Method, device and equipment for determining the low beam headlight axis position

Abstract

This application discloses a method, apparatus, and device for determining the low beam headlight axis position, relating to the field of low beam headlight control technology. The method for determining the low beam headlight axis position includes: acquiring wheel contact point attitude data under multiple loading conditions; determining a fused tilt angle for multiple gears under multiple loading conditions based on an initial tilt angle, the tilt angle of the light axis for multiple gears, the abscissa of the wheel contact point, and the ordinate of the first wheel contact point; adjusting the regulatory-restricted tilt range of the light axis based on the abscissa of the wheel contact point and the ordinate of the second wheel contact point to obtain a target restricted tilt range; and determining the target low beam headlight axis position for the target vehicle model under the target loading conditions from among the multiple gears based on the target restricted tilt range and the fused tilt angle. This solution can ensure accurate adaptation to safety compliance ranges for different vehicle configurations.

Description

Technical Field

[0001] This application relates to the field of low beam headlight control technology, and in particular to a method, device and equipment for determining the low beam headlight axis position. Background Technology

[0002] When a car's low beam headlights are on, the angle of the headlights needs to be adjusted according to changes in the vehicle's posture to avoid glare to other vehicles, in order to meet regulatory requirements for headlight angle. For vehicles equipped with manual dimming, OEMs need to specify the required dimming settings for each vehicle posture according to GB4785 regulations.

[0003] Currently, the setting of optical shaft gear positions is mainly achieved through actual vehicle measurements. Each gear position is then checked for compliance with regulations, and the compliant position is selected for setting. This method requires verifying all gear positions on a single vehicle, consuming significant manual labor and verification, resulting in high time costs. Furthermore, the gear positions set for different vehicle models vary considerably, making it easy for testing personnel to make mistakes when verifying the optical shaft gear positions for different models. Therefore, ensuring accurate compatibility with safety and compliance requirements across different vehicle configurations remains a problem to be solved.

[0004] The above content is only used to help understand the technical solution of this application and does not represent an admission that the above content is prior art. Summary of the Invention

[0005] The main purpose of this application is to provide a method, device, and equipment for determining the low beam headlight axis position, aiming to solve the technical problem of how to ensure that different configurations of vehicles are accurately adapted to the safety and compliance range.

[0006] To achieve the above objectives, this application proposes a method for determining the low beam headlight axis position, the method comprising:

[0007] The wheel contact point attitude data under multiple loading conditions are obtained. The wheel contact point attitude data includes the horizontal coordinate of the wheel contact point, the vertical coordinate of the first wheel contact point, and the vertical coordinate of the second wheel contact point. The load-bearing mass of the vertical coordinate of the second wheel contact point is greater than the load-bearing mass of the vertical coordinate of the first wheel contact point.

[0008] The combined tilt angle of the multiple gears under the multiple loading conditions is determined based on the initial tilt angle, the tilt angle of the optical axis of the multiple gears, the horizontal coordinate of the wheel contact point, and the vertical coordinate of the first wheel contact point.

[0009] The regulatory optical axis downtilt limit range is adjusted based on the abscissa of the wheel contact point and the ordinate of the second wheel contact point to obtain the target downtilt limit range;

[0010] Based on the target limited tilt range and the fused tilt angle, the target low beam headlight axis target gear for the target vehicle under the target loading conditions is determined from the plurality of gears.

[0011] In one embodiment, the step of determining the fused tilt angle of the multiple gears under the multiple loading conditions based on the initial tilt angle, the tilt angle of the optical axis of the multiple gears, the abscissa of the wheel contact point, and the ordinate of the first wheel contact point includes:

[0012] The vehicle attitude change under the multiple loading conditions is determined based on the initial tilt angle, the abscissa of the wheel contact point, and the ordinate of the first wheel contact point.

[0013] Obtain the optical axis tilt angle for multiple gear positions;

[0014] The fused tilt angle of the multiple gears under the multiple loading conditions is determined based on the initial tilt angle, the vehicle attitude change, and the optical axis tilt angle.

[0015] In one embodiment, the step of determining the vehicle attitude change under the multiple loading conditions based on the initial tilt angle, the abscissa of the wheel contact point, and the ordinate of the first wheel contact point includes:

[0016] Under initial loading conditions, the low beam head axis is adjusted to the initial tilt angle to obtain the reference vehicle attitude angle;

[0017] The first vehicle attitude angle under the multiple loading conditions is determined based on the horizontal coordinate of the wheel contact point and the vertical coordinate of the first wheel contact point.

[0018] The vehicle attitude change under the multiple loading conditions is determined based on the reference vehicle attitude angle and the first vehicle attitude angle.

[0019] In one embodiment, the step of obtaining the optical axis tilt angle of multiple stops includes:

[0020] The first voltage ratio, the second voltage ratio, the voltage ratios of multiple gear positions, the first drive stroke corresponding to the first voltage ratio, and the second drive stroke corresponding to the second voltage ratio of the dimming motor are obtained, wherein the second voltage ratio is greater than the first voltage ratio;

[0021] The movement stroke of multiple gears is determined based on the first voltage ratio, the second voltage ratio, the first push stroke, the second push stroke, and the multiple gear voltage ratios;

[0022] The optical axis tilt angle of the multiple gears is determined based on the distance between the dimming motor and the support point and the travel distance of the multiple gears.

[0023] In one embodiment, the step of adjusting the regulatory optical axis tilt range based on the abscissa of the wheel contact point and the ordinate of the second wheel contact point to obtain the target tilt range includes:

[0024] The second vehicle attitude angle under the multiple loading conditions is determined based on the abscissa of the wheel contact point and the ordinate of the second wheel contact point.

[0025] The vehicle attitude angle deviation under the multiple loading conditions is determined based on the first vehicle attitude angle and the second vehicle attitude angle;

[0026] The target downward tilt range is obtained by adjusting the regulatory optical axis tilt range based on the vehicle attitude angle deviation.

[0027] In one embodiment, the step of adjusting the regulatory optical axis tilt range based on the vehicle attitude angle deviation to obtain the target tilt range includes:

[0028] Based on the preset angle margin compensation regulation optical axis tilt range, the compensation limit tilt range is obtained;

[0029] When the vehicle attitude angle deviation is greater than the preset deviation, the upper limit of the compensation limit tilt range is adjusted based on the vehicle attitude angle deviation to obtain the target limit tilt range.

[0030] When the vehicle attitude angle deviation is less than or equal to a preset deviation, the lower limit of the compensation limit tilt range is adjusted based on the vehicle attitude angle deviation to obtain the target limit tilt range.

[0031] In one embodiment, the step of determining the target low beam headlight axis target gear for the target vehicle model under target loading conditions from the plurality of gears based on the target limited sag range and the fused sag angle includes:

[0032] Under the target loading conditions, the fused tilt angle of the multiple gears is matched with the target limited tilt range, and the successfully matched gears are determined as candidate gears to obtain the target satisfaction judgment set;

[0033] Based on the target satisfaction determination set, multiple target models are grouped, and the intersection of the target satisfaction determination sets of multiple models in the same group is taken to obtain the common selectable gear set of each group;

[0034] The target low beam headlight axis gear for the target vehicle model under the target loading conditions is determined from the set of public selectable gears.

[0035] In one embodiment, the step of determining the target low beam headlight axis gear for the target vehicle model under the target loading conditions from the common selectable gear set includes:

[0036] When there are multiple candidate gears in the public selectable gear set, the difference between the fusion tilt angle of the candidate gear and the lower limit of the target limited tilt range is determined to obtain the lower limit distance value;

[0037] The difference between the fusion tilt angle of the candidate gear and the upper limit of the target tilt range is determined to obtain the upper limit distance value;

[0038] The difference between the lower limit distance value and the upper limit distance value of multiple target models in the same group is summed to obtain the candidate gear distance;

[0039] Based on the candidate gear distance, the target gear for the low beam headlight axis of the target vehicle under the target loading conditions is determined from the common selectable gear set.

[0040] Furthermore, to achieve the above objectives, this application also proposes a low beam headlight axis position determination device, the low beam headlight axis position determination device comprising:

[0041] The data acquisition module is used to acquire wheel contact point attitude data under multiple loading conditions. The wheel contact point attitude data includes the horizontal coordinate of the wheel contact point, the vertical coordinate of the first wheel contact point, and the vertical coordinate of the second wheel contact point. The load-bearing mass of the vertical coordinate of the second wheel contact point is greater than the load-bearing mass of the vertical coordinate of the first wheel contact point.

[0042] An angle fusion module is used to determine the fused tilt angle of the multiple gears under the multiple loading conditions based on the initial tilt angle, the optical axis tilt angle of multiple gears, the horizontal coordinate of the wheel contact point, and the vertical coordinate of the first wheel contact point.

[0043] The range adjustment module is used to adjust the regulatory optical axis downtilt range according to the horizontal coordinate of the wheel contact point and the vertical coordinate of the second wheel contact point to obtain the target downtilt range;

[0044] The gear selection module is used to determine the target gear position of the low beam headlight axis of the target vehicle under the target loading conditions from the plurality of gear positions based on the target limited tilt range and the fused tilt angle.

