Light control method and apparatus

Abstract

A lighting control method and apparatus. The lighting control method includes: when a first vehicle turns on its headlights, in response to detecting that a second vehicle traveling in front of the first vehicle enters the lighting control range corresponding to the headlights, reducing the brightness of the headlights; after detecting that the second vehicle has entered the lighting control range corresponding to the headlights, in response to detecting that the second vehicle has completely left the lighting control range, obtaining a headlight-on delay in seconds based on the relative speed between the first and second vehicles and the ambient light intensity; and after the headlight-on delay in seconds has elapsed, increasing the brightness of the headlights.

Description

Technical Field

[0001] This invention relates to a vehicle assistance method and apparatus, and more particularly to a strain gauge lighting control method and apparatus. Background Technology

[0002] Vehicle headlights are the primary source of visibility for drivers at night. With the rapid development of Advanced Driver Assistance Systems (ADAS), a wider field of vision has been provided for nighttime driving, significantly reducing the incidence of nighttime accidents and improving driving safety. To avoid glare for other vehicles when using high beams, one existing technology immediately turns off the headlights when a vehicle ahead enters the light control range, and then turns them back on as soon as the vehicle leaves the range. However, if the vehicle ahead repeatedly enters and exits the light control range briefly, it can cause a flickering effect. That is, turning the lights off and then on again quickly creates a flickering effect for the driver's vision. Another existing technology immediately turns off the headlights when a vehicle ahead enters the light control range, and then delays turning them back on after the vehicle leaves the range. However, this approach may not provide sufficient illumination at high speeds, raising concerns about potential traffic hazards. Summary of the Invention

[0003] The present invention provides a lighting control method and device that can dynamically determine the timing of lighting based on relative speed, ensuring anti-flicker effect and providing necessary and sufficient illumination.

[0004] The present invention provides a lighting control method that controls a lighting source through a processor in a first vehicle. The lighting control method includes: when the lighting source is turned on, in response to detecting that a second vehicle traveling in front of the first vehicle enters the lighting control range corresponding to the lighting source, reducing the brightness of the lighting source; after detecting that the second vehicle has entered the lighting control range corresponding to the lighting source, in response to detecting that the second vehicle has completely left the lighting control range, obtaining a lighting delay in seconds based on the relative speed between the first vehicle and the second vehicle and the ambient light intensity; and after the lighting delay in seconds has elapsed, increasing the brightness of the lighting source.

[0005] In one embodiment of the present invention, the above-mentioned method of turning on the lighting source further includes: detecting whether a second vehicle traveling in front of the first vehicle has entered the lighting control range corresponding to the lighting source by means of a sensor, wherein the sensor is a radar or a camera.

[0006] In one embodiment of the present invention, after detecting that the second vehicle has entered the lighting control range corresponding to the lighting source, the method further includes: detecting whether the second vehicle has completely left the lighting control range using a sensor.

[0007] In one embodiment of the present invention, the above response to detecting that the second vehicle has completely left the light control range further includes: obtaining the first speed of the first vehicle from the Controller Area Network (CAN) bus; and obtaining the second speed of the second vehicle from the Advanced Driver Assistance Systems (ADAS).

[0008] In one embodiment of the present invention, the above-mentioned response to detecting that the second vehicle has completely left the control light range further includes: capturing an image of the second vehicle in front of the first vehicle at every sampling time using a camera; obtaining the coordinate information of the region of interest where the second vehicle is located in the image using an advanced driver assistance system; calculating the azimuth difference based on the coordinate information; and calculating the relative speed based on the azimuth difference, the first speed and the second speed.

[0009] In one embodiment of the present invention, the first vehicle stores a strain-enhanced brightness reference table. The method for obtaining the headlight-on delay in seconds based on the relative speed between the first vehicle and the second vehicle and the ambient light intensity includes: querying the strain-enhanced brightness reference table based on the relative speed and ambient light intensity to obtain the headlight-on delay in seconds corresponding to the relative speed and ambient light intensity.

[0010] The present invention provides a lighting control device disposed in a first vehicle to control the lighting source of the first vehicle. The lighting control device includes: a storage device for storing a lighting control program; and a processor coupled to the storage device for executing the lighting control program to implement the steps of the lighting control method.

