Vehicle light control method and vehicle

Abstract

This invention provides a vehicle headlight control method and a vehicle. The headlight control method includes: acquiring phase characteristic parameters of atmospheric particulate matter behind the vehicle; determining the phase of the atmospheric particulate matter based on the phase characteristic parameters, where the phase includes liquid and solid phases, liquid phases include fog and rain, and solid phases include snow and dust; and controlling the rear combination lights to switch to the spectral mode corresponding to the determined phase. In this invention, the phase of the particulate matter is determined based on the phase characteristic parameters, and then the rear combination lights are controlled to switch to the spectral mode corresponding to that phase. Therefore, the rear combination lights can actively adjust their output spectrum according to the phase of the particulate matter in the actual environment, thus maintaining an effective signal warning function in various adverse environments. Through the closed-loop control logic of "sensing-determining-switching," the rear combination lights have the ability to actively adjust according to environmental changes, improving driving safety in complex weather conditions.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and more particularly to a vehicle lighting control method and a vehicle. Background Technology

[0002] Rear combination lights are important signaling devices at the rear of a vehicle, used to transmit signals such as braking and turning to vehicles behind. Existing rear combination lights typically use fixed wavelength light sources; for example, rear fog lights often use 620nm~635nm red light, and rear turn signals often use 590nm amber light.

[0003] However, a single fixed wavelength cannot adapt to harsh, multi-phase environments. In dense fog, red light in the 620nm~635nm range experiences severe backscattering, obscuring the outline of the vehicle in front; in heavy snow, red light is largely absorbed by ice crystals, causing a sharp decrease in brightness; in dust storms, red light is submerged by yellowish-brown dust particles, resulting in a loss of environmental contrast. Furthermore, different environments present conflicting requirements for optical systems. For example, red light has better penetration in fog but the lowest visibility in snow. The fixed amber light source for rear turn signals also presents a risk: silica particles in dust strongly absorb and scatter the 590nm wavelength, easily causing the turn signals to become invisible.

[0004] The aforementioned issues cause the rear combination lights to malfunction in complex weather conditions, significantly increasing the risk of rear-end collisions. Summary of the Invention

[0005] This invention provides a vehicle lighting control method and vehicle that can solve the problems that a single fixed wavelength cannot adapt to multi-phase harsh environments and the conflicting requirements of different harsh environments on the optical system, thereby reducing the risk of warning failure of the rear combination lights in complex weather conditions.

[0006] The vehicle light control method provided in this embodiment of the invention includes: Acquire phase characteristic parameters of atmospheric particulate matter behind the vehicle; The phase state of atmospheric particulate matter is determined based on the phase state characteristic parameters. The phase state includes liquid phase state and solid phase state. The liquid phase state includes fog state and rain state. The solid phase state includes snow state and dust state. Based on the determined phase state, the control unit switches the combined lamp to the spectral mode corresponding to the phase state.

[0007] The vehicle provided in the embodiments of the present invention includes a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the program, it implements the vehicle lighting control method as described in any embodiment of the present invention.

[0008] In this embodiment of the invention, by acquiring the phase characteristic parameters of atmospheric particulate matter behind the vehicle and determining the phase of the particulate matter, including liquid and solid phases, based on these parameters, the rear combination lights are controlled to switch to the spectral mode corresponding to that phase. Thus, the rear combination lights can actively adjust their output spectrum according to the phase of particulate matter in the actual environment, rather than passively using a fixed wavelength, thereby maintaining an effective signal warning function in various harsh environments. By further distinguishing the liquid phase into fog and rain, and the solid phase into snow and dust, and switching to the corresponding spectral modes, the rear combination lights can select the optimal optical response strategy for the physical characteristics of different phases, avoiding the contradiction that a "one-size-fits-all" fixed solution performs best in some environments but fails in others. Through the closed-loop control logic of "sensing-determining-switching," the rear combination lights have the ability to actively adjust according to environmental changes, improving driving safety in complex weather conditions. Attached Figure Description

[0009] To more clearly illustrate the technical solution of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0010] Figure 1 This is a flowchart illustrating a vehicle headlight control method provided in an embodiment of the present invention; Figure 2a This is a schematic diagram of a vehicle lighting control system provided in an embodiment of the present invention; Figure 2b This is an example diagram of a vehicle headlight control method provided in an embodiment of the present invention; Figure 3 This is a schematic diagram of a vehicle lighting control device provided in an embodiment of the present invention; Figure 4 This is a structural schematic diagram of a vehicle provided in an embodiment of the present invention. Detailed Implementation

[0011] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. 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 should fall within the scope of protection of the present invention.