[0045] In addition, to achieve the above objectives, this application also proposes a low beam headlight axis position determination device, the device comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the low beam headlight axis position determination method as described above.

[0046] In addition, to achieve the above objectives, this application also proposes a storage medium, which is a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, it implements the steps of the low beam headlight axis position determination method described above.

[0047] In addition, to achieve the above objectives, this application also provides a computer program product, which includes a computer program that, when executed by a processor, implements the steps of the low beam headlight axis position determination method described above.

[0048] One or more technical solutions proposed in this application have at least the following technical effects:

[0049] By acquiring wheel contact point attitude data under different loading conditions, and combining the initial tilt angle, optical axis tilt angle, and vehicle basic attitude data to calculate the fused tilt angle, the actual tilt state of the optical axis under different loading conditions and gears can be accurately reflected, making the optical axis angle determination more consistent with the actual vehicle usage scenarios. Adjusting the regulatory optical axis tilt range based on the relevant coordinate data of the vehicle's heavy-load attitude yields the target limited tilt range, effectively eliminating the influence of vehicle body attitude errors caused by vehicle load deviations, ensuring that the gear determination result not only meets regulatory requirements but also reserves sufficient margin for actual use. Based on the target limited tilt range and the fused tilt angle, the target gear for the low beam headlight axis is determined, achieving automated determination of the optical axis gear. This method avoids the inefficiency and large errors caused by manual trial and error, while accurately adapting to the actual usage needs of various vehicle models, making the optical axis gear setting under different loading conditions more realistic, and ensuring that different configuration models accurately adapt to the safety and compliance range. Attached Figure Description

[0050] 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.

[0051] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0052] Figure 1 This is a flowchart illustrating Embodiment 1 of the method for determining the low beam headlight axis position in this application.

[0053] Figure 2 This is a schematic diagram showing the relationship between the driving stroke and voltage ratio of the dimming motor provided in Embodiment 1 of the method for determining the low beam head axis position of this application;

[0054] Figure 3 This is a flowchart illustrating Embodiment 2 of the method for determining the low beam headlight axis position in this application;

[0055] Figure 4 A simplified flowchart illustrating the method for determining the low beam headlight axis position provided in Embodiment 2 of this application;

[0056] Figure 5 This is a schematic diagram of the module structure of the low beam headlight axis position determination device according to an embodiment of this application;

[0057] Figure 6 This is a schematic diagram of the equipment structure of the hardware operating environment involved in the low beam headlight axis position determination method in the embodiments of this application.

[0058] The purpose, features, and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0059] It should be understood that the specific embodiments described herein are merely illustrative of the technical solutions of this application and are not intended to limit this application.

[0060] To better understand the technical solution of this application, a detailed description will be provided below in conjunction with the accompanying drawings and specific implementation methods.

[0061] The main solution of this application embodiment is: to acquire wheel contact point attitude data under multiple loading conditions; to determine the fused tilt angle of multiple gears under multiple loading conditions based on the initial tilt angle, the tilt angle of the optical axis of multiple gears, the horizontal coordinate of the wheel contact point, and the vertical coordinate of the first wheel contact point; to adjust the regulatory optical axis tilt range based on the horizontal coordinate of the wheel contact point and the vertical coordinate of the second wheel contact point to obtain the target tilt range; and to determine the target gear of the low beam headlight axis of the target vehicle under the target loading conditions from multiple gears based on the target tilt range and the fused tilt angle.

[0062] Currently, the setting of optical shaft gear positions is mainly achieved through actual vehicle measurements. Each gear position is then checked for compliance with regulations, and the compliant position is selected for setting. This method requires verifying all gear positions on the actual vehicle one by one, consuming a significant amount of manual operation and verification, resulting in high time costs. Furthermore, the gear positions set for different vehicle models vary greatly, making it easy for testing personnel to make mistakes when verifying the optical shaft gear positions for different vehicle models. Therefore, ensuring accurate adaptation to safety and compliance requirements for different vehicle configurations remains a problem to be solved.

[0063] This application provides a solution that acquires wheel contact point attitude data under different loading conditions; combines the initial tilt angle, optical axis tilt angle, and vehicle basic attitude data to calculate a fused tilt angle, which can accurately reflect the actual tilt state of the optical axis under different loading conditions and gears, making the optical axis angle determination more consistent with the actual vehicle usage scenario; adjusts the regulatory optical axis tilt range based on the relevant coordinate data of the vehicle's heavy-load attitude to obtain the target limited tilt range, which can effectively eliminate the influence of vehicle body attitude error caused by vehicle load deviation, ensuring that the gear determination result not only meets regulatory requirements but also leaves sufficient margin for actual use; and determines the target gear of the low beam headlight axis based on the target limited tilt range and the fused tilt angle, realizing automated determination of the optical axis gear. This method avoids the problems of low efficiency and large errors caused by manual trial and error, while accurately adapting to the actual usage needs of various vehicle models, making the optical axis gear setting under different loading conditions more realistic, and ensuring that different configuration models accurately adapt to the safety and compliance range.

[0064] It should be noted that the executing entity in this embodiment can be a computing service device with data processing, network communication, and program execution functions, such as a tablet computer, personal computer, or mobile phone, or an electronic device capable of performing the above functions, such as a low beam headlight axis position determination device. The following description uses a low beam headlight axis position determination device as an example to illustrate this embodiment and the subsequent embodiments.

[0065] Based on this, embodiments of this application provide a method for determining the low beam headlight axis position, referring to... Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the method for determining the low beam headlight axis position according to this application.

[0066] In this embodiment, the method for determining the low beam head axis position includes steps S10 to S40:

[0067] Step S10: Obtain wheel contact point attitude data under multiple loading conditions. The wheel contact point attitude data includes the horizontal coordinate of the wheel contact point, the vertical coordinate of the first wheel contact point, and the vertical coordinate of the second wheel contact point. The bearing capacity of the vertical coordinate of the second wheel contact point is greater than that of the vertical coordinate of the first wheel contact point.

[0068] It should be noted that loading conditions refer to the operating conditions of a vehicle under different passenger and cargo loading states, including various load states during actual vehicle use such as from empty to fully loaded and luggage loading. Different loading conditions will change the load distribution and vehicle body posture.

[0069] For example, according to GB4785 requirements, each vehicle posture must meet regulatory limits. Multiple loading conditions can correspond to the following six operating conditions (CASEs), each CASE simulating different vehicle postures through different load distributions:

[0070] CASE 1: A driver;

[0071] CASE2: A driver and an occupant in the front seat furthest from the driver;

[0072] CASE3: One driver, one passenger in the front seat furthest from the driver, and all seats in the row are occupied.

[0073] CASE4: All seats are occupied;

[0074] CASE 5: With all seats occupied and the luggage evenly distributed, the permissible axle load of either the rear or front axle must be met. If the luggage compartment is located at the rear of the vehicle, the permissible axle load of the rear axle must be met; if it is located at the front, the permissible axle load of the front axle must be met. If there is one luggage compartment at the front and one at the rear of the vehicle, the load within the luggage compartments should be appropriately distributed to meet the permissible axle load of each axle. If the maximum permissible load capacity is exceeded before reaching the permissible axle load of one axle, the luggage compartment load should be limited to ensure that the maximum permissible load capacity is not exceeded. The maximum permissible load capacity is the maximum load weight of the entire vehicle as determined when the vehicle is declared to the state, reflecting the legally mandated upper limit of vehicle load.

[0075] CASE 6: A driver, along with an evenly distributed load in the luggage compartment, achieves the permissible axle load for the corresponding axle. If the maximum permissible load is exceeded before reaching the permissible axle load for one of the axles, the luggage compartment load should be limited to ensure that it does not exceed the maximum.

[0076] Additionally, wheel contact point attitude data refers to the geometric coordinates of the vehicle wheel's contact position with the ground, serving as fundamental data reflecting the vehicle's attitude. Specifically, the abscissa of the wheel contact point is the horizontal coordinate value of the wheel contact point, used to characterize the horizontal positional relationship of the wheel contact point, including the X-direction coordinates L_front_caseN for the front wheel contact point and L_rear_caseN for the rear wheel contact point.

[0077] The vertical coordinates of the first wheel contact point are the coordinate values ​​of the wheel contact point in the vertical direction under the minimum load capacity, including the H-direction coordinates of the front wheel contact point H_front_caseN_MaxCM and the H-direction coordinates of the rear wheel contact point H_rear_caseN_MinCM under the minimum load capacity.

[0078] The vertical coordinates of the second wheel contact point are the vertical coordinates of the wheel contact point under maximum load capacity, including the H-direction coordinates of the front wheel contact point (H_front_caseN_MinCM) and the rear wheel contact point (H_rear_caseN_MinCM) under maximum load capacity. N in the wheel contact point attitude data symbol represents the result under the corresponding CASE.

