Dynamic light environment management method and management system for multi-source information fusion
By employing a dynamic light environment management method that integrates multi-source information, and utilizing a high-precision data system and automotive-grade domain controller, the light transmittance of electrochromic windshields can be adjusted in different zones. This solves the driving safety problems caused by strong direct sunlight and glare from high beams at night, and improves driver comfort and safety.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- CHERY AUTOMOBILE CO LTD
- Filing Date
- 2026-01-29
- Publication Date
- 2026-04-14
AI Technical Summary
In scenarios involving strong direct sunlight and glare from oncoming high beams at night, existing vehicles cannot improve external incident light due to the adaptive lighting system. Physical shading devices have limited adjustment dimensions and affect visibility. Electrochromic glass has a large response delay and a limited range of light transmission adjustment, resulting in limited driving safety and visibility.
A dynamic light environment management method based on multi-source information fusion is adopted. Real-time data is obtained through high-precision Beidou satellite positioning, ADAS environmental perception system and vehicle dynamic parameter acquisition system. Automotive-grade domain controller is used to realize regional dynamic light transmittance adjustment of electrochromic windshield glass. Combined with light rain sensor, in-vehicle light sensor and camera to perceive the glare of ambient light, calculate the boundary area and adjust the light transmittance.
It effectively solves the problem of glare from external ambient light, improves driver comfort and driving safety, has a fast response speed, and can be widely applied in various scenarios, which is in line with the electrification and intelligentization development trend of the automotive industry.
Smart Images
Figure CN121848901A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of vehicle design, and in particular to a dynamic light environment management method and management system based on multi-source information fusion, which is a dynamic light environment management method based on multi-source information fusion for anti-glare applications in multiple scenarios. Background Technology
[0002] Since the beginning of the 21st century, driven by the synergistic effect of intelligent manufacturing technology and the new energy revolution, China's automotive industry has developed into a strategic pillar industry accounting for over 8.3% of GDP. By the end of the first quarter of 2025, the number of civilian vehicles in China exceeded 420 million, with 298 vehicles per 1,000 people. This leapfrog development has increased the daily travel efficiency of urban residents in my country by 43%. It is worth noting that in the process of the rapid formation of a motorized society, road traffic safety issues present new challenges. Among these, the glare caused by direct sunlight during the day and the misuse of high beams at night can lead to pupil constriction, eye discomfort, and blurred vision, seriously affecting driving safety. With the continuous development of vehicle electrification and intelligence, adaptive headlight technology is now widely used. This technology can adaptively adjust the switching between high and low beams during driving, which alleviates nighttime driving safety issues to some extent. Combined with physical methods such as sun visors and wearing sunglasses, it can also reduce the problem of direct sunlight on the eyes during the day. However, while current adaptive lighting systems and physical shading solutions can achieve basic lighting management (such as a low / high beam switching range of 30-150m), their dynamic response rate (200-500ms) and multi-target recognition accuracy (70-85%) still need to be improved to meet the visual interference avoidance requirements under complex road conditions.
[0003] Electrochromic glass is a type of smart optical material based on electric field modulation. Its core mechanism lies in applying an external electric field to drive charged particles to migrate directionally within the functional layer, completing a reversible ion implantation / deintercalation process. This process triggers redox reactions in the active material, causing a reconstruction of the material's electronic band structure, resulting in a dynamic response in its light absorption and transmittance within a specific spectral band. Macroscopically, this manifests as changes in the glass's color gradient and continuous adjustment of its light transmittance.
[0004] Electrochromic glass achieves color depth adjustment by driving a redox reaction in the material through an applied electric field, altering its light absorption / reflection characteristics. The core material is an electrochromic layer (such as tungsten trioxide). Its crystal structure allows ions (such as lithium ions) to be inserted / extracted when charged. This leads to changes in optical properties.
[0005] Complete process of electrochromic glass car window color change Triggering phase Users can issue color-changing commands via in-vehicle buttons, voice commands, or sensors (such as light sensors).