[0012] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0013] Figure 1 This is a schematic flowchart of a vehicle headlight control method provided in an embodiment of the present invention. The vehicle headlight control method provided in this embodiment is applicable to scenarios where the rear combination lights of a vehicle are controlled under various weather conditions. This headlight control method can be executed by a headlight control device provided in this embodiment, which can be implemented using software and / or hardware. In a specific embodiment, this device can be integrated into the vehicle. The following embodiment uses the integration of the headlight control device into a vehicle as an example for illustration. See also... Figure 1 The vehicle headlight control method of this embodiment may include the following steps: Step 101: Obtain the phase characteristic parameters of atmospheric particulate matter behind the vehicle.

[0014] Atmospheric particulate matter refers to liquid or solid particulate matter suspended in the atmosphere behind the rear combination lights during vehicle operation. Specifically, this includes, but is not limited to: tiny fog droplets (liquid spherical particles, 1μm–8μm in diameter) in foggy conditions, raindrops (liquid spherical particles, 500μm or larger, such as 800μm–1500μm) in rainy conditions, snowflakes (solid non-spherical particles, 1000μm–2500μm in diameter) in snowy conditions, and dust particles (solid non-spherical particles, mainly composed of silica, 20μm–80μm in diameter) in dusty conditions. The area behind the vehicle refers to the external space within a certain distance behind the rear combination lights, and the optical characteristics of atmospheric particulate matter within this range directly affect the propagation and recognition effectiveness of the rear combination light signal.

[0015] Phase characteristic parameters refer to detectable indicators that reflect the physical morphology and optical properties of atmospheric particulate matter. They are used to distinguish whether particulate matter belongs to the liquid phase or the solid phase, and to further distinguish between fog and rain in the liquid phase, and snow and dust in the solid phase.

[0016] In specific implementation, the phase characteristic parameters may include at least one of the following four indicators: (1) Depolarization Ratio (Dp): This refers to the ratio of the vertically polarized component to the parallelly polarized component in the echo signal received by the lidar. Spherical particles (liquid) have a very weak depolarization effect on polarized light, with a low depolarization ratio, typically ranging from 0.02 to 0.08; non-spherical particles (solid) have a significant depolarization effect on polarized light, with a high depolarization ratio, typically ranging from 0.30 to 0.50. Therefore, the depolarization ratio is the core parameter for distinguishing between liquid and solid phases.

[0017] (2) Particle size (d): refers to the equivalent diameter of atmospheric particulate matter, which can be calculated by the echo intensity ratio of a dual-wavelength lidar. Particulate matter in different phases has different particle size distribution ranges: fog droplets are usually less than 20 μm; raindrops are usually above 500 μm; snowflakes are usually between 1000 μm and 2500 μm; and dust is usually between 20 μm and 80 μm. Particle size can be used to further distinguish different subclasses within the same phase.

[0018] (3) Ambient temperature (T): refers to the atmospheric temperature of the external environment in which the vehicle is located, used to help distinguish between snow and dust. When the particulate matter is determined to be in a solid phase, if the ambient temperature is below the freezing temperature threshold (such as 0℃), it is determined to be in the snow phase; if it is above the threshold, it is determined to be in the dust phase.

[0019] (4) Backscattering coefficient (β): refers to the proportion of the intensity of the incident light wave that is scattered back to the original incident direction on the propagation medium or target surface. In a dusty environment, the concentration of dust particles is high, and the backscattering coefficient will show an abnormally high value, which can be used to help distinguish the dust state from other phase states.

[0020] The combined use of the above four indicators can enable accurate identification of four typical severe weather phases: fog, rain, snow, and sandstorm.

[0021] In other words, during vehicle operation, the physical and optical properties of atmospheric particulate matter in the external space behind the vehicle are collected in real time by sensing devices installed on the vehicle (such as dual-wavelength lidar and temperature and humidity sensors installed on the top of the rear of the vehicle). The collected raw signals are then processed and calculated to convert them into characteristic parameter values ​​such as depolarization ratio, particle size, ambient temperature and backscattering coefficient that can be used for phase determination.

[0022] By acquiring the aforementioned phase characteristic parameters, this invention can autonomously identify the phase state of particulate matter in the current environment of a vehicle without relying on weather forecasts or external communication. This provides accurate and real-time input information for subsequent adaptive spectral switching, thereby ensuring that the rear combination lights can output the most effective light signal under various adverse weather conditions.

[0023] Step 102: Determine the phase state of atmospheric particulate matter based on phase state characteristic parameters. The phase state includes liquid phase state and solid phase state. Liquid phase state includes fog state and rain state, and solid phase state includes snow state and dust state.

[0024] The term "phase" in this invention refers to the physical state of suspended particulate matter in the atmosphere. Depending on whether the particulate matter is liquid or solid, phases include liquid phases and solid phases. Liquid phases refer to atmospheric particulate matter existing in a liquid state, specifically including fog and rain; solid phases refer to atmospheric particulate matter existing in a solid state, specifically including snow and dust.