[0079] Among them, load capacity represents the actual load capacity of the vehicle. Maximum load capacity and minimum load capacity refer to the upper and lower limits of the actual load capacity of the vehicle under the same working condition (CASE) due to manufacturing deviations of vehicle parts (such as sheet metal), reflecting the range of physical load fluctuations of the same model under the same loading conditions.

[0080] It should be understood that the vehicle attitude data provided by the overall vehicle layout is obtained, processed, and the abscissa of the wheel contact point, the ordinate of the first wheel contact point, and the ordinate of the second wheel contact point are obtained under each loading condition to obtain the wheel contact point attitude data.

[0081] Step S20: Determine the fused tilt angle of the multiple gears under the multiple loading conditions based on the initial tilt angle, the tilt angle of the optical axis of the multiple gears, the horizontal coordinate of the wheel contact point, and the vertical coordinate of the first wheel contact point.

[0082] It should be noted that the initial tilt angle is a pre-set tilt angle used as the benchmark for calculating the low beam headlight axis angle, providing an initial reference value for the headlight axis angle calculation, and is a fixed percentage value. The headlight axis tilt angle is the angle at which the low beam headlight axis tilts downwards under different dimming levels, calculated from the movement stroke of the dimming motor and the mechanical structure parameters; different levels correspond to different headlight axis tilt angles. The blended tilt angle is the actual tilt angle of the headlight axis that takes into account changes in vehicle posture, and can intuitively reflect the actual degree of tilt of the headlight axis under different loading conditions and different dimming levels.

[0083] It should be understood that the initial tilt angle and the optical axis tilt angle corresponding to each gear are first obtained. Then, the abscissa of the wheel contact point and the ordinate of the first wheel contact point are combined to calculate the attitude change of the vehicle under each loading condition. The initial tilt angle, optical axis tilt angle and attitude change are integrated and calculated to obtain the fused tilt angle corresponding to each gear under each loading condition.

[0084] In one feasible implementation, step S20 may include steps S21 to S23:

[0085] Step S21: Determine the vehicle attitude change under the multiple loading conditions based on the initial tilt angle, the horizontal coordinate of the wheel contact point, and the vertical coordinate of the first wheel contact point.

[0086] It should be noted that the change in vehicle attitude is the difference between the vehicle attitude angle under each loading condition and the reference vehicle attitude angle under the initial loading condition, reflecting the change in the vehicle body tilt angle under different loading conditions.

[0087] It should be understood that, in conjunction with the pre-set initial tilt angle, and based on the obtained abscissa of the wheel contact point and ordinate of the first wheel contact point, the reference vehicle attitude angle under the initial loading conditions is first determined, and then the first vehicle attitude angle under each loading condition is calculated. The change in vehicle attitude under each loading condition is obtained by calculating the difference between the two.

[0088] In one feasible implementation, step S21 may include steps S211 to S213:

[0089] Step S211: Under initial loading conditions, adjust the low beam headlight axis to the initial tilt angle to obtain the reference vehicle attitude angle;

[0090] It should be noted that the initial loading condition refers to the vehicle's operating condition under basic load, which can be a state with only one driver, corresponding to CASE1, and is the baseline operating condition for vehicle attitude calculation. The baseline vehicle attitude angle is the tilt angle of the vehicle's low beam headlight mounting reference surface when the low beam headlight axis is adjusted to the initial downward tilt angle under the initial loading condition. All changes in other loading conditions are set based on the initial loading condition, which serves as the reference benchmark for subsequent calculations of attitude changes.

[0091] It should be understood that, in accordance with regulations, under the initial loading conditions (CASE1) of the vehicle, the angle of the low beam headlight axis is adjusted to the preset initial tilt angle. At this time, the corresponding reference vehicle attitude angle is measured and determined to complete the acquisition of reference parameters.

[0092] For example, the reference vehicle attitude angle under initial loading conditions The calculation formula is as follows:

[0093]

[0094] In the formula, H_front_case1_MinCM represents the H-direction coordinate of the front wheel contact point when the minimum load is under initial loading conditions; H_rear_case1_MinCM represents the H-direction coordinate of the rear wheel contact point when the minimum load is under initial loading conditions; L_front_case1 represents the X-direction coordinate of the front wheel contact point when the minimum load is under initial loading conditions; and L_rear_case1 represents the X-direction coordinate of the rear wheel contact point when the minimum load is under initial loading conditions.

[0095] Step S212: Determine the first vehicle attitude angle under the multiple loading conditions based on the abscissa of the wheel contact point and the ordinate of the first wheel contact point;

[0096] It should be noted that the first vehicle attitude angle is the tilt angle of the low beam lamp mounting reference plane calculated based on the abscissa of the wheel contact point and the ordinate of the first wheel contact point under various loading conditions, reflecting the actual attitude characteristics of the vehicle under various loading conditions.

[0097] It should be understood that, for each preset loading condition CaseN (CASE1, ..., CASE6), the abscissa of the wheel contact point and the vertical coordinate of the first wheel contact point under that condition are extracted. The height difference and horizontal distance difference of the low beam lamp mounting reference surface are calculated through the coordinate data, and the first vehicle attitude angle under each loading condition is further calculated.

[0098] For example, the first vehicle attitude angle under each loading condition The calculation formula is as follows:

[0099]

[0100] In the formula, H_front_caseN_MinCM represents the H-direction coordinate of the front wheel contact point when the load is at minimum load under CaseN loading conditions; H_rear_caseN_MinCM represents the H-direction coordinate of the rear wheel contact point when the load is at minimum load under CaseN loading conditions; L_front_caseN represents the X-direction coordinate of the front wheel contact point under CaseN loading conditions; and L_rear_caseN represents the X-direction coordinate of the rear wheel contact point under CaseN loading conditions.

[0101] Step S213: Determine the vehicle attitude change amount under the multiple loading conditions based on the reference vehicle attitude angle and the first vehicle attitude angle.

[0102] It should be understood that, for each preset loading condition CaseN (CASE1, ..., CASE6), the first vehicle attitude angle calculated under each loading condition is compared with the reference vehicle attitude angle under the initial loading condition. The result of the calculation is the change in vehicle attitude under each corresponding loading condition. The change in vehicle attitude under the initial loading condition is set to zero.

[0103] For example, the vehicle attitude change under various loading conditions The calculation formula is as follows:

[0104]

[0105] In the formula, This represents the change in vehicle attitude under CaseN loading conditions; This represents the first vehicle attitude angle under CaseN loading conditions; This represents the baseline vehicle attitude angle under initial loading conditions.

[0106] Step S22: Obtain the optical axis tilt angle for multiple gear positions;

[0107] It should be understood that the various voltage ratios and corresponding drive stroke parameters of the dimming motor are first obtained, and then the motion stroke of each gear is calculated based on these parameters. Combined with the distance from the dimming motor to the support point of the bracket, the optical axis tilt angle corresponding to each gear is obtained through geometric calculation.

[0108] In one possible implementation, step S22 may include steps S221 to S223:

[0109] Step S221: Obtain the first voltage ratio, the second voltage ratio, the voltage ratio of multiple gears, the first drive stroke corresponding to the first voltage ratio, and the second drive stroke corresponding to the second voltage ratio of the dimming motor, wherein the second voltage ratio is greater than the first voltage ratio;

[0110] It should be noted that a dimming motor is a miniature servo actuator installed inside or behind the headlight fixture. It drives the internal reflector or lens assembly of the headlight to tilt up and down based on electrical signals, thereby changing the downward tilt angle of the low beam light axis. Manual dimming motors move the dimming bracket based on voltage ratios.

[0111] Additionally, the first voltage ratio is the voltage ratio corresponding to the dimming motor in its initial state, i.e., the initial voltage ratio, which is the reference voltage parameter for calculating the motor travel. The second voltage ratio is the maximum voltage ratio that the dimming motor can reach, i.e., the maximum voltage ratio, which is the upper limit voltage parameter for calculating the motor travel. The multiple level voltage ratios are the real-time voltage ratios corresponding to the dimming motor at each dimming level, with different levels corresponding to different level voltage ratios.

[0112] Additionally, the first drive stroke is the actual travel distance of the dimming motor under the first voltage ratio, serving as the baseline travel parameter for motor travel calculation; at this point, the travel distance is 0. The second drive stroke is the maximum travel distance of the dimming motor under the second voltage ratio, serving as the upper limit travel parameter for motor travel calculation.

[0113] It should be understood that, through sensor detection and pre-calibration, the first voltage ratio, the larger second voltage ratio, and the voltage ratios of multiple dimming levels of the dimming motor are obtained respectively. At the same time, the first drive stroke matching the first voltage ratio and the second drive stroke matching the second voltage ratio are obtained to complete the parameter acquisition.

[0114] Step S222: Determine the movement stroke of multiple gears based on the first voltage ratio, the second voltage ratio, the first push stroke, the second push stroke, and the multiple gear voltage ratios;

[0115] It should be noted that the motion stroke is the actual distance the dimming motor drives the optical axis adjustment mechanism to move under the voltage ratio of each gear. Different gears correspond to different motion strokes.