[0011] Based on the above, this disclosure provides a dynamically adjustable lighting control mechanism that can control a single lighting source. When the vehicle in front leaves the lighting control range, the lights immediately turn on; when the vehicle in front enters the lighting control range, the brightness is adjusted based on the relative speed between the two vehicles. Accordingly, while maintaining anti-flicker effect, the original lighting function of the lighting source can also be preserved. Attached Figure Description

[0012] Figure 1 This is a schematic diagram of a lighting control device according to an embodiment of the present invention.

[0013] Figure 2A and Figure 2B This is a schematic diagram illustrating the adjustment of light source brightness according to the driving route of the vehicle in front, according to an embodiment of the present invention.

[0014] Figure 3 This is a flowchart of a lighting control method according to an embodiment of the present invention.

[0015] Figure 4This is a block diagram of a lighting control device according to an embodiment of the present invention.

[0016] Figure 5 This is a flowchart of a lighting control method according to an embodiment of the present invention.

[0017] Figure 6 This is a schematic diagram of the strain increment curve under ambient light intensity <1000 lux according to an embodiment of the present invention.

[0018] Figure 7 This is a schematic diagram of the strain increment curve under ambient light intensity ≥1000 lux according to an embodiment of the present invention.

[0019] Figure 8 This is a schematic diagram illustrating the adjustment of light source brightness according to the driving route of the vehicle in front, according to an embodiment of the present invention.

[0020] Figure 9 This is a schematic diagram illustrating the adjustment of light source brightness according to the driving route of the vehicle in front, according to an embodiment of the present invention.

[0021] The reference numerals in the attached figures are explained as follows:

[0022] 100: Light control device

[0023] 110: Processor

[0024] 120: Storage

[0025] 130: Light source

[0026] 410: CAN bus

[0027] 420: Advanced Driver Assistance System

[0028] 430: Sensor

[0029] 610, 620, 710, 720: Curves

[0030] R1~R4: Lighting control range

[0031] V1: First Vehicle

[0032] V2: Second vehicle

[0033] V3: Third Vehicle

[0034] S305~S315, S505~S530: Steps Detailed Implementation

[0035] Figure 1 This is a schematic diagram of a lighting control device according to an embodiment of the present invention. Please refer to... Figure 1The lighting control device 100 includes a processor 110 and a memory 120. The lighting control device 100 is disposed in the first vehicle V1 and controls the brightness of the lighting source 130 of the first vehicle V1. The processor 110 is coupled to the memory 120 and the lighting source 130. For example, the processor 110 is connected to the lighting source 130 via a connection interface.

[0036] The processor 110 may be, for example, a central processing unit (CPU), a physical processing unit (PPU), a programmable microprocessor, an embedded control chip, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), or other similar devices.

[0037] The storage device 120 may be implemented using any type of fixed or removable random access memory (RAM), read-only memory (ROM), flash memory, secure digital card, hard disk, or other similar devices or combinations thereof. The storage device 120 stores a lighting control program (including at least one program code segment), which, after being installed, is executed by the processor 110 to perform the lighting control method described later.

[0038] The illumination source 130 is, for example, a light-emitting diode (LED). In one embodiment, the vehicle includes two headlamps, mounted on either side of the front of the vehicle, which are illumination devices used to generate directional beams of light in the direction of travel. Each headlamp includes multiple illumination sources 130, and each illumination source 130 has a controllable illumination range. Here, the illumination range of the illumination source 130 can be considered as the controllable illumination range. The headlamps can be implemented, for example, using an Adaptive Driving Beam (ADB) headlamp.

[0039] In addition, the lighting control device 100 can also be used in any real-time lighting control mechanism with object detection as input.

[0040] Figure 2A and Figure 2BThis is a schematic diagram illustrating the adjustment of light source brightness according to the driving route of a preceding vehicle, according to an embodiment of the present invention. In this embodiment, the lighting control device 100 is installed in a first vehicle (the vehicle itself) V1. The lighting source 130 has a corresponding lighting control range R1. Here, for ease of explanation, only one lighting source 130 is shown; however, this is not a limitation, and the first vehicle V1 may include 2, 3, or more lighting sources 130.