[0025] Fog refers to an atmospheric environment in which a large number of tiny water droplets (fog droplets) are suspended. Fog droplets are liquid spherical particles that maintain the polarization of polarized light, have a low depolarization ratio (typically 0.02–0.08), and are typically less than 20 μm in size. In a foggy environment, light of different wavelengths exhibits different scattering characteristics.

[0026] Rainy conditions refer to an atmospheric environment in which a large number of raindrops fall. Raindrops are liquid spherical particles with low depolarization ratios (typically 0.02–0.08) and particle sizes typically exceeding 500 μm (typically 800 μm–1500 μm). In rainy conditions, the attenuation of light by raindrops is mainly through scattering and absorption, while longer wavelengths of light have relatively good penetrability.

[0027] Snowy conditions refer to an atmospheric environment in which a large number of snowflakes fall. Snowflakes are solid, non-spherical particles that have a significant depolarization effect on polarized light, with a high depolarization ratio (typically 0.30–0.50), and a particle size typically ranging from 1000 μm to 2500 μm. In snowy conditions, the snow background is bright, resulting in insufficient contrast between red signals and the background, and red light is easily absorbed by ice crystals.

[0028] Dust state refers to an environment in which a large number of dust particles are suspended in the atmosphere. Dust particles are solid, non-spherical particles, mainly composed of silica, with a high depolarization ratio (typically 0.30–0.50), and a particle size of 20 μm–80 μm. In a dust state environment, dust particles exhibit strong absorption and scattering of red and amber light, resulting in severe signal attenuation in the corresponding wavelength bands.

[0029] In other words, the acquired phase characteristic parameters (including depolarization ratio, particle size, ambient temperature and backscattering coefficient) are used as the basis for judgment. The above parameters are comprehensively analyzed and compared through the preset judgment logic, so as to identify which of the following states the atmospheric particulate matter behind the vehicle belongs to: fog, rain, snow, or dust, or determine it as a normal weather state that does not belong to the above four severe phase states.

[0030] The above determination is based on the depolarization ratio to distinguish between liquid and solid phases, and then further distinguishes different subclasses within the same phase (fog / rain, snow / dust) by particle size. This is supplemented by a comprehensive judgment process that uses temperature and backscattering coefficient for verification and correction. The aim is to accurately identify the current environmental conditions so that differentiated spectral switching strategies can be implemented for different phases.

[0031] By comprehensively determining four characteristic parameters—depolarization ratio, particle size, ambient temperature, and backscattering coefficient—this invention can accurately identify four typical severe weather phases: fog, rain, snow, and dust storms. Compared to the crude judgment methods of existing technologies that rely on only a single sensor (such as detecting only rainfall or only humidity), the multi-parameter comprehensive judgment method of this invention can effectively distinguish different phases, especially snow and dust storms with similar depolarization ratios (both are solid non-spherical particles with high depolarization ratios). This avoids spectral strategy mismatch caused by misjudgment and provides accurate phase input for subsequent adaptive spectral switching.

[0032] Step 103: Based on the determined phase state, control the subsequent combination lamps to switch to the spectral mode corresponding to that phase state.

[0033] Rear combination lights are a set of lights installed at the rear of a vehicle to convey driving intentions and warning signals to vehicles behind. Rear combination lights include at least rear fog lights and rear turn signals. Rear fog lights are used to provide warning signals to vehicles behind in low-visibility weather conditions such as rain, fog, snow, and sandstorms; rear turn signals are used to convey the vehicle's driving intentions, such as turning or changing lanes, to vehicles behind.

[0034] In one specific embodiment of the present invention, the rear combination lamp may further include one or more of brake lights, reversing lights, and position lights. The rear fog lights and rear turn lights are the core control objects of the present invention.

[0035] The rear combination light uses a multi-chip LED light source, integrating multiple LED chips that generate different peak wavelengths. Preferably, the rear combination light integrates light sources with peak wavelengths located in four bands: 525nm-535nm (emerald green), 580nm-595nm (amber), 635nm (standard red), and 650nm-670nm (deep red), to meet the spectral switching requirements under different phase states.

[0036] A spectral mode refers to the light output scheme of the rear fog lights and / or rear turn signals in a specific phase of the rear combination lamps. Specifically, it includes the combination configuration of the peak wavelength, output power, and illumination mode (continuous illumination or pulsed flashing) of the light source. Different phases correspond to different spectral modes, and the parameter configuration of each mode is optimized according to the light propagation characteristics and human visual recognition characteristics under that phase.

[0037] In this invention, the spectral modes include, but are not limited to, the following five: (1) Fog spectral mode (corresponding to strategy A): The peak wavelength of the rear fog light is shifted to the 650nm~670nm deep red band, and the output power is reduced by a preset ratio (preferably reduced by 30%); the rear turn signal is maintained in the 580nm~595nm amber band, and the output power is increased by a preset ratio (preferably increased by 30%) to enhance the visibility of the outline in the fog.