[0006] After receiving the signal, the vehicle's ECU (electronic control unit) applies a low voltage (usually 1-3V) to the transparent electrode built into the glass.
[0007] Ion migration stage Under voltage, the ion storage layer (such as It releases cations, which migrate through the electrolyte layer to the electrochromic layer.
[0008] At the same time, electrons flow from the external circuit to the electrochromic layer to maintain charge balance.
[0009] Color change stage Electrochromic layer (e.g.) )take over After reacting with electrons, a chemical reaction occurs:
[0010] The amount of ion insertion (x value) determines the color depth; the more ions inserted, the deeper the color (e.g., from colorless → light gray → dark blue).
[0011] Stabilization and Recovery Phase After power is turned off, the ions are locked in the electrochromic layer, and the color remains stable (maintained with low power consumption).
[0012] To remove the color, a reverse voltage is applied, causing ions to return from the electrochromic layer to the storage layer, and the material returns to its transparent state.
[0013] Current electrochromic glass operates on the principle of synchronous adjustment of the light transmittance of the entire glass surface, which cannot achieve local gradient dimming. This can easily affect the driver's vision, leading to limited visibility and even failing to meet regulatory requirements. Summary of the Invention
[0014] To address the safety hazards posed by existing vehicles in scenarios involving strong direct sunlight and glare from oncoming high beams at night, traditional solutions have significant limitations: adaptive lighting systems can only adjust the headlight output and cannot improve the effect of external incident light; physical shading devices (such as sun visors) have limited adjustment dimensions and affect the integrity of the field of vision; and existing electrochromic glass technologies generally suffer from large response delays and limited light transmission adjustment ranges. To solve these technical pain points, this invention innovatively constructs a dynamic light environment management method based on multi-source information fusion.
[0015] The technical solution adopted by this invention to achieve its technical objective is: a dynamic optical environment management method based on multi-source information fusion, comprising the following steps: Step 1: Ambient brightness determination; This step acquires real-time dynamic ambient brightness data during vehicle operation; and determines the glare level of the ambient light based on the real-time dynamic ambient brightness data. Step 2, the step of obtaining auxiliary information; in this step; the auxiliary information includes the real-time speed of your own vehicle, the real-time speed of the other vehicle, and the driving path; Step 3: Data processing steps; In this step, the electrochromic windshield is divided into regions, and the boundary area between the driver's line of sight and the external ambient light on the electrochromic windshield is calculated. Step 4, the compliance assessment step, involves dynamically adjusting the light transmittance of the electrochromic windshield glass based on the ambient brightness to ensure it is not less than 70%.
[0016] Furthermore, in the above-mentioned dynamic light environment management method based on multi-source information fusion: in step 1: The current ambient light level is obtained using a light rain sensor; It uses in-vehicle light sensors and cameras to perceive the ambient light intensity, angle, and changes in the pupil size of the driver's eyes.
[0017] Furthermore, in the above-mentioned dynamic light environment management method of multi-source information fusion: in step 1: when judging the glare of ambient light based on the real-time dynamic ambient brightness data, in normal scenarios, the judgment is made by obtaining the external light intensity threshold and the change in the diameter of the human eye pupil, while in special scenarios, the judgment is made by comparing the change in the light gradient near the human eye or the acceleration of pupil contraction in the human eye under the changing brightness.
[0018] Furthermore, in the above-mentioned dynamic light environment management method based on multi-source information fusion: the special scenario refers to a scenario such as a vehicle traveling from a tunnel entrance to an exit or a cloudy day suddenly clearing up; the regular scenario refers to other scenarios other than the special scenario when the vehicle is traveling.
