Illumination sensor arrangement method and device for engineering vehicle and automatic low beam control method

Abstract

The invention discloses an illumination sensor arrangement method and device for an engineering vehicle and an automatic low beam control method, and belongs to the technical field of engineering vehicle design. The arrangement method comprises the following steps: constructing a contour model of a target engineering vehicle based on the view area of the target engineering vehicle and the size and position information of a view shielding part; obtaining measurement angle information of the sensor, determining a preset installation area of the sensor in the contour model, dividing the preset installation area into a plurality of unit grids, determining shielding angle information corresponding to grid points of each unit grid based on the measurement angle information and the contour model, and calculating an affected coefficient of each grid point, correcting the influenced coefficient based on geographic latitude information; and performing feasibility verification on each grid point based on the corrected affected coefficient, and determining a final sensor arrangement area according to the distribution state of the grid points passing the feasibility verification. According to the invention, the arrangement position of the sensor can be accurately determined, and the accuracy of automatic low beam control of the engineering vehicle is improved.

Description

Technical Field

[0001] This invention belongs to the field of engineering vehicle design technology, and particularly relates to a method and device for arranging light sensors for engineering vehicles and an automatic low beam control method. Background Technology

[0002] With the increasing intelligence of engineering vehicles, automatic low beam control technology, as part of intelligent driving assistance systems, has gradually become one of the important functions for improving the safety and convenience of driving engineering vehicles. A key component of this system is a light sensor mounted on the vehicle's windshield, used to collect changes in ambient light intensity to control the output of the drive signal. The light sensor should be positioned in an area that effectively senses the light in front of the vehicle, thereby precisely controlling the on / off state of the low beam headlights.

[0003] However, in practical applications of engineering vehicles, taking a typical model like a crane as an example: when a crane is in motion and its boom is in the retracted position, the front end of the boom still extends a certain distance beyond the windshield. During certain periods of daylight when the crane is operating in bright sunlight, the shadow cast by the boom will more or less affect the light sensor's data collection. When designing the placement of the light sensor, designers often rely on experience to place the sensor in certain specific areas of the windshield (such as areas that do not obstruct the driver's view and avoid the area directly below the boom) to reduce the impact of the boom's shadow. However, the threshold for controlling the automatic on / off of low beams has a relatively strict range requirement definition. This placement method obviously cannot accurately determine whether the automatic low beam control function still meets the design requirements, leading to inaccurate implementation of the automatic low beam control technology in engineering vehicles, and even causing malfunctions of the lights that could lead to driving safety issues. Summary of the Invention

[0004] The purpose of this invention is to provide a method, device, and automatic low beam control method for arranging light sensors on engineering vehicles, in order to solve the problem of inaccurate automatic low beam control in existing engineering vehicles.

[0005] To achieve the above objectives, the technical solution of the present invention is as follows:

[0006] In a first aspect, the present invention provides a method for arranging light sensors for an engineering vehicle, comprising the following steps:

[0007] Construct a contour model of the target engineering vehicle based on the visual field area, the size and location information of the visual obstruction parts;

[0008] The sensor's measurement angle information is obtained, the sensor's preset installation area is determined in the contour model, the preset installation area is divided into several unit grids, the occlusion angle information corresponding to the grid point of each unit grid is determined based on the measurement angle information and the contour model, the influence coefficient of each grid point is calculated based on the occlusion angle information, and the influence coefficient is corrected based on the geographical latitude information.

[0009] The feasibility of the distribution of each grid point is verified based on the corrected impact coefficient, and the final sensor deployment area is determined based on the grid points that pass the feasibility verification.

[0010] The occlusion angle information includes: a first occlusion angle and a second occlusion angle;

[0011] The first occlusion angle is the projection angle of the occluded area of ​​the sensor onto the first projection plane, where the first projection plane is the plane containing the field of view.