[0038] (2) Rain Spectrum Mode (corresponding to Strategy B): The peak wavelength of the rear fog light is shifted to the 650nm-670nm deep red band, and the output power is increased by a preset ratio (preferably by 30%). The penetration is improved by utilizing the characteristic of long-wave red light having low scattering loss in the rain curtain; the rear turn signal is maintained in the 580nm-595nm amber band, and the output power is increased by a preset ratio (preferably by 30%) to resist rain scattering and road surface reflection interference.

[0039] (3) Snow Spectrum Mode (corresponding to Strategy C): The peak wavelength of the rear fog lights is shifted to the 650nm-670nm deep red band and flashes in pulse mode (preferably flashing frequency 8Hz-12Hz, more preferably 10Hz) to break the visual assimilation effect of the snow background; the rear turn signals maintain the 580nm-595nm amber band and increase the output power by a preset ratio (preferably by 30%) to enhance the color contrast with the white snow background.

[0040] (4) Dust-induced spectral mode (corresponding to strategy D): The rear fog lights use the 650nm~670nm deep red band as the main light source, superimposed with the 525nm~535nm emerald green band as the auxiliary light source (the power of the auxiliary light source does not exceed 30% of the power of the main light source) to compensate for the strong absorption and attenuation of red light by dust; the rear turn signals use 580nm~595nm amber light and 525nm~535nm emerald green light to flash alternately (the alternation frequency is the same for both, and the brightness of the emerald green light does not exceed 50% of the brightness of the amber light) to avoid the attenuation of the amber band by dust and avoid signal invisibility.

[0041] (5) Standard mode (corresponding to strategy E, sunny / light rain): The rear fog lights maintain a standard 635nm red light, the rear turn signals maintain a standard 580nm~595nm amber light, the output power is the normal setting value, and they are continuously lit.

[0042] In other words, after accurately determining the phase state of atmospheric particulate matter, the central control unit (ECU) generates a corresponding spectral mode control command based on the determination result and sends the command to the rear combination lamp execution module via the vehicle CAN bus. The rear combination lamp execution module drives the multi-chip LED light source and / or MEMS deformable reflector to switch the peak wavelength, output power and lighting mode of the rear fog lights and / or rear turn lights from the current state to the target spectral mode that matches the determined phase state.

[0043] The switching is not limited to adjusting a single parameter, but includes one or more combinations of adjustments such as shifting the peak wavelength (e.g., from 635nm to 650nm), increasing or decreasing the output power, switching the lighting mode from continuous lighting to pulsed flashing, and switching monochromatic light output to multicolor light superposition or alternating output.

[0044] In this embodiment, by acquiring the phase characteristic parameters of atmospheric particulate matter behind the vehicle and determining the phase of the particulate matter, including liquid and solid phases, based on these parameters, the rear combination lights are controlled to switch to the spectral mode corresponding to that phase. Thus, the rear combination lights can actively adjust their output spectrum according to the phase of particulate matter in the actual environment, rather than passively using a fixed wavelength, thereby maintaining an effective warning function in various harsh environments. By further distinguishing the liquid phase into fog and rain, and the solid phase into snow and dust, and switching to the corresponding spectral modes, the rear combination lights can select the optimal optical response strategy for the physical characteristics of different phases, avoiding the contradiction of a "one-size-fits-all" fixed solution performing best in some environments and failing in others. Through the closed-loop control logic of "sensing-determining-switching," the rear combination lights have the ability to actively adjust according to environmental changes, improving driving safety in complex weather conditions.

[0045] In a specific embodiment, determining the phase state of atmospheric particulate matter based on phase state characteristic parameters includes: When the depolarization ratio is less than the liquid depolarization ratio threshold and the particle size is less than the mist particle size threshold, it is determined to be mist. When the depolarization ratio is less than the liquid depolarization ratio threshold and the particle size is greater than or equal to the rain state particle size threshold, it is determined to be rain state, and the rain state particle size threshold is greater than the fog state particle size threshold. When the depolarization ratio is greater than or equal to the solid depolarization ratio threshold and the ambient temperature is less than the freezing temperature threshold, it is determined to be a snowy state. When the depolarization ratio is greater than or equal to the solid depolarization ratio threshold, the ambient temperature is greater than or equal to the freezing temperature threshold, and the backscattering coefficient is abnormal, it is determined to be a sand and dust state. Among them, the solid depolarization ratio threshold is greater than the liquid depolarization ratio threshold.