[0041] exist Figure 2A In the process, the first vehicle V1 turns on its headlight source 130 while driving. At this time, there are no other vehicles within the control range R1 corresponding to the headlight source 130. Therefore, the headlight control device 100 controls the brightness of the headlight source 130 to a first brightness level. Figure 2B When the second vehicle V2, traveling in front of the first vehicle V1, enters the lighting control range R1 corresponding to the lighting source 130, the lighting control device 100 controls the brightness of the lighting source 130 to a second brightness. The second brightness is less than the first brightness.

[0042] bottom pairing Figure 1 , Figure 2A and Figure 2B This will explain the steps involved in controlling the lights. Figure 3 This is a flowchart of a lighting control method according to an embodiment of the present invention. Please refer to... Figure 3 In step S305, when the first vehicle V1 turns on the lighting source 130 (e.g.) Figure 2A As shown), in response to detecting that a second vehicle V2 traveling in front of the first vehicle V1 enters the lighting control range R1 corresponding to the lighting source 130 (as shown), Figure 2B As shown, the brightness of the lighting source 130 is reduced. For example, the brightness of the lighting source 130 is reduced from a first brightness to a second brightness. For example, in one embodiment, the first brightness is set to 2000 lux and the second brightness is set to 500 lux. In another embodiment, the second brightness can also be set to 0 lux, that is, when a vehicle is detected entering the lighting control range R1, the lighting source 130 is turned off.

[0043] Next, in step S310, after detecting that the second vehicle V2 has entered the lighting control range R1 corresponding to the lighting source 130, in response to detecting that the second vehicle V2 has completely left the lighting control range R1, the number of seconds of the light-on delay is obtained based on the relative speed between the first vehicle V1 and the second vehicle V2 and the ambient light brightness.

[0044] Then, in step S315, after the headlight-on delay time has elapsed, the brightness of the lighting source 130 is increased. For example, assuming the headlight-on delay time is 2 seconds, the brightness of the lighting source 130 is increased only after 2 seconds have elapsed since the second vehicle V2 has completely left the headlight control range R1.

[0045] Figure 4 This is a block diagram of a lighting control device according to an embodiment of the present invention. This embodiment is... Figure 1 This is one application example. Please refer to... Figure 4 The lighting control device 100 includes a processor 110, a storage device 120, a Controller Area Network (CAN) bus 410, an Advanced Driver Assistance Systems (ADAS) system 420, and a sensor 430. In other embodiments, the Controller Area Network (CAN) bus 410, the Advanced Driver Assistance Systems (ADAS) system 420, and the sensor 430 may not be included in the lighting control device 100.

[0046] Controller Area Network (CAN) is a vehicle bus standard designed to enable efficient communication between electronic control units (ECUs). Many devices (parts) can connect to the CAN bus 410, ranging from complex ECUs to simple input / output devices. The processor 110 can obtain the first speed of the first vehicle V1 in its current driving state via the CAN bus 410.

[0047] The advanced driver assistance system 420 provides information such as the vehicle's status and changes in the external driving environment. The execution principle of the advanced driver assistance system 420 can be divided into: the sensing element (or sensor 430) detects the environment and transmits the information to the microcontroller for analysis, and finally executes actions such as acceleration, braking, and steering. The processor 110 obtains the second speed of the second vehicle V2 under its current driving state through the advanced driver assistance system 420.

[0048] Sensor 430 is used to detect whether a vehicle (e.g., a second vehicle V2) traveling in front of the first vehicle V1 enters or leaves the automatic light control range R1. Sensor 430 can be, for example, a camera, used to capture image sequences, which are then used in conjunction with image recognition technology to determine the driving status of the vehicle in front of the first vehicle V1. Alternatively, sensor 430 can also be implemented using radar.

[0049] Figure 5 This is a flowchart of a lighting control method according to an embodiment of the present invention. Please refer to... Figure 5In step S505, the first vehicle V1 turns on the lighting source 130. For example, the driver of the first vehicle V1 presses the corresponding button on the control panel to turn on the lighting source 130. Alternatively, if the ambient light is below a certain preset value, the lighting source 130 can be turned on directly. Or, the lighting source 130 can be turned on directly at a preset time (e.g., 5 PM every day).