[0116] It should be understood that by using the linear relationship between the first voltage ratio (initial voltage ratio), the second voltage ratio (maximum voltage ratio) and the corresponding first push stroke (0) and second push stroke (maximum stroke), a conversion relationship between the voltage ratio and the motion stroke of the dimming motor is established. Substituting the voltage ratio of each dimming position into this conversion relationship, the motion stroke corresponding to each dimming position is calculated.

[0117] For example, please refer to Figure 2 , Figure 2 This diagram illustrates the relationship between the driving stroke and voltage ratio of the dimming motor provided in Embodiment 1 of the method for determining the low beam head axis position of this application. The horizontal axis represents the voltage ratio, showing three voltage ratio parameters: initial voltage, voltage ratio at position N, and maximum voltage. The vertical axis represents the movement stroke of the dimming motor, showing three stroke parameters: stroke 0, stroke at position N (L_N), and maximum stroke (L_max). A stroke of 0 represents the starting reference point for the voltage ratio and stroke.

[0118] The formula for calculating the travel distance L_N of the dimming motor in position N is as follows:

[0119]

[0120] In the formula, L_max represents the maximum stroke; Max_voltage represents the maximum voltage ratio; initial_voltage represents the initial voltage ratio; and Voltage_N represents the voltage ratio of gear N.

[0121] Step S223: Determine the optical axis tilt angle of the multiple gears based on the distance between the dimming motor and the support fulcrum and the movement stroke of the multiple gears.

[0122] It should be noted that the distance between the dimming motor and the bracket fulcrum is a pre-measured and fixed mechanical structural parameter, which is a fixed reference value for the geometric calculation of the optical axis tilt angle. This parameter is determined by the mechanical design of the vehicle headlight.

[0123] It should be understood that the optical axis drives the bracket to rotate through its movement stroke. For each gear position, the downward tilt angle of the low beam headlight axis is obtained through geometric angle calculation, based on the pre-measured distance from the dimming motor to the bracket fulcrum. The downward tilt angle of the optical axis for all gear positions is obtained by sequential calculation.

[0124] For example, the optical axis downtilt angle of the low beam headlight axis The calculation formula is as follows:

[0125]

[0126] In the formula, This indicates the actual travel distance of the dimming motor when it is in position N; This indicates the distance between the dimming motor and the fulcrum of the optical axis bracket.

[0127] Step S23: Determine the fused tilt angle of the multiple gears under the multiple loading conditions based on the initial tilt angle, the vehicle attitude change amount, and the optical axis tilt angle.

[0128] It should be noted that the fused tilt angle is the actual tilt angle of the optical axis that combines the changes in vehicle attitude. It is calculated by integrating the initial tilt angle, the amount of vehicle attitude change, and the tilt angle of the optical axis, and can intuitively reflect the actual tilt degree of the optical axis under different loading conditions and different gears.

[0129] It should be understood that in order to effectively and automatically verify the optical axis angle, it is necessary to clarify the change value of the optical axis relative to the road surface. For each dimming gear under each loading condition, the change in vehicle posture under that condition, the optical axis tilt angle of that gear, and the preset initial tilt angle are summed. The result of the calculation is the fused tilt angle corresponding to that gear under that loading condition. The fused tilt angle calculation for all loading conditions and gear combinations is completed in sequence.

[0130] For example, under Case N loading conditions, the blending downhill angle of gear N. The calculation formula is as follows:

[0131]

[0132] In the formula, This indicates the initial tilt angle of the low beam head axis, which can be preset to -1.0%; This indicates the downward tilt angle of the low beam headlight axis when the gear is in the N position; This represents the change in vehicle attitude under CaseN loading conditions.

[0133] Step S30: Adjust the regulatory optical axis downtilt range according to the horizontal coordinate of the wheel contact point and the vertical coordinate of the second wheel contact point to obtain the target downtilt range;

[0134] It should be noted that the regulatory limit on the downward tilt of the optical axis refers to the legal range of the low beam headlight tilt angle specified in relevant national regulations. This range serves as the legal basis for determining the compliance of the optical axis angle; exceeding this range indicates that the headlight angle does not meet regulatory requirements. According to regulations, the downward tilt range of the optical axis must be between -0.5% and -2.5% for all vehicle postures.

[0135] In addition, the target limit tilt range is the range of tilt angle values ​​obtained by adjusting the regulatory limit tilt range of the optical axis in combination with the vehicle's heavy-load posture. This provides a more realistic reference range for optical axis gear determination and reserves sufficient error margin.

[0136] It should be understood that, firstly, the attitude deviation under the maximum load capacity of the vehicle is calculated based on the horizontal coordinate of the wheel contact point and the vertical coordinate of the second wheel contact point. Then, considering factors such as actual measurement deviation, a margin is reserved for the downward tilt range limited by the regulatory optical axis. The margin of the upper and lower deviations is adjusted in a targeted manner according to the positive or negative nature of the attitude deviation, and finally the target downward tilt range that is adapted to the actual load condition of the vehicle is obtained.

[0137] In one possible implementation, step S30 may include steps S31 to S33:

[0138] Step S31: Determine the second vehicle attitude angle under the multiple loading conditions based on the abscissa of the wheel contact point and the ordinate of the second wheel contact point;

[0139] It should be noted that the second vehicle attitude angle is the tilt angle of the low beam headlight mounting reference plane calculated based on the abscissa of the wheel contact point and the ordinate of the second wheel contact point under various loading conditions, reflecting the actual attitude characteristics of the vehicle under maximum load.

[0140] It should be understood that, for each preset loading condition CaseN (CASE1, ..., CASE6), the abscissa of the wheel contact point and the vertical coordinate of the second wheel contact point under that condition are extracted. The height difference and horizontal distance difference of the low beam lamp mounting reference surface are calculated through the coordinate data. Furthermore, the second vehicle attitude angle corresponding to each loading condition is obtained through calculation to capture the attitude state of the vehicle under heavy load.

[0141] Step S32: Determine the vehicle attitude angle deviation under the multiple loading conditions based on the first vehicle attitude angle and the second vehicle attitude angle;

[0142] It should be noted that the vehicle attitude angle deviation is the numerical difference between the second vehicle attitude angle and the first vehicle attitude angle under various loading conditions, reflecting the magnitude of attitude angle change under the minimum and maximum load capacities of the vehicle. This parameter intuitively quantifies the vehicle attitude fluctuations caused by changes in load capacity and serves as the basis for targeted adjustments to the regulatory limits on the downward tilt range of the optical axis.

[0143] It should be understood that, considering the same vehicle model, load deviations can lead to differences in vehicle posture. Therefore, the vehicle posture deviation under the maximum and minimum load capacities is calculated. For each loading condition CaseN (CASE1, ..., CASE6), the difference between the second vehicle posture angle calculated under that condition and the first vehicle posture angle is calculated. The result is the vehicle posture angle deviation under that loading condition, which reflects the degree of influence of load capacity on vehicle posture.

[0144] For example, the first vehicle attitude angle under CaseN loading conditions The calculation formula is as follows:

[0145]

[0146] In the formula, H_front_caseN_MinCM represents the H-direction coordinate of the front wheel contact point when the load is at minimum load under CaseN loading conditions; H_rear_caseN_MinCM represents the H-direction coordinate of the rear wheel contact point when the load is at minimum load under CaseN loading conditions; L_front_caseN represents the X-direction coordinate of the front wheel contact point under CaseN loading conditions; and L_rear_caseN represents the X-direction coordinate of the rear wheel contact point under CaseN loading conditions.

[0147] Second vehicle attitude angle under CaseN loading conditions The calculation formula is as follows:

[0148]

[0149] In the formula, H_front_caseN_MaxCM represents the H-direction coordinate of the front wheel contact point when the maximum load is achieved under CaseN loading conditions; H_rear_caseN_MaxCM represents the H-direction coordinate of the rear wheel contact point when the maximum load is achieved under CaseN loading conditions; L_front_caseN represents the X-direction coordinate of the front wheel contact point under CaseN loading conditions; and L_rear_caseN represents the X-direction coordinate of the rear wheel contact point under CaseN loading conditions.

[0150] For example, the vehicle attitude angle deviation under CaseN loading conditions The calculation formula is as follows:

[0151]

[0152] In the formula, This represents the first vehicle attitude angle under CaseN loading conditions; This represents the second vehicle attitude angle under the CaseN loading condition.

[0153] Step S33: Adjust the regulatory optical axis tilt range based on the vehicle attitude angle deviation to obtain the target tilt range.

[0154] It should be understood that, firstly, a preset angle margin is reserved for the regulatory optical axis tilt range based on various error factors in actual use, to obtain the basic compensation tilt range. Then, according to the specific value of the vehicle attitude angle deviation, the upper or lower limit of the compensation tilt range is adjusted in a targeted manner, and finally the target tilt range that adapts to the actual load deviation of the vehicle is obtained.