[0019] Furthermore, in the above-mentioned dynamic light environment management method based on multi-source information fusion: under normal scenarios, the judgment is made by acquiring the external light intensity threshold and the change in the human eye pupil diameter, and the quantification standard is as follows: To determine the environmental scene with strong direct sunlight, the external incident light intensity threshold is used. Or, if the pupil diameter is less than 2.0 mm for more than 30 seconds; Determine the environmental context of a vehicle's high beams by considering the external incident light intensity threshold. Or, a pupil diameter less than 1.8 mm for more than 15 seconds; In special scenarios, the judgment is made by comparing the changes in the illumination gradient near the human eye or the acceleration of pupil constriction in scenes with varying brightness. The quantification standards are as follows: To determine the environmental scene from the tunnel entrance to the tunnel exit, the illumination change gradient should be ≥450 lx / s or the pupil constriction acceleration. ; To determine the environmental scenario of a cloudy day suddenly clearing up, the illumination change gradient should be ≥280 lx / s or the pupillary constriction acceleration should be considered. .
[0020] Furthermore, in the above-mentioned dynamic light environment management method based on multi-source information fusion: in step 2: real-time dynamic parameter information of the whole vehicle is obtained through vehicle radar, camera, vehicle navigation system and wheel speed sensor; the real-time dynamic parameter information of the whole vehicle includes the real-time speed of oncoming vehicles and own vehicles, the distance between them, and the driving routes of oncoming vehicles and own vehicles.
[0021] Furthermore, in the above-mentioned dynamic light environment management method of multi-source information fusion: in step 3: the electrochromic windshield is divided into regions using an automotive-grade integrated domain controller.
[0022] Furthermore, in the aforementioned dynamic light environment management method based on multi-source information fusion, data processing for nighttime scenarios involving direct high beams from oncoming traffic includes: Step 31, Data Preprocessing and Coordinate System 1: Calculate the position of the oncoming vehicle's headlights in the world coordinate system using the GPS coordinates, heading angle, and headlight height of the oncoming vehicle. Then, transform the position of the oncoming vehicle's headlights in the world coordinate system and the driver's eye coordinates in this vehicle to a coordinate system based on this vehicle through coordinate transformation. Step 32: Perform geometric optics calculations: Calculate the intersection point on the windshield of the vector connecting the oncoming headlights and the driver's eye point. Step 33: By calculating the line vector connecting each point on the surface of the oncoming headlights to the driver's eye point, a series of intersection points are obtained on the windshield. Combining these intersection points yields a complete dynamic "boundary area".
[0023] Furthermore, in the above-mentioned dynamic light environment management method of multi-source information fusion: in step 32, an iterative algorithm is used to solve for the intersection point.
[0024] This invention also provides a management system for implementing the above-mentioned dynamic light environment management method of multi-source information fusion. The system includes an on-board ECU and an electrochromic windshield; the on-board ECU controls the light transmittance of the electrochromic windshield; and further includes: A light rain sensor that acquires the current ambient light level outside the vehicle; In-vehicle light sensors and cameras that detect the ambient light intensity, angle, and changes in the pupil size of the driver's eyes; Vehicle-mounted radar, cameras, vehicle-mounted navigation systems, and wheel speed sensors; An automotive-grade integrated domain controller for dividing the electrochromic windshield into regions.
[0025] This invention can effectively solve the driving safety problem caused by glare from external ambient light by improving the driver's driving comfort.
[0026] The present invention will be further described below with reference to the accompanying drawings and specific embodiments. Attached Figure Description
[0027] Figure 1 This is a schematic diagram illustrating the application of the present invention in a scenario where high beams directly illuminate the vehicle during a nighttime encounter. Figure 2 This is a schematic diagram illustrating the application of the present invention in a scenario with strong direct sunlight. Figure 3 This is a flowchart illustrating the working principle of the method of the present invention. Detailed Implementation
[0028] This embodiment addresses the safety hazards of existing vehicles under strong direct sunlight and glare from oncoming high beams at night. Traditional solutions have significant limitations: adaptive lighting systems can only adjust the output of the headlights and cannot improve the external incident light; physical shading devices (such as sun visors) have a single adjustment dimension and affect the integrity of the field of vision; and existing electrochromic glass technologies generally have problems such as large response delay and limited light transmission adjustment range.