[0012] The second occlusion angle is the projection angle of the occluded area of ​​the sensor onto the second projection plane, which is a vertical plane perpendicular to the field of view.

[0013] The method for calculating the affected coefficient is as follows:

[0014]

[0015] Where A is the influence coefficient, α1 is the maximum measurement angle of the sensor in the first projection plane, β1 is the maximum measurement angle of the sensor in the second projection plane, α2 is the first occlusion angle, and β2 is the second occlusion angle.

[0016] The correction method for the affected coefficient is as follows:

[0017]

[0018] Where A' is the corrected influence coefficient, A is the influence coefficient, γ is the correction coefficient, and 1≤γ≤4, the magnitude of the correction coefficient is positively correlated with the magnitude of the geographical latitude.

[0019] The method for verifying the feasibility of grid points is as follows:

[0020] The preset automatic low beam on threshold and preset automatic low beam off threshold are corrected based on the corrected impact factor;

[0021] The modified automatic low beam activation threshold and the modified automatic low beam deactivation threshold are compared with the preset low beam activation constraint range and the preset low beam deactivation constraint range, respectively. If the modified automatic low beam activation threshold is within the low beam activation constraint light intensity range and the modified automatic low beam deactivation threshold is within the low beam deactivation constraint light intensity range, then the grid point passes the feasibility verification; otherwise, it fails.

[0022] The calculation formula for correcting the preset automatic low beam on threshold and the preset automatic low beam off threshold is as follows:

[0023] P1 = X * (1 + A')

[0024] P2=Y*(1+A')

[0025] Where P1 is the corrected automatic low beam on threshold, P2 is the corrected automatic low beam off threshold, X is the preset automatic low beam on threshold, Y is the preset automatic low beam off threshold, and A' is the corrected influence coefficient.

[0026] The method for determining the final sensor deployment area based on the distribution of grid points that have passed feasibility verification is as follows:

[0027] All grid points that have passed the feasibility verification are directly connected in one step. If the connected area can cover the photosensitive area of ​​the sensor, the connected area is taken as the final sensor placement area. Otherwise, the preset installation area is re-determined based on the grid points that have passed the feasibility verification. The grid points in the new preset installation area are then verified for feasibility, and the final sensor placement area is determined.

[0028] The principle for determining the preset installation area is: it should not obstruct the driver's view and should be within the cleaning range of the windshield wipers of the engineering vehicle.

[0029] Secondly, the present invention provides a light sensor arrangement device for an engineering vehicle, comprising:

[0030] The vehicle model building module is used to build the outline model of the target engineering vehicle based on the field of vision area, the size and position information of the obstructed parts of the field of vision.

[0031] The preset installation area selection module is used to determine the preset installation area on the outline model of the target engineering vehicle;

[0032] The grid processing module is used to divide the preset installation area into grids and collect the occlusion angle information at the grid points of each unit grid.

[0033] The feasibility verification module is used to verify the feasibility of each grid point based on the occlusion angle information.

[0034] The sensor placement area determination module is used to determine the final sensor placement area based on the feasibility verification results.

[0035] Thirdly, the present invention provides an automatic low beam control method for engineering vehicles, characterized by comprising the following steps:

[0036] The actual measurement values ​​of the illumination sensors arranged in the field of view of the target engineering vehicle are acquired in real time, wherein the illumination sensors are arranged based on the above-mentioned illumination sensor arrangement method for engineering vehicles.

[0037] The preset automatic low beam on and automatic low beam off thresholds are corrected based on geographic latitude information;

[0038] The system controls the low beam headlights based on the actual measured values ​​from the light sensor, the corrected automatic low beam on threshold, and the corrected automatic low beam off threshold. When the actual measured values ​​are all less than the corrected automatic low beam on threshold within a preset time, the low beam headlights are turned on; when the actual measured values ​​are all greater than the corrected automatic low beam off threshold within a preset time, the low beam headlights are turned off.