[0155] In one possible implementation, step S33 may include steps S331 to S333:

[0156] Step S331: Based on the preset angle margin compensation regulation optical axis limit tilt range, obtain the compensation limit tilt range;

[0157] It should be noted that the preset angle margin is a pre-set angle value used to allow for error space within the regulatory optical axis's downward tilt range, taking into account objective errors caused by actual measurement, machining, and other factors. This value is predetermined according to industry machining and measurement standards for automotive lighting systems to avoid minor errors causing gear selection to fail to meet actual usage requirements.

[0158] In addition, the compensation limit downtilt range is the range of downtilt angle values ​​obtained by superimposing a preset angle margin on the regulatory optical axis limit downtilt range, which is a basic optimization of the regulatory range.

[0159] It should be understood that a preset angle margin is established to adapt to the automotive lighting system. This margin is then applied to the upper and lower limits of the regulatory optical axis tilt range to provide basic margin compensation for the regulatory range. Through simple numerical adjustments, a compensated tilt range that balances regulatory requirements and actual errors is obtained. Specifically, considering the influence of factors such as actual measurement deviations, a 0.4% margin can be reserved, ensuring a range of -0.9% to 2.1%, which translates to -0.516° to -1.203° in angles.

[0160] Step S332: When the vehicle attitude angle deviation is greater than the preset deviation, adjust the upper limit of the compensation limit tilt range based on the vehicle attitude angle deviation to obtain the target limit tilt range;

[0161] It should be noted that the preset deviation is a pre-set critical value used to determine the magnitude of the vehicle attitude angle deviation. It serves as the basis for distinguishing between the upper and lower limits of the adjustment compensation limit tilt range. This value can specifically be 0.

[0162] It should be understood that the calculated vehicle attitude angle deviation under each loading condition is compared with the preset deviation. If the deviation is greater than the preset deviation, it means that the attitude fluctuation caused by the change in vehicle load mass under the loading condition is biased towards the upward tilt of the optical axis. In this case, the upper deviation should ensure a larger margin. The upper limit of the compensation limit tilt range is added to the vehicle attitude angle deviation to obtain the upper limit of the target limit tilt range. The lower limit of the compensation limit tilt range is then determined to be the lower limit of the target limit tilt range.

[0163] For example, the vehicle attitude angle deviation under CaseN loading conditions ,like >0, target limit downslope range The calculation formula is as follows:

[0164]

[0165] Step S333: When the vehicle attitude angle deviation is less than or equal to a preset deviation, adjust the lower limit of the compensation limit tilt range based on the vehicle attitude angle deviation to obtain the target limit tilt range.

[0166] It should be understood that the calculated vehicle attitude angle deviation is compared with the preset deviation. If the deviation is less than or equal to the preset deviation, it means that the attitude fluctuation caused by the change in vehicle load under the loading condition is biased towards the downward tilt of the optical axis. In this case, the downward deviation should ensure a larger margin. The vehicle attitude angle deviation is subtracted from the lower limit of the compensation limit downward tilt range to obtain the lower limit of the target limit downward tilt range. The upper limit of the compensation limit downward tilt range is determined to be the upper limit of the target limit downward tilt range.

[0167] For example, the vehicle attitude angle deviation under CaseN loading conditions ,like <0, target limit downslope range The calculation formula is as follows:

[0168]

[0169] In this embodiment, the target limit for tilting range is set considering the vehicle's load capacity, which can effectively eliminate the impact of vehicle attitude error on the final result, meet regulatory requirements to the greatest extent, and ensure sufficient margin.

[0170] Step S40: Based on the target limited tilt range and the fused tilt angle, determine the target low beam headlight axis target gear for the target vehicle under the target loading conditions from the plurality of gears.

[0171] It should be noted that the target vehicle model is the specific model for which the low beam headlight axle setting needs to be configured. This can include various different model types, such as low-end, mid-range, and high-end models within the same series. The target loading condition is selected from multiple loading conditions; currently, the loading condition corresponding to the beam axle setting needs to be determined.

[0172] Additionally, the target low beam headlight axis dimming setting is the dimming setting of the low beam headlight axis that meets the target limit tilt range requirements under the target loading conditions, corresponding to the specific setting value that needs to be set on the vehicle's dimming knob.

[0173] It should be understood that, firstly, the fusion tilt angle of each gear under each loading condition is compared with the corresponding target limit tilt range to screen out the compliant gears whose fusion tilt angle is within the target limit tilt range. Then, a unified judgment is made for different styles of the target vehicle, and the intersection of the suitable compliant gears is determined by the algorithm. Finally, the optimal single gear is selected from the intersection as the target gear for the low beam headlight axis under the target loading condition.

[0174] This embodiment provides a method for determining the low beam headlight axle position. It acquires wheel contact point attitude data under different loading conditions; combines the initial tilt angle, the headlight axle tilt angle, and basic vehicle attitude data to calculate a fused tilt angle, which accurately reflects the actual tilt state of the headlight axle under different loading conditions and gear positions. This makes the headlight axle angle determination more closely aligned with actual vehicle usage scenarios. By adjusting the regulatory-restricted headlight axle tilt range based on relevant coordinate data of the vehicle's heavy-load attitude, a target restricted headlight axle tilt range is obtained. This effectively eliminates the influence of vehicle body attitude errors caused by vehicle load deviations, ensuring that the gear determination result both meets regulatory requirements and reserves sufficient margin for actual use. Based on the target restricted headlight axle tilt range and the fused tilt angle, the target low beam headlight axle position is determined, achieving automated headlight axle position determination. This method avoids the inefficiency and large errors associated with manual trial and error, while accurately adapting to the actual usage needs of various vehicle models. It makes the headlight axle position setting under different loading conditions more realistic, ensuring that different configurations of vehicles accurately adapt to safety and compliance requirements.

[0175] Based on the first embodiment of this application, in the second embodiment of this application, the content that is the same as or similar to that in Embodiment 1 above can be referred to the above description, and will not be repeated hereafter. Based on this, please refer to... Figure 3 Step S40 may include steps S41 to S43:

[0176] Step S41: Under the target loading conditions, the fused tilt angle of the multiple gears is matched with the target limited tilt range, and the successfully matched gears are determined as candidate gears to obtain the target satisfaction judgment set;

[0177] It should be noted that the candidate dimming position is the dimming position that matches the tilt angle to the target's limited tilt range; that is, a compliant position whose optical axis tilt angle meets the target's limited tilt range requirements. The target satisfaction set is a set formed by integrating all candidate dimming positions under the target loading conditions.

[0178] It should be understood that, after selecting the target loading conditions for determining the gear position, the blended downhill angle of each gear under those conditions is determined one by one. Corresponding target limit downslope range Perform numerical matching to determine whether the fused undertilt angle falls within the numerical range of the target limited undertilt range. The successfully matched gears are identified as candidate gears under the CaseN loading condition. All candidate gears are then aggregated and integrated to form the target satisfaction determination set under this condition. Assume that gears a1, a2…aN correspond to… If the target satisfies the decision set caseN_OK=[a1,a2…aN].

[0179] Step S42: Group multiple target vehicle models based on the target satisfaction determination set, and take the intersection of the target satisfaction determination sets of multiple vehicle models in the same group to obtain the common selectable gear set of each group;

[0180] It should be noted that the multiple target models are different models within the same series that require unified setting of low beam headlight axis gears, including low-end, mid-range, and high-end models, and are the objects of gear unification judgment. The common selectable gear set is the gear set obtained by performing an intersection operation on the target satisfaction judgment sets of all target models under the same group. It is the gear set in which all models within the group meet the compliance requirements.

[0181] Furthermore, since the same vehicle model has multiple variants (such as low-end, mid-range, and high-end versions), the gears that each variant might satisfy under the same case N may differ. To ensure that the same gears are used for matching as much as possible under production line adjustments, regulatory certification adjustments, and user usage scenarios, it is necessary to group multiple target vehicles into different groups based on the characteristics of the target satisfaction judgment set for each vehicle model. The intersection refers to the operation of extracting candidate gears that are included in all models from the target satisfaction judgment set of all models under the same group. The result of the intersection represents the gears that can simultaneously satisfy the regulatory requirements of all models within that group.

[0182] It should be understood that obtaining the target satisfaction determination sets corresponding to multiple target vehicle models under the same target loading conditions, and considering that the number of vehicle models is generally less than 20, a backtracking method can be used for rapid solution. Backtracking can be used to perform minimum-number grouping. The purpose of grouping is to ensure that the target satisfaction determination sets of each vehicle model within each group have a non-empty intersection, while minimizing the number of groups and maximizing the uniformity of gear matching. After grouping, the intersection operation is performed on the target satisfaction determination sets of all vehicles within each group, extracting the candidate gears that are included in all vehicles within each group. The candidate gears after the intersection of each group are then organized to form a common set of selectable gears for each group. This set represents the common compliant gears for all vehicles within the group, enabling gear selection for vehicles in the same group.