[0046] The liquid depolarization ratio threshold is a critical value used to distinguish between liquid and solid phases. When the measured depolarization ratio is lower than this threshold, it indicates that the particulate matter is a liquid spherical particle and is determined to be in the liquid phase. In one embodiment of the present invention, the liquid depolarization ratio threshold can be 0.1.

[0047] The solid-state depolarization ratio threshold is a critical value used to distinguish between solid and liquid phases. When the measured depolarization ratio is higher than this threshold, it indicates that the particulate matter is a solid non-spherical particle and is determined to be in a solid phase. In one embodiment of the present invention, the solid-state depolarization ratio threshold can be 0.3. The solid-state depolarization ratio threshold is greater than the liquid-state depolarization ratio threshold, with a transition range of 0.1 to 0.3 between them, to avoid misjudgment of the phase caused by measurement fluctuations.

[0048] The mist particle size threshold is an upper limit value for determining the particle size of a mist state. When the particle size is smaller than this threshold, and the depolarization ratio is lower than the liquid depolarization ratio threshold, it is determined to be a mist state. In one embodiment of the present invention, the mist particle size threshold can be 20 μm.

[0049] The rain-state particle size threshold is a lower limit value for determining the particle size of a rain-state. When the particle size is greater than or equal to this threshold, and the depolarization ratio is lower than the liquid depolarization ratio threshold, it is determined to be a rain-state. In one embodiment of the present invention, the rain-state particle size threshold can be 500 μm. The rain-state particle size threshold is greater than the fog-state particle size threshold, and there is an order of magnitude difference between the two (20 μm vs. 500 μm), allowing the fog-state and rain-state in the liquid phase to be accurately distinguished by particle size.

[0050] The freezing temperature threshold is a critical temperature value used to distinguish between snow and dust. Considering that the freezing temperature of water under standard atmospheric pressure is 0°C, when the ambient temperature is below this threshold, solid precipitation in the atmosphere is snowflakes; when the ambient temperature is above this threshold, solid particulate matter is dust. In one embodiment of the present invention, the freezing temperature threshold is 0°C.

[0051] An abnormal backscattering coefficient refers to a measured backscattering coefficient value that significantly exceeds the range of backscattering coefficients under normal atmospheric conditions. In this invention, anomaly determination can be achieved by comparing the measured value with a preset backscattering coefficient threshold; when the measured value exceeds this threshold, it is determined to be abnormal. Alternatively, it can be determined by comparing the measured value with a reference value of the backscattering coefficient measured under clear weather conditions; when the deviation of the measured value from the reference value exceeds a preset proportion, it is determined to be abnormal. In dusty environments, a large number of dust particles generate strong backscattering of the laser beam, resulting in a sharp increase in echo intensity. This characteristic is an important marker distinguishing the dusty state from the snowy state and other phases.

[0052] This embodiment provides a multi-parameter classification method based on debiasing ratio for primary classification and particle size and temperature for secondary classification. Specifically, the classification process consists of two levels: First level: Liquid / solid binary classification (based on debiasing ratio).

[0053] The depolarization ratio is compared with two preset thresholds (0.1 for liquid and 0.3 for solid). When the depolarization ratio is lower than the liquid depolarization ratio threshold (Dp < 0.1), it is determined to be in the liquid phase. At this time, the particulate matter is spherical liquid particles, which may be fog droplets or raindrops.

[0054] When the depolarization ratio is higher than the solid depolarization ratio threshold (Dp≥0.3), it is determined to be in the solid phase. At this time, the particulate matter is non-spherical solid particles, which may be snowflakes or dust.

[0055] When the debias ratio is between 0.1 and 0.3, it falls within the measurement uncertainty range. The previous judgment result can be maintained or the system can be reclassified into the standard mode to avoid frequent erroneous switching.

[0056] Second level: Subclass subdivision (based on particle size, temperature and backscattering coefficient).

[0057] Within the liquid phase: the fog and rain phases are further distinguished by particle size. Since fog droplets are typically less than 20 μm in size, while raindrops are typically over 500 μm in size, a difference of more than an order of magnitude, they can be accurately distinguished using a particle size threshold.

[0058] Within the solid phase: the snow and dust phases are further distinguished by ambient temperature. When the ambient temperature is below 0℃, the solid particles are snowflakes; when the ambient temperature is above 0℃, the solid particles are dust.

[0059] Based on this, the determination of the dust state also requires that the backscattering coefficient show an abnormally high value, as a verification condition that the dust concentration is high enough to affect the transmission of optical signals, so as to avoid misjudging trace amounts of dust or road dust as dust storm conditions.

[0060] The four determination conditions (fog, rain, snow, and dust) are mutually exclusive, and the same set of phase characteristic parameters can only satisfy the determination condition of one phase at a time. When any of the above determination conditions are not met, for example, when the depolarization ratio is between 0.1 and 0.3, or when the depolarization ratio is normal but the particle size is in an atypical range, it is determined to be a normal weather condition (sunny or light rain), and the subsequent combination lights maintain the standard mode and do not trigger spectral switching.