[0050] Next, in step S510, it is determined whether the second vehicle V2 ahead has entered the lighting control range R1 of the lighting source 130. For example, while driving the lighting source 130 to turn on, the sensor 430 is driven to capture an image sequence for the processor 110 to determine whether the second vehicle V2 has entered the lighting control range R1. In response to determining that the second vehicle V2 has entered the lighting control range R1, in step S515, the processor 110 reduces the brightness of the lighting source 130. Here, the brightness of the lighting source 130 can be gradually reduced to a preset brightness, or the brightness of the lighting source 130 can be immediately adjusted to the preset brightness.

[0051] After reducing the brightness of the lighting source 130, if the second vehicle V2 is within the lighting control range R1, in step S520, it is determined whether the second vehicle V2 has completely left the lighting control range R1. For example, the processor 110 continuously drives the sensor 430 to capture image sequences for the processor 110 to determine whether the second vehicle V2 has completely left the lighting control range R1.

[0052] Upon determining that the second vehicle V2 has completely left the light control range R1, in step S525, the number of seconds for the lights to turn on is obtained based on the relative speed between the first vehicle V1 and the second vehicle V2, as well as the ambient light intensity. Then, in step S530, after the specified number of seconds, the brightness of the lighting source 130 is increased. When the relative speeds of the two vehicles are relatively close, less compensation is needed to reduce flickering; however, when the relative speeds differ significantly, the flickering effect must be minimized. Therefore, the smaller the relative speed, the shorter the number of seconds for the lights to turn on; the greater the relative speed, the longer the number of seconds.

[0053] In one embodiment, when it is determined that the second vehicle V2 has completely left the light control range R1, the processor 110 obtains the first speed v (km / h) of the first vehicle V1 from the CAN bus 410, and obtains the second speed v of the second vehicle V2 from the advanced driver assistance system 420. n (km / h). Then, the relative speed is calculated based on the first speed and the second speed.

[0054] In one embodiment, an image including the second vehicle V2 is captured by a camera at sampling intervals in front of the first vehicle V1. When the sensor 430 is implemented using a camera, the sensor 430 can directly capture the image including the second vehicle V2 in front of the first vehicle V1 at sampling intervals. Next, the advanced driver assistance system 420 obtains the coordinate information of the region of interest (ROI) where the second vehicle V2 is located in the image. For example, a bounding box is used to select the ROI, and the coordinates of the four corners of the bounding box are used as the coordinate information of the ROI. The coordinate information includes the coordinates of the top left corner, top right corner, bottom left corner, and bottom right corner of the bounding box, which correspond sequentially to (x1, y1), (x2, y2), (x3, y3), and (x4, y4). Then, the azimuth difference is calculated based on the coordinate information. The horizontal distance d is calculated using the above coordinate information. x (Unit: meters) and longitudinal distance d y (Unit: meters), azimuth difference θ = tan -1 (d x ,d- y ).

[0055] Then, based on the azimuth angle difference θ, the first velocity v, and the second velocity v n Calculate the relative velocity. Here, relative velocity includes the longitudinal (i.e., the direction of travel of the first vehicle V1) relative velocity v. rh (km / h) and lateral relative velocity v rv (km / h), the calculation methods are shown in formulas (1) and (2) respectively:

[0056] v rh = v × cos(θ) - v n × cos(θ) (1)

[0057] v rv = v × sin(θ) - v n × sin (θ) (2)

[0058] For example, suppose the first speed v is 58 km / h, and the second speed v n The speed is 59 km / h, and the horizontal distance is d. x The longitudinal distance is 10 meters. y Given a distance of 3 meters and an azimuth difference θ of 16.7 degrees, the longitudinal relative vehicle speed v is calculated. rh Lateral relative velocity v rv The values ​​are -0.96 and -0.29 respectively. The negative sign indicates that the first speed is slower than the second speed.