[0029] This embodiment innovatively constructs a dynamic light environment management method and system based on multi-source information fusion. Real-time dynamic data during vehicle operation is acquired using a high-precision BeiDou satellite positioning system, an ADAS environmental perception system, and a vehicle dynamic parameter acquisition system. Multi-dimensional data fusion is achieved through an automotive-grade domain controller, ultimately enabling regional dynamic adjustment of the transmittance of the electrochromic windshield. This ensures continuous visibility while automatically suppressing high-intensity direct sunlight on the windshield during daytime driving; intelligently attenuating the peak illuminance of oncoming LED high beams during nighttime driving; and maintaining an effective field of view ≥120 degrees for the driver in extreme light conditions. This effectively solves the problem of glare from strong light and improves driving safety. To address the technical deficiencies of existing vehicle optical protection systems, this embodiment innovatively proposes a dynamic light environment management method that integrates multi-source information for anti-glare applications in multiple scenarios. This method can more intelligently, efficiently, and accurately block strong external light from directly hitting the eyes. It also boasts advantages such as fast response speed, wide application range (direct sunlight during the day / direct high beams at night / entering and exiting tunnels / snow reflection, etc.), and high reliability. This greatly improves driver comfort and driving safety, and provides a strong human-computer interaction experience.
[0030] At the same time, this invention is also more in line with the current development trend of the automotive industry toward electrification, intelligence and connectivity.
[0031] The management system in this embodiment includes an on-board ECU and an electrochromic windshield 2.4; the on-board ECU controls the light transmittance of the electrochromic windshield 2.4; and also includes: Light rain sensor 2.3 acquires the current ambient light level outside the vehicle; An in-vehicle light sensor and camera 2.5 that senses the ambient light intensity, angle, and changes in pupil size near the driver's eyes. Vehicle radar 2.2, camera 2.5, vehicle navigation system 2.6, and wheel speed sensor 2.8; Automotive-grade integrated domain controller 2.7 for dividing the electrochromic windshield 2.4 into regions.
[0032] This invention, based on existing in-vehicle hardware, combines a high-precision BeiDou satellite positioning system, an ADAS environmental perception system (the ADAS environmental perception system is the "eyes" and "ears" of the Advanced Driver Assistance System (ADAS), which collects and processes environmental information through in-vehicle sensors to provide data support for the decision-making and execution layers, ultimately achieving safety functions such as collision warning and blind spot monitoring. Its key principles include prioritizing near targets and moving targets, requiring a balance between sensor performance and environmental complexity), and a vehicle dynamic parameter acquisition system. This enables the acquisition of external ambient light data, light intensity data near the driver's eyes inside the vehicle, and vehicle driving data. Furthermore, it utilizes an automotive-grade domain controller (an automotive-grade domain controller is a hardware platform that integrates traditional distributed ECUs by functional domain, achieving functional iteration through centralized computing and software definition, solving problems such as difficult OTA updates and complex wiring harnesses in traditional architectures). Its core functions include: Hardware-wise: Reduce the number of ECUs and lower the overall vehicle wiring harness cost; At the software level: Supporting OTA upgrades and enabling dynamic iteration of intelligent functions, the system processes data to dynamically adjust the light transmittance of the electrochromic windshield in different areas. The specific implementation plan is as follows: During vehicle operation, a light and rain sensor detects the current ambient brightness. Simultaneously, an in-vehicle light sensor and camera acquire the light intensity and angle near the driver's eyes and detect changes in pupil constriction. Based on Tables 1 and 2, the system determines the glare level of the ambient light. Combined with a high-precision BeiDou satellite positioning system and a vehicle dynamic parameter acquisition system, the system obtains real-time information such as the vehicle's speed, distance, and route to both oncoming and incoming vehicles. Finally, an automotive-grade domain controller divides the electrochromic windshield into zones and calculates the boundary between the driver's line of sight and the ambient light on the windshield. This dynamically adjusts the light transmittance of the electrochromic windshield, preventing glare from affecting driving safety and improving driver comfort.