[0039] Beneficial Effects: The illumination sensor arrangement method and automatic low beam control method for engineering vehicles of this invention can quickly determine the accurate placement of sensors during the vehicle design stage, eliminating the need for complex and repeated actual testing, shortening the development cycle, reducing implementation costs, and increasing implementation efficiency. It effectively improves the implementation accuracy of automatic low beam control technology for engineering vehicles, is applicable to engineering vehicles such as excavators and cranes, and is conducive to the intelligent development of the engineering vehicle industry, possessing good versatility and scalability. It can not only calculate the placement area forward but also guide the selection of illumination sensors backward, exhibiting good reversibility. For example, sensors with larger acquisition angles in the XZ and YZ planes can be selected to minimize the impact of obstructions such as crane booms on sensor acquisition. Attached Figure Description

[0040] Figure 1 This is a flowchart of the method for arranging light sensors for engineering vehicles according to the present invention;

[0041] Figure 2 These are view diagrams of the XZ and YZ planes of the contour model described in this invention.

[0042] Figure 3 This is a schematic diagram of the process from the preset installation area to the final sensor layout area in Example 2. Detailed Implementation

[0043] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention. In the absence of conflict, the embodiments of the present invention and the technical features in the embodiments can be combined with each other.

[0044] Example 1

[0045] refer to Figure 1 As shown, a method for arranging light sensors for engineering vehicles includes the following steps:

[0046] Step 1: Obtain the field of view area and the size and location information of the obstruction of the field of view of the target engineering vehicle, and construct the outline model of the target engineering vehicle based on the field of view area and the size and location information of the obstruction of the field of view.

[0047] Step 2: Obtain the measurement angle information of the sensor, determine the preset installation area of ​​the sensor in the contour model, divide the preset installation area into several unit grids, determine the occlusion angle information corresponding to the grid point of each unit grid based on the measurement angle information and the contour model, calculate the influence coefficient of each grid point based on the occlusion angle information, and correct the influence coefficient based on the geographical latitude information.

[0048] The density of grid points for dividing the unit grid needs to be determined based on the size of the engineering vehicle's field of view, the size of the sensors, and the accuracy requirements. The accuracy of the area can be adjusted by changing the density of the grid points, achieving a positive correlation between density and accuracy. This approach can be used for vehicles that require high accuracy and have a small layout area, and it offers good flexibility and adaptability.

[0049] The occlusion angle information includes: a first occlusion angle and a second occlusion angle; the first occlusion angle is the projection angle of the occluded area of ​​the sensor on the first projection plane, which is the plane where the field of view is located; the second occlusion angle is the projection angle of the occluded area of ​​the sensor on the second projection plane, which is a vertical plane perpendicular to the field of view.

[0050] The impact of the occlusion on the grid points is calculated based on the first occlusion angle and the second occlusion angle. The formula for the impact coefficient is as follows:

[0051]

[0052] Where A is the influence coefficient, α1 is the maximum measurement angle of the sensor in the first projection plane, β1 is the maximum measurement angle of the sensor in the second projection plane, α2 is the first occlusion angle, and β2 is the second occlusion angle.

[0053] In practical engineering, the impact factor is affected by the geographical latitude of the region, therefore it needs to be corrected. The corrected impact factor is:

[0054]

[0055] Where A' is the correction factor, γ is the correction factor, and 1≤γ≤4, the magnitude of the correction factor is positively correlated with the magnitude of the geographical latitude.

[0056] Step 3: Perform feasibility verification for each grid point based on the corrected impact coefficient, and determine the final sensor deployment area based on the distribution status of the grid points that have passed the feasibility verification.

[0057] The preset automatic low beam on threshold and preset automatic low beam off threshold are corrected based on the corrected impact factor;

[0058] The modified automatic low beam activation threshold and the modified automatic low beam deactivation threshold are compared with the preset low beam activation constraint range and the preset low beam deactivation constraint range, respectively. If the modified automatic low beam activation threshold is within the low beam activation constraint range and the modified automatic low beam deactivation threshold is within the low beam deactivation constraint range, then the grid point passes the feasibility verification; otherwise, it fails.