[0061] First, liquid / solid states are distinguished by depolarization ratio, and then subdivisions are made within each branch. The judgment logic is clear, the computational load is small, and it is suitable for the real-time processing capabilities of automotive ECUs. A transition range of 0.2 is left between the liquid depolarization ratio threshold (0.1) and the solid depolarization ratio threshold (0.3) to avoid misjudgments and frequent invalid switching of spectral modes caused by measurement noise or transitional states of particulate matter. The particle size ranges of fog droplets (<20μm) and raindrops (≥500μm), snowflakes (1000~2500μm) and dust (20~80μm) are naturally separated, providing a reliable physical basis for accurate differentiation. Within the solid phase, temperature distinguishes snow / sand, and β outliers verify whether the dust concentration has reached a level that seriously affects the light signal, avoiding the accidental triggering of the dust mode by slight dust and ensuring that spectral switching is only performed when truly needed.

[0062] In one specific embodiment, the rear combination lamp includes a rear fog lamp and a rear turn signal. Controlling the rear combination lamp to switch to a spectral mode corresponding to the phase state includes: When fog is detected, the peak wavelength of the rear fog light is shifted to the first wavelength and the output power of the rear fog light is reduced, while the rear turn signal is maintained at the second wavelength and the output power of the rear turn signal is increased. When the rain condition is detected, the peak wavelength of the rear fog light is shifted to the first wavelength and the output power of the rear fog light is increased; the rear turn signal is maintained at the second wavelength and the output power of the rear turn signal is increased. When the snow condition is detected, the peak wavelength of the rear fog light is shifted to the first wavelength and the rear fog light is controlled to flash in pulse mode, while the rear turn signal is controlled to maintain the second wavelength and the output power of the rear turn signal is increased. When the situation is determined to be sand and dust, the rear fog lights are controlled to use the first wavelength as the main light source and superimposed with the third wavelength as the auxiliary light source, and the rear turn signals are controlled to flash alternately with the second and third wavelengths. The peak wavelengths of the first, second, and third wavelengths decrease sequentially.

[0063] Rear fog lights are lights installed at the rear of a vehicle to emit a high-intensity warning light signal to vehicles behind in adverse weather conditions with low visibility. The light color of rear fog lights is typically red, and their function is to allow following vehicles to spot the position of the vehicle in front in advance under low visibility conditions. In this invention, the rear fog light is an adjustable spectrum light source, with its peak wavelength switchable between different bands, adjustable output power, and the illumination mode switchable between continuous illumination and pulsed flashing.

[0064] Rear turn signals are signal lights installed at the rear of a vehicle to convey the vehicle's intention to turn or change lanes to vehicles behind. The light color of rear turn signals is typically amber, and their function is to send a clear signal of turning intention to vehicles behind by flashing at a specific frequency. In this invention, the rear turn signals are adjustable spectral light sources, with peak wavelengths that can switch between different bands, adjustable output power, and the illumination mode can switch between continuous illumination, single-color flashing, and alternating dual-color flashing.

[0065] Peak wavelength shift refers to the process of adjusting the center wavelength of the output spectrum of a light source from its current value to a target value. In this invention, shift specifically refers to the action of the rear fog light shifting from the standard wavelength (635nm red light) to a first wavelength (650nm~670nm deep red light) in foggy, rainy, and snowy conditions. Although different wavelengths of red light all belong to the red spectrum, their scattering characteristics in the atmosphere and their visual perception characteristics differ. The rear fog light achieves peak wavelength shift by switching between different wavelength chips in a multi-chip LED light source, without needing to replace the entire lamp assembly.

[0066] Increasing output power refers to increasing the drive current or PWM duty cycle of the light source to increase the light output intensity, thereby compensating for the scattering and absorption attenuation of the light signal by particulate matter under adverse weather conditions. In this invention, the purpose of reducing power in foggy conditions is to control the light intensity and avoid excessive backscattering, while the purpose of increasing power in rainy, snowy, and dusty conditions is to resist the extinction attenuation caused by particulate matter. Decreasing output power refers to reducing the drive current or PWM duty cycle of the light source to reduce the light output intensity, thereby suppressing adverse optical effects. In this invention, the purpose of reducing power (preferably by 30%) in foggy conditions is to reduce the intensity of backscattered light. Both increasing and decreasing power are relative adjustments to the current power value, and their specific values ​​can be dynamically optimized by the system based on environmental visibility, or a preset fixed adjustment ratio can be used.