[0033] In this embodiment, the vehicle driving scenario is divided into two types: special scenario and regular scenario.
[0034] Special scenarios refer to situations such as a vehicle traveling from the entrance to the exit of a tunnel or a cloudy day suddenly clearing up; regular scenarios refer to other situations where a vehicle is traveling, excluding special scenarios.
[0035]
[0036] Here, adjustment reaction time refers to the change in the eye's reaction time to sudden strong light stimulation. A value less than this indicates glare. The reaction speed is affected by changing the stimulation conditions, so that it can reach or fail to reach a certain critical level of efficient response.
[0037] The table above indicates that if any one of the three thresholds (critical values) – external incident light intensity threshold, pupil diameter critical value, and adjustment reaction time threshold – reaches the set value, it will be considered as "direct sunlight" or "vehicle high beams".
[0038]
[0039] This embodiment provides a dynamic light environment management method that integrates multi-source information to prevent glare in various scenarios, such as... Figure 3 As shown: This embodiment of a dynamic light environment management method based on multi-source information fusion includes the following steps: Step 1: Ambient brightness determination; This step acquires real-time dynamic ambient brightness data during vehicle operation; and determines the glare level of the ambient light based on the real-time dynamic ambient brightness data. Step 2, the step of obtaining auxiliary information; in this step; the auxiliary information includes the real-time speed of your own vehicle, the real-time speed of the other vehicle, and the driving path; Step 3: Data processing steps; In this step, the electrochromic windshield is divided into regions, and the boundary area between the driver's line of sight and the external ambient light on the electrochromic windshield is calculated. Step 4, the compliance assessment step, involves dynamically adjusting the light transmittance of the electrochromic windshield glass based on the ambient brightness to ensure it is not less than 70%.
[0040] As attached Figure 1 The diagram illustrates a scenario where oncoming high beams shine directly on another vehicle at night. This scenario includes: 1. Oncoming vehicle; 2. Friendly vehicle; 3. The area where the headlights meet; 4. Vehicle's route; as shown in the attached diagram. Figure 2 The diagram illustrates an application scenario under strong direct sunlight, which includes the area directly exposed to sunlight (5) and sunlight (6). In this embodiment, using a color image can make the image clearer.
[0041] The oncoming vehicle 1 includes the oncoming vehicle's front lights 1.1; Vehicle 2 includes: vehicle front lights 2.1; vehicle radar 2.2; camera; light and rain sensor 2.3; electrochromic windshield 2.4; interior light sensor 2.5; camera; vehicle navigation system 2.6; automotive-grade integrated domain controller 2.7; and wheel speed sensor 2.8.
[0042] The working principle of the dynamic light environment management method for multi-scenario application anti-glare multi-source information fusion provided in this embodiment is as follows: When vehicle 2 begins to move, it first obtains the current ambient light intensity through the light and rain sensor 2.3. Then, it combines this with the ambient light intensity, angle, and pupil dilation changes near the driver's eyes via the in-vehicle light sensor 2.5 and the camera to determine the glare level of the ambient light (glare level quantification is shown in Tables 1 and 2 above; in normal scenarios, it is determined by obtaining the external light intensity threshold and changes in pupil diameter; in special scenarios, it is determined by comparing the changes in the light gradient near the driver's eyes or the pupil constriction acceleration under varying brightness). This is then further assessed using the vehicle radar 2.2 and the camera. The vehicle navigation system 2.6 and wheel speed sensors 2.8 acquire real-time dynamic parameters of the vehicle, including the speeds of oncoming vehicle 1 and the distance between them, as well as the driving routes of the vehicles. Then, the automotive-grade integrated domain controller 2.7 is used to divide the electrochromic windshield 2.4 into regions (referring to the grid drawing method in engineering analysis software, dividing the windshield into n small grid regions). Finally, data on the glare level of external ambient light and the real-time dynamic parameters of the vehicle are received, and post-processing is performed to calculate the boundary area between the driver's line of sight and the external ambient light on the electrochromic windshield 2.4. The following analysis uses a nighttime scenario of direct high beam illumination during oncoming traffic as an example; the specific calculation method is as follows: Region partitioning: The automotive-grade domain controller (referencing the approach of engineering finite element simulation software) adopts the finite element analysis discretization method, which preprocesses a continuous geometric model into a finite number of simple tetrahedral or hexahedral elements, which is called region partitioning. This is a commonly used analysis method in engineering. The specific engineering algorithms for the functions need to be implemented by engineers.