[0183] For example, suppose the target satisfaction decision set for vehicle model A under Case N loading conditions is [a1, a2, a3], the target satisfaction decision set for vehicle model B under Case N loading conditions is [a2, a3, a4], and the target satisfaction decision set for vehicle model C under Case N loading conditions is [a2, a3, a4, a5]. Using backtracking, the minimum group can be quickly solved into a single set with the target satisfaction decision set [a2, a3]. By using a2 and a3 in one step, the regulatory requirements for all vehicle models under Case N loading conditions can be satisfied.

[0184] Step S43: Determine the target low beam headlight axis gear for the target vehicle model under the target loading conditions from the common selectable gear set.

[0185] It should be noted that the target dimming gear for the low beam headlight axis is the optimal dimming gear selected from the common set of selectable gears to suit the target vehicle model under the target loading conditions. It is the specific gear value that the vehicle dimming knob needs to be set to, and it can adapt to the usage needs of all vehicle models within the group.

[0186] It should be understood that, for each group, the set of common selectable gears is evaluated using standardized numerical calculation methods to determine the suitability of the candidate gears in the set. The gear that best meets the regulatory requirements and has the largest margin is selected and determined as the target low beam headlight axis gear for the target vehicle under the target loading conditions in that group.

[0187] In one feasible implementation, step S43 may include steps S431 to S434:

[0188] Step S431: When there are multiple candidate gears in the common selectable gear set, determine the difference between the fusion tilt angle of the candidate gear and the lower limit of the target limited tilt range to obtain the lower limit distance value;

[0189] It should be noted that the lower limit of the target limit tilt range is the minimum value of the target limit tilt range. It is the lower critical value for the low beam headlight axis tilt angle to meet the compliance requirements. If it is lower than this value, the headlight illumination distance will be too short, affecting driving safety.

[0190] Additionally, the lower limit distance value is the numerical difference between the blended tilt angle of the candidate gear and the lower limit of the target limited tilt range. It is a parameter that quantifies the distance between the blended tilt angle of the candidate gear and the lower limit critical value, reflecting the margin of the gear tilt angle relative to the lower limit value.

[0191] It should be understood that when there is only one candidate gear in the public selectable gear set, that gear is the target gear for the low beam headlight axis under the corresponding loading conditions. When there are multiple candidate gears in the public selectable gear set, for each candidate gear in the set, the fused tilt angle and the lower limit of the target limited tilt range of that gear are extracted. The difference between the two values ​​is calculated to obtain the lower limit distance value corresponding to each candidate gear. At the same time, the lower limit distance values ​​for each candidate gear corresponding to all target models under the same group are calculated.

[0192] Step S432: Determine the difference between the fusion tilt angle of the candidate gear and the upper limit of the target tilt range to obtain the upper limit distance value;

[0193] It should be noted that the upper limit of the target limit tilt range is the maximum value of the target limit tilt range. It is the upper limit threshold value for the low beam headlight axis tilt angle to meet compliance requirements. If it exceeds this value, the headlight will produce glare that will affect oncoming vehicles.

[0194] Additionally, the upper limit distance value is the numerical difference between the blended camber angle of the candidate gear and the upper limit of the target camber range. It is a parameter that quantifies the distance between the blended camber angle of the candidate gear and the upper limit threshold, reflecting the margin of the gear camber angle relative to the upper limit value.

[0195] It should be understood that, for each candidate gear in the public selectable gear set, the fusion tilt angle and the upper limit of the target limited tilt range of that gear are extracted, and the difference between the two values ​​is calculated to obtain the upper limit distance value corresponding to each candidate gear. At the same time, the upper limit distance value of each candidate gear for all target models under the same group is calculated.

[0196] Step S433: Sum the differences between the lower limit distance value and the upper limit distance value of multiple target models in the same group to obtain the candidate gear distance;

[0197] It should be noted that the candidate gear distance is a value obtained by summing the differences between the lower limit distance value and the upper limit distance value of the same candidate gear for all target models in the same group. It is a comprehensive quantitative indicator of the suitability of candidate gears, and the numerical characteristics can reflect the degree of centrality of the candidate gear within the compliance range.

[0198] It should be understood that, for each candidate gear in the public set of selectable gears, the difference between the lower limit distance value and the upper limit distance value of the gear under a single target vehicle model is first calculated, and then the difference values ​​corresponding to all target vehicles under the same group are summed. The result of the calculation is determined as the candidate gear distance corresponding to the candidate gear.

[0199] Step S434: Based on the candidate gear distance, determine the target gear for the low beam headlight axis of the target vehicle under the target loading condition from the common selectable gear set.

[0200] It should be understood that by comparing the distances between candidate gears in the common set of selectable gears, the candidate gear with the minimum distance is the optimal candidate gear. The fusion tilt angle of this gear can be located as close as possible to the middle of the target limit tilt range. This optimal candidate gear is then determined as the target gear for the low beam headlight axis of the target vehicle under the target loading conditions in the same group.

[0201] For example, if for all vehicle models (B1, B2...BN models) in the same group, the common set of selectable gears that meets the regulations is [a1, a2...aN]. Lower limit distance value The calculation formula is as follows:

[0202]

[0203] In the formula, This indicates the BN vehicle model type, and under CaseN loading conditions, the lower limit distance value of gear aN; This indicates the fusion downtilt angle of gear aN under CaseN loading conditions; This indicates the lower limit of the target's downward tilt range.

[0204] Furthermore, the upper limit distance value The calculation formula is as follows:

[0205]

[0206] In the formula, This indicates the upper limit distance value of gear aN under CaseN loading conditions, representing the BN vehicle model type. This indicates the fusion downtilt angle of gear aN under CaseN loading conditions; This indicates the upper limit of the target's downward slope range.

[0207] Furthermore, the difference between the lower and upper limits of the BN model's distance value. The calculation formula is as follows:

[0208]

[0209] In the formula, This indicates the BN vehicle model type, and under CaseN loading conditions, the lower limit distance value of gear aN; This indicates the upper limit distance value of gear aN under CaseN loading conditions, representing the BN model type.

[0210] Furthermore, the candidate gear distance for all models within the same group (including model types B1, B2…BN) The calculation formula is as follows:

[0211]

[0212] In the formula, This represents the difference between the lower and upper distance values ​​of the Bi model design, where i = 1, 2, ..., n. It is the starting item for accumulation (for B1 model). It is an accumulated termination item (for BN model).

[0213] Furthermore, for all vehicle models within the same group, the most suitable gear under CaseN loading conditions is: .

[0214] This embodiment provides a method for determining the low beam headlight axis gear. By matching the fused tilt angle with the target limited tilt range to determine candidate gears and forming a target satisfaction judgment set, it provides a clear quantitative basis for gear compliance judgment, replacing the trial-and-error method of manual vehicle verification and significantly reducing human error. Based on the target satisfaction judgment set, multiple vehicle models are grouped and their intersection is taken to obtain a common set of selectable gears. This achieves gear unification for different models within the same series, ensuring that the selected gear is compatible with all models within the group, avoiding detection and usage errors caused by setting different gears for different vehicle models. The optimal low beam headlight axis target gear is selected from the common set of selectable gears, ensuring that the final gear setting not only meets regulatory requirements but also adapts to the actual usage needs of multiple vehicle models. This achieves uniqueness in the final gear selection, improving the efficiency and accuracy of gear setting, while also making gear matching for production line adjustments, regulatory certification, and user use more consistent.

[0215] For example, to help understand the implementation process of the low beam headlight axis position determination method obtained by combining this embodiment with the above embodiment one, please refer to... Figure 4 , Figure 4 A simplified flowchart illustrating a method for determining the low beam headlight axis position is provided, specifically:

[0216] First, the vehicle attitude data of the overall vehicle layout under the corresponding CASE is obtained, and the vehicle attitude change amount of the corresponding CASE is calculated based on CASE1. According to the linear relationship between the voltage ratio and stroke of the dimming motor, the optical axis tilt value corresponding to different gears is calculated, and it is fused with the initial tilt angle and the vehicle attitude change amount to calculate the optical axis tilt value of each gear. Then, considering the load deviation, the target value is set to obtain the target range required by regulations and the deviation margin is reserved. The fused tilt angle of each gear is compared with the target limit tilt range, and the gears that meet the target value are determined as candidate gears. The gear composite compliance judgment is completed, and the target value compliance judgment set is generated. Based on the target value compliance judgment set, the multi-vehicle style integration judgment is performed to select the unique optimal gear with the fused tilt value closest to the target center, that is, the largest regulatory margin, thereby completing the automatic gear adaptation for all vehicle models and all loading conditions.

[0217] It should be noted that the above examples are only for understanding this application and do not constitute a limitation on the method for determining the low beam headlight axis position of this application. Any simple modifications based on this technical concept are within the protection scope of this application.