[0059] M1≤P1≤N1

[0060] M²≤P²≤N²

[0061] The calculation formula for correcting the preset automatic low beam on threshold and the preset automatic low beam off threshold is as follows:

[0062] P1 = X * (1 + A')

[0063] P2=Y*(1+A')

[0064] Wherein, M1 and N1 are the preset lower and upper limits of light intensity for automatically turning on low beam within the low beam opening constraint range, M2 and N2 are the preset lower and upper limits of light intensity for automatically turning off low beam within the low beam closing constraint range, P1 is the corrected automatic low beam opening threshold, P2 is the corrected automatic low beam closing threshold, X is the preset automatic low beam opening threshold, Y is the preset automatic low beam closing threshold, and A' is the corrected influence coefficient.

[0065] When determining the final sensor placement area, all grid points that have passed the feasibility verification are directly connected in one step. If the connected area can cover the photosensitive area of ​​the sensor, the connected area is taken as the final sensor placement area. Otherwise, based on the grid points that have passed the feasibility verification, the preset installation area is re-determined, the grid points in the new preset installation area are verified for feasibility, and the final sensor placement area is determined.

[0066] Example 2

[0067] refer to Figure 2 and Figure 3 As shown, the method of arranging light sensors is explained using a crane as an example. The arrangement area is the front windshield (field of view) of the crane. The crane boom blocks the arrangement area. The size and positional relationship of the corresponding front windshield and the part of the boom extending out of the front windshield (field of view blockage) are measured, and the corresponding contour model is drawn.

[0068] In this embodiment, the direction perpendicular to the windshield is defined as the Y direction, the direction upward along the windshield is defined as the Z direction, and the horizontal direction along the windshield is defined as the X direction. The maximum measurement angle of the light sensor used is 90° in both the XZ plane (first projection plane) and the YZ plane (second projection plane).

[0069] The selection of the preset installation area needs to meet the following conditions: it should not obstruct the driver's view and should be within the cleaning range of the windshield wipers. This ensures the cleanliness of the glass in the sensor's light-sensing area, preventing malfunctions caused by dirty glass or foreign objects obstructing the light. Within this area, a specific size is randomly selected as the preset installation area. In this embodiment, the selected preset installation area is located at the lower right corner of the windshield and 2cm above the windshield wipers. The preset installation area is divided into a 4×2 grid, corresponding to 15 grid points Q1~Q15. The occlusion angle of the boom on the light sensor at each grid point on the XZ and YZ planes is measured, i.e., the first occlusion angle and the second occlusion angle.

[0070] Taking point Q1 as an example, the calculation method for the corrected affected coefficient A' is as follows:

[0071]

[0072] Where γ takes the value of 2, α² = 24°, β² = 11°, we get A'≈0.065;

[0073] The preset automatic low beam activation threshold X = 2000 lx and the preset automatic low beam deactivation threshold Y = 6000 lx; ​​the modified automatic low beam activation threshold P1 = 2130 lx and the modified automatic low beam deactivation threshold P2 = 6390 lx; ​​the industry standard requires that the light intensity design value for automatic low beam activation should not be less than 1000 lx and the light intensity design value for automatic low beam deactivation should not be higher than 7000 lx. In this embodiment, the preset low beam activation constraint light intensity range is (M1, N1) = (1700 lx, 2300 lx) and the low beam deactivation constraint light intensity range is (M2, N2) = (5500 lx, 6500 lx), which meets the design requirements. By comparison, Q1 meets the conditions.