[0043] ① Data Preprocessing and Coordinate System 1: Calculate the precise position of the oncoming vehicle's headlights (light source) in the world coordinate system using the GPS coordinates, heading angle, and headlight height of the oncoming vehicle. Then, transform the precise position of the oncoming light source in the world coordinate system and the driver's eye coordinates in this vehicle to a coordinate system based on this vehicle through coordinate transformation. ② After unifying the coordinate system, perform geometric optics calculations: calculate the intersection point of the line vector connecting the opposing light source and the driver's eye point on the windshield. Since the windshield is a complex curved surface, the normal vector of this line vector changes everywhere. Therefore, iterative algorithms are needed to accurately solve for the intersection point. ③ Since the oncoming headlights are surface light sources, by calculating multiple line vectors connecting the oncoming light source and the driver's eye point, a series of intersection points can be obtained on the windshield. By combining these intersection points, a complete dynamic "intersection area" can be obtained.
[0044] Table 3 below shows the obtained vehicle dynamic information parameters.
[0045] Based on the core mechanism of electrochromic windshield glass 2.4 (under the influence of an external electric field, the active material undergoes an oxidation-reduction reaction, thereby achieving continuous adjustment of the glass's color gradient and light transmittance), the light transmittance of the windshield of the vehicle 2 (the calculated boundary area between the driver's line of sight and the external ambient light on the electrochromic windshield glass 2.4) is dynamically adjusted (reducing the glass transmittance so that the intensity of light passing through the windshield does not meet the glare index mentioned in Tables 1 / 2 when it reaches the vicinity of the driver's eyes, and as shown in the attached table). Figure 3 As shown, considering relevant national regulations, the light transmittance of a car's windshield must meet ≥70%. This embodiment provides a dynamic light environment management method based on multi-source information fusion. It utilizes electrochromic glass to achieve overall functionality, effectively addressing driving safety issues caused by glare from external ambient light and improving driver comfort.
[0046]
Claims
1. A dynamic optical environment management method based on multi-source information fusion, characterized in that: Includes the following steps: Step 1: Ambient brightness determination; This step acquires real-time dynamic ambient brightness data during vehicle operation; and determines the glare level of the ambient light based on the real-time dynamic ambient brightness data. Step 2, the step of obtaining auxiliary information; in this step; the auxiliary information includes the real-time speed of your own vehicle, the real-time speed of the other vehicle, and the driving path; Step 3: Data processing steps; In this step, the electrochromic windshield is divided into regions, and the boundary area between the driver's line of sight and the external ambient light on the electrochromic windshield is calculated. Step 4, the compliance assessment step, involves dynamically adjusting the light transmittance of the electrochromic windshield glass based on the ambient brightness to ensure it is not less than 70%.
2. The dynamic optical environment management method based on multi-source information fusion according to claim 1, characterized in that: In step 1: The current ambient light intensity is obtained using a light rain sensor (2.3); The vehicle uses an in-vehicle light sensor and a camera (2.5) to sense the ambient light intensity, angle, and changes in the pupil size near the driver's eyes.
3. The dynamic optical environment management method based on multi-source information fusion according to claim 2, characterized in that: In step 1: when judging the glare of ambient light based on the real-time dynamic ambient brightness data, in normal scenarios, the external light intensity threshold and the change in the diameter of the human eye pupil are used for judgment. In special scenarios, the change in the light gradient near the human eye or the acceleration of pupil contraction in the human eye are compared in scenes with changes in brightness.