[0067] Pulse-mode flashing refers to controlling a light source to periodically switch on and off at a set frequency, producing a visually alternating bright and dark flashing light signal. In this invention, pulse-mode flashing specifically refers to the rear fog lights flashing at a high frequency (preferably 8Hz to 12Hz, more preferably 10Hz) in snowy conditions to break the visual assimilation effect of continuous red light on a white snow background. The selection of the pulse frequency takes into account the sensitivity of the human eye to flashing: too low a frequency (e.g., below 4Hz) is easily perceived as a malfunctioning light, leading to misunderstanding; too high a frequency (e.g., above 15Hz) weakens the flashing effect and is easily smoothed by the visual system into continuous light, losing its differentiating effect.

[0068] The superposition of the main light source and auxiliary light source refers to the rear fog lights simultaneously emitting a first wavelength (deep red) main light and a second / third wavelength (emerald green) auxiliary light under dust conditions. The two wavelengths of light overlap spatially, forming a composite light spot. The physical implementation of this superposition involves simultaneously illuminating the first-wavelength LED chip and the third-wavelength LED chip, and then coupling their light to the same output path through an optical system, resulting in a red-green mixed light output. The main light source is the primary output light of the rear fog lights in this mode, providing basic warning signal functions; it has high power and large luminous flux. The auxiliary light source is additional light superimposed on the main light source, used to compensate for the absorption and attenuation of the main light source's wavelength by dust. Its power does not exceed 30% of the main light source's power to avoid excessively altering the main light's chromaticity, which could cause the rear fog lights to fail to meet the specified chromaticity requirements.

[0069] Dual-color alternating flashing refers to controlling the rear turn signal to alternately output a second wavelength and a third wavelength light signal in time. That is, within one flashing cycle, the second wavelength is lit and the third wavelength is off, then the second wavelength is off and the third wavelength is lit, and so on in a cycle. In this invention, dual-color alternating flashing is suitable for dusty conditions, for the following reasons: Traditional amber light (second wavelength, 590nm) is easily absorbed and scattered by SiO2 particles in a dusty environment, and simply increasing the power is not enough to effectively improve the visibility; by introducing emerald green light (third wavelength, 530nm) for alternating flashing, the difference in the attenuation characteristics of the two wavelengths in dust is utilized, so that when the signal of one wavelength is severely attenuated, the other wavelength signal can still be recognized by the following vehicle, thereby avoiding the turn signal light becoming visually invisible in dust. The alternation frequency of the two wavelengths is the same to ensure that the following vehicle can perceive a uniform flashing rhythm and accurately recognize the turning intention.

[0070] The first, second, and third wavelengths are the core parameters used in this invention to characterize different spectral modes, with their peak wavelengths decreasing sequentially. The first wavelength (longest) is in the deep red band (650nm–670nm), the second wavelength (middle) is in the amber band (580nm–595nm), and the third wavelength (shortest) is in the emerald green band (525nm–535nm). The increasing wavelength relationship means that the second wavelength is shorter than the first wavelength, and the third wavelength is shorter than the second wavelength, i.e., decreasing from long wavelengths to short wavelengths.

[0071] The first wavelength (650nm~670nm deep red) is located at the long end of the red spectrum. Compared with the conventional 635nm red light, it is further away from the peak region of Mie scattering of fog droplets, and the backscattering is weaker, which is beneficial to suppressing the red wall effect in fog. At the same time, the long-wavelength red light has less scattering loss in rain and better penetration than short-wavelength light, making it suitable for fog and rain.

[0072] The second wavelength (580nm~595nm amber) is within the legally permissible chromaticity range for vehicle turn signals. This wavelength also has balanced penetration in fog, rain, and snow environments, and creates a chromaticity difference with the red rear fog lights, which helps vehicles behind to distinguish between the rear fog lights and turn signal signals.

[0073] The third wavelength (525nm~535nm emerald green) is located in the visually sensitive area of ​​the human eye, and the scattering characteristics of this band in dust are different from those of the red / amber band. When dust strongly absorbs and attenuates the red and amber bands, emerald green light can still maintain a certain penetrating ability, making it suitable for auxiliary compensation in dusty conditions.

[0074] It should be noted that the rear combination light of this invention integrates four-band LED light sources. In addition to the first, second, and third wavelengths mentioned above, it also includes 635nm standard red light, which serves as the default operating wavelength in sunny / light rain modes. When the weather is determined to be normal, the rear fog lights maintain the 635nm standard red light mode, and the rear turn signals maintain the 580nm-595nm amber mode, without requiring any switching action. Therefore, of the four wavelengths, only the first, second, and third wavelengths participate in adaptive switching, while 635nm, as a standard non-switching state, is not included in the definition of the spectral mode.

[0075] This embodiment takes into account four adverse weather conditions: fog, rain, snow, and sandstorm, and makes differentiated combinations and adjustments to the peak wavelength, output power, and lighting method of the rear fog lights and rear turn lights.

