based on the second brightness adjustment coefficient and the first compensated illuminance. The second compensated illumination color temperature is determined based on the second color temperature adjustment coefficient and the first compensated illumination color temperature.

8. The vehicle illumination compensation method according to claim 6, characterized in that, When the vehicle is at the critical path point, the auxiliary lighting is controlled using the second driving illumination compensation strategy to compensate for the driving blind spot, including: The second vehicle illumination compensation strategy is input into the illumination compensation correction model, so as to correct the second vehicle illumination compensation strategy through the illumination compensation correction model and obtain the third vehicle illumination compensation strategy. When the vehicle is at the critical path point, the auxiliary lighting is controlled using the third driving illumination compensation strategy to compensate for the driving blind spot. The illumination compensation correction model is obtained by training based on the second sample vehicle illumination compensation strategy, the driver's physiological state information after controlling the auxiliary lights according to the second sample vehicle illumination compensation strategy, and the driver's manual correction information on the second sample vehicle illumination compensation strategy.

9. The vehicle illumination compensation method according to claim 6, characterized in that, The method of controlling the auxiliary lighting using the second driving illumination compensation strategy to compensate for driving illumination in the blind spot when the vehicle is at the critical path point further includes: When the vehicle is at the critical path point, determine the driver's actual blind spot at the critical path point; If the similarity between the driving blind spot and the actual driving blind spot is greater than or equal to a preset similarity threshold, the auxiliary lighting is controlled using the second driving illumination compensation strategy to compensate for the driving blind spot.

10. The vehicle illumination compensation method according to claim 9, characterized in that, The vehicle driving light compensation method also includes: If the similarity is less than the preset similarity threshold, the second driving illumination compensation strategy is modified based on the actual driving blind spot to obtain the fourth driving illumination compensation strategy. The auxiliary lighting is controlled using the fourth driving illumination compensation strategy to compensate for the driving blind spot.

11. A vehicle driving light compensation device, characterized in that, The vehicle driving lighting device includes a prediction unit, a determination unit, and a control unit; The prediction unit is used to predict the driving posture information of the vehicle at key path points on the target road segment based on the vehicle's current driving information and the road information corresponding to the target road segment when the vehicle is about to reach the target road segment. The vehicle attitude information includes the vehicle pitch angle and the vehicle steering angle; The target road sections include: uphill sections, downhill sections, turning sections, and tunnel sections; The determining unit is used to determine the driver's blind spot at the critical path point based on the driving posture information, the ambient light information of the target road section, and the lighting information of the vehicle's main headlights. The control unit is used to compensate for driving light in the blind spot using the vehicle's auxiliary lighting.

12. A vehicle, characterized in that, The vehicle includes the vehicle driving light compensation device as described in claim 11.

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