[0218] This application also provides a low beam headlight axis position determination device, please refer to... Figure 5 The low beam headlight axis position determination device includes:

[0219] The data acquisition module 10 is used to acquire wheel contact point attitude data under multiple loading conditions. The wheel contact point attitude data includes the horizontal coordinate of the wheel contact point, the vertical coordinate of the first wheel contact point, and the vertical coordinate of the second wheel contact point. The bearing mass of the vertical coordinate of the second wheel contact point is greater than the bearing mass of the vertical coordinate of the first wheel contact point.

[0220] Angle fusion module 20 is used to determine the fused tilt angle of the multiple gears under the multiple loading conditions based on the initial tilt angle, the optical axis tilt angle of multiple gears, the horizontal coordinate of the wheel contact point, and the vertical coordinate of the first wheel contact point.

[0221] The range adjustment module 30 is used to adjust the regulatory optical axis downtilt range according to the horizontal coordinate of the wheel contact point and the vertical coordinate of the second wheel contact point to obtain the target downtilt range;

[0222] The gear determination module 40 is used to determine the target gear position of the low beam headlight axis of the target vehicle under the target loading conditions from the plurality of gear positions based on the target limited tilt range and the fused tilt angle.

[0223] In one embodiment, the angle fusion module 20 is further configured to determine the vehicle attitude change under the multiple loading conditions based on the initial tilt angle, the abscissa of the wheel contact point, and the ordinate of the first wheel contact point.

[0224] Obtain the optical axis tilt angle for multiple gear positions;

[0225] The fused tilt angle of the multiple gears under the multiple loading conditions is determined based on the initial tilt angle, the vehicle attitude change, and the optical axis tilt angle.

[0226] In one embodiment, the angle fusion module 20 is further configured to adjust the low beam head axis to an initial tilt angle under initial loading conditions to obtain a reference vehicle attitude angle;

[0227] The first vehicle attitude angle under the multiple loading conditions is determined based on the horizontal coordinate of the wheel contact point and the vertical coordinate of the first wheel contact point.

[0228] The vehicle attitude change under the multiple loading conditions is determined based on the reference vehicle attitude angle and the first vehicle attitude angle.

[0229] In one embodiment, the angle fusion module 20 is further configured to acquire a first voltage ratio, a second voltage ratio, multiple gear voltage ratios, a first driving stroke corresponding to the first voltage ratio, and a second driving stroke corresponding to the second voltage ratio of the dimming motor, wherein the second voltage ratio is greater than the first voltage ratio;

[0230] The movement stroke of multiple gears is determined based on the first voltage ratio, the second voltage ratio, the first push stroke, the second push stroke, and the multiple gear voltage ratios;

[0231] The optical axis tilt angle of the multiple gears is determined based on the distance between the dimming motor and the support point and the travel distance of the multiple gears.

[0232] In one embodiment, the range adjustment module 30 is further configured to determine a second vehicle attitude angle under the plurality of loading conditions based on the abscissa of the wheel contact point and the ordinate of the second wheel contact point;

[0233] The vehicle attitude angle deviation under the multiple loading conditions is determined based on the first vehicle attitude angle and the second vehicle attitude angle;

[0234] The target downward tilt range is obtained by adjusting the regulatory optical axis tilt range based on the vehicle attitude angle deviation.

[0235] In one embodiment, the range adjustment module 30 is further configured to compensate for the downward tilt range of the optical axis based on a preset angle margin to obtain a compensated downward tilt range;

[0236] When the vehicle attitude angle deviation is greater than the preset deviation, the upper limit of the compensation limit tilt range is adjusted based on the vehicle attitude angle deviation to obtain the target limit tilt range.

[0237] When the vehicle attitude angle deviation is less than or equal to a preset deviation, the lower limit of the compensation limit tilt range is adjusted based on the vehicle attitude angle deviation to obtain the target limit tilt range.

[0238] In one embodiment, the gear determination module 40 is further configured to match the fused tilt angle of the plurality of gears with the target limited tilt range under target loading conditions, and determine the successfully matched gear as a candidate gear to obtain a target satisfaction determination set;

[0239] Based on the target satisfaction determination set, multiple target models are grouped, and the intersection of the target satisfaction determination sets of multiple models in the same group is taken to obtain the common selectable gear set of each group;

[0240] The target low beam headlight axis gear for the target vehicle model under the target loading conditions is determined from the set of public selectable gears.

[0241] In one embodiment, the gear determination module 40 is further configured to determine the difference between the fusion tilt angle of the candidate gear and the lower limit of the target restricted tilt range when there are multiple candidate gears in the common selectable gear set, and obtain the lower limit distance value;

[0242] The difference between the fusion tilt angle of the candidate gear and the upper limit of the target tilt range is determined to obtain the upper limit distance value;

[0243] The difference between the lower limit distance value and the upper limit distance value of multiple target models in the same group is summed to obtain the candidate gear distance;

[0244] Based on the candidate gear distance, the target gear for the low beam headlight axis of the target vehicle under the target loading conditions is determined from the common selectable gear set.

[0245] The low beam headlight axis position determination device provided in this application, employing the low beam headlight axis position determination method in the above embodiments, can solve the technical problem of ensuring accurate adaptation to safety compliance ranges for different vehicle configurations. Compared with the prior art, the beneficial effects of the low beam headlight axis position determination device provided in this application are the same as those of the low beam headlight axis position determination method provided in the above embodiments, and other technical features in the low beam headlight axis position determination device are the same as those disclosed in the methods of the above embodiments, and will not be repeated here.

[0246] This application provides a low beam headlight axis position determination device, which includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to perform the low beam headlight axis position determination method in the above embodiment 1.

[0247] The following is for reference. Figure 6 This document illustrates a structural schematic diagram of a low beam headlight axis position determination device suitable for implementing embodiments of this application. The low beam headlight axis position determination device in embodiments of this application may include, but is not limited to, mobile terminals such as mobile phones, laptops, digital radio receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Description), PMPs (Portable Media Players), and in-vehicle terminals (e.g., in-vehicle navigation terminals), as well as fixed terminals such as digital TVs and desktop computers. Figure 6 The low beam headlight axis position determination device shown is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of this application.

[0248] like Figure 6As shown, the low beam headlight axis position determination device may include a processing unit 1001 (e.g., a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes according to a program stored in ROM (Read Only Memory) 1002 or a program loaded from storage device 1003 into RAM (Random Access Memory) 1004. RAM 1004 also stores various programs and data required for the operation of the low beam headlight axis position determination device. The processing unit 1001, ROM 1002, and RAM 1004 are interconnected via bus 1005. Input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to I / O interface 1006: input devices 1007 including, for example, touchscreens, touchpads, keyboards, mice, image sensors, microphones, accelerometers, gyroscopes, etc.; output devices 1008 including, for example, LCDs (Liquid Crystal Displays), speakers, vibrators, etc.; storage devices 1003 including, for example, magnetic tapes, hard disks, etc.; and communication devices 1009. Communication device 1009 allows the low beam headlight axis position determination device to communicate wirelessly or wiredly with other devices to exchange data. Although a low beam headlight axis position determination device with various systems is shown in the figure, it should be understood that it is not required to implement or possess all the systems shown. More or fewer systems may be implemented alternatively.

[0249] Specifically, according to the embodiments disclosed in this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments disclosed in this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device, or installed from storage device 1003, or installed from ROM 1002. When the computer program is executed by processing device 1001, it performs the functions defined in the methods of the embodiments disclosed in this application.

[0250] The low beam headlight axis position determination device provided in this application, employing the low beam headlight axis position determination method in the above embodiments, can solve the technical problem of ensuring accurate adaptation to safety and compliance ranges for different vehicle configurations. Compared with the prior art, the beneficial effects of the low beam headlight axis position determination device provided in this application are the same as those of the low beam headlight axis position determination method provided in the above embodiments, and other technical features in this low beam headlight axis position determination device are the same as those disclosed in the previous embodiment method, and will not be repeated here.

[0251] It should be understood that the various parts disclosed in this application can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in any suitable manner in one or more embodiments or examples.

[0252] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0253] This application provides a computer-readable storage medium having computer-readable program instructions (i.e., a computer program) stored thereon, the computer-readable program instructions being used to execute the low beam headlight axis position determination method in the above embodiments.

[0254] The computer-readable storage medium provided in this application may be, for example, a USB flash drive, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, RAM (Random Access Memory), ROM (Read Only Memory), EPROM (Erasable Programmable Read Only Memory), or flash memory, optical fiber, CD-ROM (CD-Read Only Memory), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, system, or device. The program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0255] The aforementioned computer-readable storage medium may be included in the low beam headlight axis position determination device; or it may exist independently and not be assembled into the low beam headlight axis position determination device.

[0256] The aforementioned computer-readable storage medium carries one or more programs that, when executed by the low beam headlight axis position determination device, cause the low beam headlight axis position determination device to: acquire wheel contact point attitude data under multiple loading conditions; determine the fused descent angle of multiple gears under multiple loading conditions based on the initial descent angle, the descent angle of the light axis of multiple gears, the abscissa of the wheel contact point, and the ordinate of the first wheel contact point; adjust the regulatory light axis descent range based on the abscissa of the wheel contact point and the ordinate of the second wheel contact point to obtain the target descent range; and determine the target low beam headlight axis position of the target vehicle under the target loading conditions from the multiple gears based on the target descent range and the fused descent angle.