[0074] The results of determining whether each grid point meets the conditions using the above method are shown in Table 1 below:

[0075]

[0076] Grid points Q1~Q9 and Q12, Q15 meet the feasibility requirements. After connecting them directly in one step, Q12 and Q15 do not participate in the area enclosed. The area enclosed by Q1~Q9 can cover the sensor's photosensitive area. Therefore, the final sensor layout area is the area enclosed by grid points Q1~Q9.

[0077] One-step direct connection refers to connecting adjacent grid points vertically or horizontally.

[0078] Example 3

[0079] A light sensor arrangement device for engineering vehicles, comprising:

[0080] The vehicle model building module is used to build the outline model of the target engineering vehicle based on the field of vision area, the size and position information of the obstructed parts of the field of vision.

[0081] The preset installation area selection module is used to determine the preset installation area on the outline model of the target engineering vehicle;

[0082] The grid processing module is used to divide the preset installation area into grids and collect the occlusion angle information at the grid points of each unit grid.

[0083] The feasibility verification module is used to verify the feasibility of each grid point based on the occlusion angle information.

[0084] The sensor placement area determination module is used to determine the final sensor placement area based on the feasibility verification results.

[0085] Example 4

[0086] An automatic low beam control method for engineering vehicles includes the following steps:

[0087] Real-time acquisition of actual measurement values ​​from illumination sensors positioned within the field of view of the target engineering vehicle; wherein the illumination sensors are positioned according to the arrangement method described in Example 1.

[0088] The preset automatic low beam on and automatic low beam off thresholds are corrected based on geographic latitude information;

[0089] The system controls the low beam headlights based on the actual measured values ​​from the light sensor, the corrected automatic low beam on threshold, and the corrected automatic low beam off threshold. When the actual measured values ​​are all less than the corrected automatic low beam on threshold within a preset time, the low beam headlights are turned on; when the actual measured values ​​are all greater than the corrected automatic low beam off threshold within a preset time, the low beam headlights are turned off.

[0090] In this embodiment, the corrected influence coefficient is calculated based on the center point of the photosensitive area of ​​the light sensor.

[0091] In summary, the illumination sensor arrangement method and automatic low beam control method for engineering vehicles of the present invention can quickly determine the accurate placement of sensors during the vehicle design stage, eliminating the need for complex and repeated actual testing, shortening the development cycle, reducing implementation costs, and increasing implementation efficiency. It effectively improves the implementation accuracy of automatic low beam control technology for engineering vehicles, is applicable to engineering vehicles such as excavators and cranes, and is conducive to the intelligent development of the engineering vehicle industry, possessing good versatility and scalability. It can not only calculate the placement area forward but also guide the selection of illumination sensors backward, exhibiting good reversibility. For example, sensors with larger acquisition angles in the XZ and YZ planes can be selected to minimize the impact of obstructions such as crane booms on sensor acquisition.

[0092] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the technical principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A method for arranging light sensors for engineering vehicles, characterized in that, Includes the following steps: Construct a contour model of the target engineering vehicle based on the visual field area, the size and location information of the visual obstruction parts; The sensor's measurement angle information is obtained, the sensor's preset installation area is determined in the contour model, the preset installation area is divided into several unit grids, the occlusion angle information corresponding to the grid point of each unit grid is determined based on the measurement angle information and the contour model, the influence coefficient of each grid point is calculated based on the occlusion angle information, and the influence coefficient is corrected based on the geographical latitude information. Feasibility is verified for each grid point based on the corrected impact coefficient, and the final sensor deployment area is determined based on the distribution of the grid points that pass the feasibility verification.

2. The method for arranging light sensors for engineering vehicles according to claim 1, characterized in that, The occlusion angle information includes: a first occlusion angle and a second occlusion angle; The first occlusion angle is the projection angle of the occluded area of ​​the sensor onto the first projection plane, where the first projection plane is the plane containing the field of view. The second occlusion angle is the projection angle of the occluded area of ​​the sensor onto the second projection plane, which is a vertical plane perpendicular to the field of view.