[0059] In this embodiment, the headlight delay in seconds can be obtained using only the lateral relative velocity. In one embodiment, a strain-based brightness comparison table is stored in the first vehicle V1. The processor 110 uses relative velocity (e.g., lateral relative velocity v) as the basis for determining the headlight delay in seconds. rv The ambient light level can be used to look up the strain-based light enhancement table to obtain the corresponding light-on delay in seconds. For example, Table 1 shows an example of a strain-based light enhancement table. The light-on delay in seconds will vary depending on the ambient light level. In cases of high ambient light, the light-on delay in seconds τ is relatively high.

[0060] Table 1

[0061]

[0062] The adaptive headlight delay table determines the time range for delaying headlight activation based on existing regulations. For example, the EU ECE R48 regulations on the installation of lights stipulate that in ambient light levels <1000 lux, the vehicle's headlights (low beam) must be turned on within 2 seconds; in ambient light levels >7000 lux, the headlights (low beam) must automatically turn off within 5 to 300 seconds. Furthermore, based on SAE J3069, when a sensor detects a vehicle ahead and must perform partial dimming or extinguishing, the reaction time for extinguishing the light must be ≤2.5 seconds. Therefore, the time range for delaying headlight activation is set as follows: in ambient light levels <1000 lux, the minimum delay is 0.1 seconds, and the maximum delay is τ. -max The minimum delay time for turning on the lights is 1.5 seconds; τ is the minimum delay time for turning on the lights when the ambient light level is ≥1000 lux. min The maximum delay for turning on the lights is 0.5 seconds, and the maximum delay for turning on the lights is 3 seconds.

[0063] To illustrate this in an extreme scenario, assuming the car in front crosses approximately two lanes (about 6 meters) in one second, ignoring longitudinal movement, its lateral relative speed is approximately 20 km / h, i.e., the maximum relative speed v. max = 20km / h. And assuming the vehicle in front and this vehicle are traveling at the same speed, that is, the minimum relative speed v min =0km / h. Under ambient light conditions <1000 lux, with τ -max =1.5, τ min =0.1, v max =20km / h, v min =0km / h, the maximum adaptive anti-flicker coefficient μ is obtained using the following formulas (3) and (4). max With minimum adaptive anti-flicker coefficient μ min :

[0064]

[0065]

[0066] In addition, the maximum relative vehicle speed v used on different road sections such as urban roads and highways is... max It will also be different. For example, the maximum speed limit for vehicles driving on urban roads is lower, so the maximum relative speed v used will be different. max The speed limit is relatively low, for example, 5 km / h. However, the maximum speed limit on highways is much higher, therefore the maximum relative speed v used is... max The maximum speed limit is relatively high, for example, 20 km / h. Furthermore, different countries and regions have different maximum speed limits, which can be adjusted accordingly.

[0067] To obtain the maximum adaptive anti-flicker coefficient μ max With minimum adaptive anti-flicker coefficient μ min Then, based on the maximum adaptive anti-flicker coefficient μ max With minimum relative velocity v min and the minimum adaptive anti-flicker coefficient μ min With maximum relative velocity v max By establishing the equation of the straight line, we can obtain v. min ~v max The adaptive anti-flicker coefficients correspond to multiple relative velocities. Furthermore, they can be based on the maximum relative velocity v. max With maximum delay in seconds τ -max and minimum relative velocity v min With minimum delay in seconds τ min By establishing another equation for the straight line, we can obtain v. min ~v max The number of seconds that the lights turn on corresponds to the various relative speeds between them.

[0068] Figure 6 This is a schematic diagram of the strain increment curve under ambient light conditions of <1000 lux according to an embodiment of the present invention. Please refer to... Figure 6 In this embodiment, based on the maximum adaptive anti-flicker coefficient μ max =1 and minimum adaptive anti-flicker coefficient μ min =0 yields curve 610, based on the maximum delay in seconds τ. -max =1.5, and the minimum delay in seconds τ min =0.1 to obtain curve 620. Based on curve 620, the lighting delay τ corresponding to multiple lateral relative velocities can be obtained as shown in Table 1 under ambient light intensity <1000 lux.