4. The dynamic optical environment management method based on multi-source information fusion according to claim 3, characterized in that: The special scenarios refer to situations such as a vehicle traveling from a tunnel entrance to an exit or a cloudy day suddenly clearing up; the regular scenarios refer to other situations other than the special scenarios when a vehicle is in motion.
5. The dynamic optical environment management method based on multi-source information fusion according to claim 4, characterized in that: In typical scenarios, the judgment is made by obtaining the external light intensity threshold and the change in the diameter of the human eye pupil. The quantification standard is as follows: To determine the environmental scene with strong direct sunlight, the external incident light intensity threshold is used. Or, if the pupil diameter is less than 2.0 mm for more than 30 seconds; Determine the environmental context of a vehicle's high beams by considering the external incident light intensity threshold. Or, a pupil diameter less than 1.8 mm for more than 15 seconds; In special scenarios, the judgment is made by comparing the changes in the illumination gradient near the human eye or the acceleration of pupil constriction in scenes with varying brightness. The quantification standards are as follows: To determine the environmental scene from the tunnel entrance to the tunnel exit, the illumination change gradient should be ≥450 lx / s or the pupil constriction acceleration. ; To determine the environmental scenario of a cloudy day suddenly clearing up, the illumination change gradient should be ≥280 lx / s or the pupillary constriction acceleration should be considered. .
6. The dynamic optical environment management method based on multi-source information fusion according to claim 1, characterized in that: In step 2: real-time dynamic parameter information of the whole vehicle is obtained through vehicle radar (2.2), camera, vehicle navigation system (2.6) and wheel speed sensor (2.8); the real-time dynamic parameter information of the whole vehicle includes the real-time speed of the oncoming vehicle (1) and the vehicle (2), the distance between them, and the driving route of the oncoming vehicle (1) and the vehicle (2).
7. The dynamic optical environment management method based on multi-source information fusion according to claim 1, characterized in that: In step 3: the electrochromic windshield glass (2.4) is divided into regions using an automotive-grade integrated domain controller (2.7).
8. The dynamic optical environment management method based on multi-source information fusion according to claim 7, characterized in that: When encountering oncoming traffic with its high beams shining directly on you at night, data processing includes: Step 31, Data Preprocessing and Coordinate System 1: Calculate the position of the oncoming vehicle's headlights in the world coordinate system using the GPS coordinates, heading angle, and headlight height of the oncoming vehicle. Then, transform the position of the oncoming vehicle's headlights in the world coordinate system and the driver's eye coordinates in this vehicle to a coordinate system based on this vehicle through coordinate transformation. Step 32: Perform geometric optics calculations: Calculate the intersection point on the windshield of the vector connecting the oncoming headlights and the driver's eye point. Step 33: By calculating the line vector connecting each point on the surface of the oncoming headlights to the driver's eye point, a series of intersection points are obtained on the windshield. By combining these intersection points, the complete dynamic boundary area can be obtained.
9. The dynamic optical environment management method based on multi-source information fusion according to claim 8, characterized in that: In step 32, an iterative algorithm is used to solve for the intersection points.
10. A management system for a dynamic light environment management method based on multi-source information fusion according to claim 1, comprising an on-board ECU and an electrochromic windshield (2.4); wherein the on-board ECU controls the light transmittance of the electrochromic windshield (2.4); characterized in that: Also includes: Light rain sensor to obtain the current ambient light level of the vehicle's external environment (2.3); An in-vehicle light sensor and camera (2.5) that senses the ambient light intensity, angle, and changes in the pupil size of the driver's eyes. Vehicle radar (2.2), vehicle navigation system (2.6), and wheel speed sensor (2.8); Automotive-grade integrated domain controller (2.7) for dividing the electrochromic windshield (2.4) into regions.