3. The method for arranging light sensors for engineering vehicles according to claim 2, characterized in that, The method for calculating the affected coefficient is as follows: Where A is the influence coefficient, α1 is the maximum measurement angle of the sensor in the first projection plane, β1 is the maximum measurement angle of the sensor in the second projection plane, α2 is the first occlusion angle, and β2 is the second occlusion angle.

4. The method for arranging light sensors for engineering vehicles according to claim 3, characterized in that, The correction method for the affected coefficient is as follows: Where A' is the corrected influence coefficient, A is the influence coefficient, γ is the correction coefficient, and 1≤γ≤4, the magnitude of the correction coefficient is positively correlated with the magnitude of the geographical latitude.

5. The method for arranging light sensors for engineering vehicles according to claim 1, characterized in that, The method for verifying the feasibility of grid points is as follows: The preset automatic low beam on threshold and preset automatic low beam off threshold are corrected based on the corrected impact factor; The modified automatic low beam activation threshold and the modified automatic low beam deactivation threshold are compared with the preset low beam activation constraint range and the preset low beam deactivation constraint range, respectively. If the modified automatic low beam activation threshold is within the low beam activation constraint light intensity range and the modified automatic low beam deactivation threshold is within the low beam deactivation constraint light intensity range, then the grid point passes the feasibility verification; otherwise, it fails. The calculation formula for correcting the preset automatic low beam on threshold and the preset automatic low beam off threshold is as follows: P1 = X * (1 + A') P2=Y*(1+A') Where P1 is the corrected automatic low beam on threshold, P2 is the corrected automatic low beam off threshold, X is the preset automatic low beam on threshold, Y is the preset automatic low beam off threshold, and A' is the corrected influence coefficient.

6. The method for arranging light sensors for engineering vehicles according to claim 1, characterized in that, The method for determining the final sensor deployment area based on the distribution of grid points that have passed feasibility verification is as follows: All grid points that have passed the feasibility verification are directly connected in one step. If the connected area can cover the photosensitive area of ​​the sensor, the connected area is taken as the final sensor placement area. Otherwise, the preset installation area is re-determined based on the grid points that have passed the feasibility verification. The grid points in the new preset installation area are then verified for feasibility, and the final sensor placement area is determined.

7. The method for arranging light sensors for engineering vehicles according to claim 1, characterized in that, The principle for determining the preset installation area is: it should not obstruct the driver's view and should be within the cleaning range of the windshield wipers of the engineering vehicle.

8. A light sensor arrangement device for engineering vehicles, characterized in that, include: The vehicle model building module is used to build the outline model of the target engineering vehicle based on the field of vision area, the size and position information of the obstructed parts of the field of vision. The preset installation area selection module is used to determine the preset installation area on the outline model of the target engineering vehicle; The grid processing module is used to divide the preset installation area into grids and collect the occlusion angle information at the grid points of each unit grid. The feasibility verification module is used to verify the feasibility of each grid point based on the occlusion angle information. The sensor placement area determination module is used to determine the final sensor placement area based on the feasibility verification results.

9. An automatic low beam control method for engineering vehicles, characterized in that, Includes the following steps: The actual measurement values ​​of the illumination sensors arranged in the field of view of the target engineering vehicle are acquired in real time, wherein the illumination sensors are arranged according to the illumination sensor arrangement method for engineering vehicles as described in any one of claims 1 to 7. The preset automatic low beam on and automatic low beam off thresholds are corrected based on geographic latitude information; The system controls the low beam headlights based on the actual measured values ​​from the light sensor, the corrected automatic low beam on threshold, and the corrected automatic low beam off threshold. When the actual measured values ​​are all less than the corrected automatic low beam on threshold within a preset time, the low beam headlights are turned on; when the actual measured values ​​are all greater than the corrected automatic low beam off threshold within a preset time, the low beam headlights are turned off.

Images