[0069] Figure 7This is a schematic diagram of the strain increment curve under ambient light intensity ≥1000 lux according to an embodiment of the present invention. Please refer to... Figure 7 In this embodiment, based on the maximum adaptive anti-flicker coefficient μ max =1 and minimum adaptive anti-flicker coefficient μ min =0 yields curve 710, based on the maximum delay in seconds τ. -max =3.0, and the minimum delay in seconds τ min =0.5 to obtain curve 720. Based on curve 720, the lighting delay τ corresponding to multiple lateral relative velocities can be obtained as shown in Table 1 under ambient light intensity ≥1000 lux.

[0070] Figure 6 and Figure 7 The X-axis represents relative velocity; for example, the lateral relative velocity v. rv ,pass Figure 6 and Figure 7 The strain enhancement comparison table shown in Table 1 can be obtained.

[0071] In other embodiments, curves 610 and 710 can also be used directly to obtain the adaptive anti-flicker coefficient μ corresponding to multiple lateral relative velocities. This is done after obtaining the lateral relative vehicle speed |v... rv |Then, the current lateral relative vehicle speed|v rv The corresponding adaptive anti-flicker coefficient μ is substituted into the calculation formula to calculate the instantaneous light-on delay in seconds τ.

[0072] Figure 8 This is a schematic diagram illustrating the adjustment of light source brightness according to the driving route of the vehicle in front, according to an embodiment of the present invention. Please refer to... Figure 8 In this embodiment, the first vehicle V1 is described with four lighting sources 130. The four lighting sources 130 correspond to lighting control ranges R1 to R4, respectively. Figure 8 In the illustrated embodiment, the second vehicle V1 enters the lighting control ranges R1 and R2. In response, the brightness of the two lighting sources 130 corresponding to the lighting control ranges R1 and R2 is reduced, while the brightness of the two lighting sources 130 corresponding to the lighting control ranges R3 and R4 is not adjusted.

[0073] Figure 9 This is a schematic diagram illustrating the adjustment of light source brightness according to the driving route of the vehicle in front, according to an embodiment of the present invention. Please refer to... Figure 9 In this embodiment, the first vehicle V1 is described with four lighting sources 130. The four lighting sources 130 correspond to lighting control ranges R1 to R4, respectively. Figure 9In the illustrated embodiment, a second vehicle V2 and a third vehicle V3 are located in front of a first vehicle V1. The second vehicle V2 enters the lighting control range R2, and the third vehicle V3 enters the lighting control range R1. In response, the brightness of the two lighting sources 130 corresponding to lighting control ranges R1 and R2 is reduced, while the brightness of the two lighting sources 130 corresponding to lighting control ranges R3 and R4 is not adjusted.

[0074] In summary, this disclosure provides a dynamically adjustable lighting control mechanism that can control a single lighting source. When a vehicle ahead enters the lighting control range of each light source, the light is immediately reduced or extinguished. When the vehicle ahead leaves the lighting control range, the light is increased based on the relative speed between the two vehicles. Accordingly, while ensuring anti-flickering effects, the original lighting function of the lighting source can be maintained. The timing of the increased light can be dynamically adjusted according to the speed of the vehicle ahead. That is, after the vehicle ahead leaves the lighting control range at a relatively fast speed, a longer delay is required before increasing the light; after the vehicle ahead leaves the lighting control range at a relatively slow speed, a shorter delay is required before increasing the light.

[0075] This disclosure eliminates the need for complex algorithms; it uses only mathematical formulas to obtain a strain-based brightness enhancement table, enabling smooth control of brightness changes and preventing flickering. Therefore, this disclosure achieves its purpose without the need for complex digital signal processing (DSP) noise reduction algorithms such as Fourier transforms. The pre-calculated strain-based brightness enhancement table is stored and can be applied to all real-time systems without the need for buffers to store real-time data and perform calculations, or for vehicle trajectory analysis and noise reduction. This saves subsequent calculation time and allows for rapid determination of the headlight-on delay in seconds.