[0257] Computer program code for performing the operations of this application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, as well as conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including LAN (Local Area Network) or WAN (Wide Area Network)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0258] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0259] The modules described in the embodiments of this application can be implemented in software or hardware. The names of the modules do not necessarily limit the functionality of the unit itself.

[0260] The readable storage medium provided in this application is a computer-readable storage medium that stores computer-readable program instructions (i.e., a computer program) for executing the above-described low beam headlight axle position determination method, thereby solving the technical problem of ensuring accurate adaptation to safety compliance ranges for different vehicle configurations. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in this application are the same as those of the low beam headlight axle position determination method provided in the above embodiments, and will not be repeated here.

[0261] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the low beam headlight axis position determination method described above.

[0262] The computer program product provided in this application can solve the technical problem of how to ensure that different vehicle configurations are accurately adapted to safety and compliance requirements. Compared with the prior art, the beneficial effects of the computer program product provided in this application are the same as those of the low beam headlight axis gear determination method provided in the above embodiments, and will not be repeated here.

[0263] The above description is only a part of the embodiments of this application and does not limit the patent scope of this application. All equivalent structural transformations made under the technical concept of this application and using the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included in the patent protection scope of this application.

Claims

1. A method for determining the low beam headlight axis position, characterized in that, The method for determining the low beam head axis position includes: The wheel contact point attitude data under multiple loading conditions are obtained. The wheel contact point attitude data includes the horizontal coordinate of the wheel contact point, the vertical coordinate of the first wheel contact point, and the vertical coordinate of the second wheel contact point. The load-bearing mass of the vertical coordinate of the second wheel contact point is greater than the load-bearing mass of the vertical coordinate of the first wheel contact point. The combined tilt angle of the multiple gears under the multiple loading conditions is determined based on the initial tilt angle, the tilt angle of the optical axis of the multiple gears, the horizontal coordinate of the wheel contact point, and the vertical coordinate of the first wheel contact point. The regulatory optical axis downtilt limit range is adjusted based on the abscissa of the wheel contact point and the ordinate of the second wheel contact point to obtain the target downtilt limit range; Based on the target limited tilt range and the fused tilt angle, the target low beam headlight axis target gear for the target vehicle under the target loading conditions is determined from the plurality of gears; The step of determining the fused tilt angle of the multiple gears under the multiple loading conditions based on the initial tilt angle, the tilt angle of the optical axis of the multiple gears, the abscissa of the wheel contact point, and the ordinate of the first wheel contact point includes: The vehicle attitude change under the multiple loading conditions is determined based on the initial tilt angle, the abscissa of the wheel contact point, and the ordinate of the first wheel contact point. Obtain the optical axis tilt angle for multiple gear positions; The fused tilt angle of the multiple gears under the multiple loading conditions is determined based on the initial tilt angle, the vehicle attitude change, and the optical axis tilt angle. The step of adjusting the regulatory optical axis tilt range based on the horizontal coordinate of the wheel contact point and the vertical coordinate of the second wheel contact point to obtain the target tilt range includes: The second vehicle attitude angle under the multiple loading conditions is determined based on the abscissa of the wheel contact point and the ordinate of the second wheel contact point. The vehicle attitude angle deviation under the multiple loading conditions is determined based on the first vehicle attitude angle and the second vehicle attitude angle; The target downward tilt range is obtained by adjusting the regulatory optical axis tilt range based on the vehicle attitude angle deviation.

2. The method as described in claim 1, characterized in that, The step of determining the vehicle attitude change under the multiple loading conditions based on the initial tilt angle, the abscissa of the wheel contact point, and the ordinate of the first wheel contact point includes: Under initial loading conditions, the low beam head axis is adjusted to the initial tilt angle to obtain the reference vehicle attitude angle; The first vehicle attitude angle under the multiple loading conditions is determined based on the horizontal coordinate of the wheel contact point and the vertical coordinate of the first wheel contact point. The vehicle attitude change under the multiple loading conditions is determined based on the reference vehicle attitude angle and the first vehicle attitude angle.

3. The method as described in claim 1, characterized in that, The step of obtaining the optical axis tilt angle for multiple gear positions includes: The first voltage ratio, the second voltage ratio, the voltage ratios of multiple gear positions, the first drive stroke corresponding to the first voltage ratio, and the second drive stroke corresponding to the second voltage ratio of the dimming motor are obtained, wherein the second voltage ratio is greater than the first voltage ratio; The movement stroke of multiple gears is determined based on the first voltage ratio, the second voltage ratio, the first push stroke, the second push stroke, and the multiple gear voltage ratios; The optical axis tilt angle of the multiple gears is determined based on the distance between the dimming motor and the support point and the travel distance of the multiple gears.

4. The method as described in claim 1, characterized in that, The step of adjusting the regulatory optical axis tilt range based on the vehicle attitude angle deviation to obtain the target tilt range includes: Based on the preset angle margin compensation regulation optical axis tilt range, the compensation limit tilt range is obtained; When the vehicle attitude angle deviation is greater than the preset deviation, the upper limit of the compensation limit tilt range is adjusted based on the vehicle attitude angle deviation to obtain the target limit tilt range. When the vehicle attitude angle deviation is less than or equal to a preset deviation, the lower limit of the compensation limit tilt range is adjusted based on the vehicle attitude angle deviation to obtain the target limit tilt range.

5. The method as described in claim 1, characterized in that, The step of determining the target low beam headlight axis target gear for the target vehicle under target loading conditions from the plurality of gears based on the target limited tilt range and the fused tilt angle includes: Under the target loading conditions, the fused tilt angle of the multiple gears is matched with the target limited tilt range, and the successfully matched gears are determined as candidate gears to obtain the target satisfaction judgment set; Based on the target satisfaction determination set, multiple target models are grouped, and the intersection of the target satisfaction determination sets of multiple models in the same group is taken to obtain the common selectable gear set of each group; The target low beam headlight axis gear for the target vehicle model under the target loading conditions is determined from the set of public selectable gears.

6. The method as described in claim 5, characterized in that, The step of determining the target low beam headlight axis gear for the target vehicle model under the target loading conditions from the common selectable gear set includes: When there are multiple candidate gears in the public selectable gear set, the difference between the fusion tilt angle of the candidate gear and the lower limit of the target limited tilt range is determined to obtain the lower limit distance value; The difference between the fusion tilt angle of the candidate gear and the upper limit of the target tilt range is determined to obtain the upper limit distance value; The difference between the lower limit distance value and the upper limit distance value of multiple target models in the same group is summed to obtain the candidate gear distance; Based on the candidate gear distance, the target gear for the low beam headlight axis of the target vehicle under the target loading conditions is determined from the common selectable gear set.

7. A device for determining the low beam headlight axis position, characterized in that, The device includes: The data acquisition module is used to acquire wheel contact point attitude data under multiple loading conditions. The wheel contact point attitude data includes the horizontal coordinate of the wheel contact point, the vertical coordinate of the first wheel contact point, and the vertical coordinate of the second wheel contact point. The load-bearing mass of the vertical coordinate of the second wheel contact point is greater than the load-bearing mass of the vertical coordinate of the first wheel contact point. An angle fusion module is used to determine the fused tilt angle of the multiple gears under the multiple loading conditions based on the initial tilt angle, the optical axis tilt angle of multiple gears, the horizontal coordinate of the wheel contact point, and the vertical coordinate of the first wheel contact point. The range adjustment module is used to adjust the regulatory optical axis downtilt range according to the horizontal coordinate of the wheel contact point and the vertical coordinate of the second wheel contact point to obtain the target downtilt range; The gear determination module is used to determine the target gear position of the low beam headlight axis of the target vehicle under the target loading conditions from the plurality of gear positions based on the target limited tilt range and the fused tilt angle. The angle fusion module is further configured to determine the vehicle attitude change under the multiple loading conditions based on the initial tilt angle, the horizontal coordinate of the wheel contact point, and the vertical coordinate of the first wheel contact point; obtain the optical axis tilt angle of multiple gears; and determine the fused tilt angle of the multiple gears under the multiple loading conditions based on the initial tilt angle, the vehicle attitude change, and the optical axis tilt angle. The range adjustment module is further configured to determine the second vehicle attitude angle under the multiple loading conditions based on the abscissa of the wheel contact point and the ordinate of the second wheel contact point; determine the vehicle attitude angle deviation under the multiple loading conditions based on the first vehicle attitude angle and the second vehicle attitude angle; and adjust the regulatory optical axis tilt range based on the vehicle attitude angle deviation to obtain the target tilt range.

8. A device for determining the low beam headlight axis position, characterized in that, The device includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the method for determining the low beam headlight axis position as described in any one of claims 1 to 6.

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