Claims

1. A method for controlling a lighting source, wherein a processor in a first vehicle controls a lighting source, the method comprising: When the lighting source is turned on, in response to detecting that a second vehicle traveling in front of the first vehicle enters the lighting control range corresponding to the lighting source, the brightness of the lighting source is reduced. After detecting that the second vehicle has entered the lighting control range corresponding to the lighting source, and in response to detecting that the second vehicle has completely left the lighting control range, a headlight-on delay in seconds is obtained based on a relative speed between the first vehicle and the second vehicle and an ambient light level; and After the specified number of seconds of light-on delay, the brightness of the light source is increased.

2. The lighting control method as described in claim 1, further comprising, when the lighting source is turned on: A sensor is used to detect whether a second vehicle traveling in front of the first vehicle has entered the lighting control range corresponding to the lighting source, wherein the sensor is a radar or a camera.

3. The lighting control method as described in claim 2, further comprising, after detecting that the second vehicle has entered the lighting control range corresponding to the lighting source: The sensor is used to detect whether the second vehicle has completely left the range of the light control.

4. The light control method as claimed in claim 1, wherein in response to detecting that the second vehicle has completely left the light control range, it further comprises: A first speed of the first vehicle is obtained from a controller area network bus; as well as The second vehicle obtains a second speed from an advanced driver assistance system.

5. The light control method of claim 4, wherein in response to detecting that the second vehicle has completely left the light control range, it further comprises: A camera captures an image of the second vehicle in front of the first vehicle at sampling intervals. The advanced driver assistance system obtains the coordinate information of a region of interest in the image where the second vehicle is located. Calculate the azimuth difference based on this coordinate information; as well as The relative velocity is calculated based on the azimuth difference, the first velocity, and the second velocity.

6. The lighting control method as described in claim 1, wherein the first vehicle stores a strain-based light enhancement reference table, and obtaining the lighting delay in seconds based on the relative speed between the first vehicle and the second vehicle and the ambient light intensity includes: Based on the relative speed and the ambient light intensity, the strain-enhanced light comparison table is consulted to obtain the number of seconds of light-on delay corresponding to the relative speed and the ambient light intensity.

7. A lighting control device, disposed in a first vehicle to control a lighting source of the first vehicle, the lighting control device comprising: One memory device stores a lighting control program; as well as A processor, coupled to the memory, is used to execute the light control program to: When the lighting source is turned on, in response to detecting that a second vehicle traveling in front of the first vehicle enters the lighting control range corresponding to the lighting source, the brightness of the lighting source is reduced. When the second vehicle enters the lighting control range corresponding to the lighting source and the lighting source is turned off, in response to detecting that the second vehicle has completely left the lighting control range, a lighting delay in seconds is obtained based on a relative speed between the first vehicle and the second vehicle and an ambient light level; and After the specified number of seconds of light-on delay, the brightness of the light source is increased.

8. The lighting control device as claimed in claim 7, wherein when the lighting source is turned on, the processor is configured to: A sensor is used to detect whether a second vehicle traveling in front of the first vehicle has entered the lighting control range corresponding to the lighting source, wherein the sensor is a radar or a camera.

9. The lighting control device of claim 8, wherein after detecting that the second vehicle has entered the lighting control range corresponding to the lighting source, the processor is configured to: The sensor is used to detect whether the second vehicle has completely left the range of the light control.

10. The lighting control device of claim 7, wherein in response to detecting that the second vehicle has completely left the lighting control range, the processor is configured to: A first speed of the first vehicle is obtained from a controller area network; and The second vehicle obtains a second speed from an advanced driver assistance system.

11. The lighting control device of claim 10, wherein in response to detecting that the second vehicle has completely left the lighting control range, the processor is configured to: A camera captures an image of the second vehicle in front of the first vehicle at sampling intervals. The advanced driver assistance system obtains the coordinate information of a region of interest in the image where the second vehicle is located. Calculate the azimuth difference based on this coordinate information; The relative velocity is calculated based on the azimuth difference, the first velocity, and the second velocity.

12. The lighting control device of claim 7, wherein the first vehicle stores a lookup table, and the processor is configured to: Based on the relative speed and the ambient light intensity, the lookup table is consulted to obtain the number of seconds of light-on delay corresponding to the relative speed and the ambient light intensity.

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