[0076] The switching strategy of the rear fog lights in different phase states exhibits the characteristic of "primarily changing, secondarily remaining unchanged": Both fog and rain phases employ a strategy of shifting the peak wavelength to the first wavelength, but the output power is adjusted in opposite directions: the fog phase is reduced by 30% to suppress the redwall effect, while the rain phase is increased by 30% to enhance rain curtain penetration. Although both phases are liquid phases and both employ wavelength shifting, the light attenuation mechanisms differ due to the order-of-magnitude difference in droplet size between fog and raindrops (fog droplets < 20 μm, raindrops ≥ 500 μm).

[0077] Based on the wavelength shift to the first wavelength, the snow-like light pattern is further superimposed with a pulse mode flash (preferably 10Hz). The dynamically changing light signal breaks the visual assimilation effect of the white snow background on the static red light signal, thus preventing the rear fog light signal from being submerged in the white background.

[0078] Instead of peak wavelength shifting, the fog light system uses the first wavelength as the primary light source and superimposed with a third wavelength as an auxiliary light source. Since dust strongly absorbs red light, simply shifting it to deep red cannot fundamentally solve the problem. Compensation with emerald green light can improve the overall visibility of the fog lights without altering the compliance of the primary light's chromaticity.

[0079] The rear turn signals employ a relatively consistent strategy across different phases, but a unique dual-color alternation scheme is used in the sandstorm situation: In fog, rain, and snow conditions, the second wavelength (amber) remains unchanged, with only the output power increased (preferably by 30%) to enhance brightness and contrast in the corresponding environments. The turn signal does not switch wavelengths with the phase because, as an intention signal light, the amber color of the turn signal is mandated by regulations and influenced by the driver's visual inertia, and its base color should not be arbitrarily changed.

[0080] The dust state uses a dual-color alternating flashing of the second and third wavelengths. By complementing the difference in the attenuation characteristics of the two different wavelengths of light in the dust, it ensures that at least one wavelength of light signal can be effectively received by the vehicle behind, avoiding the risk of being completely invisible due to the strong absorption of a single wavelength by the dust.

[0081] For fog conditions, backscattering is suppressed at its source by shifting the wavelength to deep red and reducing power; simultaneously, the turn signals' increased power enhances the visibility of the outline in fog. For rain conditions, the physical property of long-wavelength deep red light with low scattering loss in rain is utilized, combined with increased power, to maximize the penetration distance in rainy weather; the turn signals' power is also increased to resist rain scattering and road surface reflection interference. For snow conditions, the deep red wavelength combined with high-frequency strobe breaks the visual assimilation of static red light by the white snow background through dynamic signals, allowing the fog lights to be clearly identified against the high-brightness background of snow. For dusty conditions, the rear fog lights compensate for absorption and attenuation through red-green composite light, and the turn signals avoid the attenuation blind spots of a single wavelength by alternating dual-color flashing, fundamentally solving the dual failure problem of red light being submerged and amber light being invisible due to dust in traditional solutions.

[0082] The differentiated design of the above four strategies fully considers the physical mechanism of light propagation under different phase states and the visual recognition characteristics of the human eye, and realizes precise control of one strategy for one state. Compared with the common practice of single wavelength and fixed power in existing technologies, it significantly improves the recognition reliability of the rear combination lights in complex weather conditions.

[0083] Furthermore, when the condition is determined to be sand and dust, the output power of the auxiliary light source shall not exceed 30% of the output power of the main light source, and the brightness of the third wavelength shall not exceed 50% of the brightness of the second wavelength.

[0084] In dusty conditions, the driving power of the emerald green auxiliary light in the rear fog lights is limited to 30% of the driving power of the deep red primary light. Since the legal color of the rear fog lights is red, if the emerald green light power is too high, the chromaticity coordinates of the mixed light spot may deviate from the permitted range of red chromaticity, causing the vehicle to fail to meet the mandatory requirements for the rear fog light color. Limiting the auxiliary light power to 30% of the primary light significantly improves visibility in dusty conditions while ensuring that the chromaticity of the mixed light remains within the legal red chromaticity tolerance range. If the proportion of emerald green light is too high, the rear fog lights may appear yellowish-green, causing drivers of following vehicles to misinterpret them as other types of signal lights (such as headlights or work warning lights), resulting in signal confusion. The 30% power limit ensures that the composite light remains predominantly red in human perception.

[0085] In dusty conditions, when the rear turn signals flash alternately in two colors, the brightness of the emerald green light (third wavelength) during its illumination period should not exceed half the brightness of the amber light (second wavelength). This means a brightness ratio where amber light is dominant and emerald green light is secondary. The legal color of the turn signals is amber. If the emerald green light is too bright, the emerald green phase in the alternating colors may cause the turn signals to deviate from the overall visual perception of amber, affecting the consistency of signal recognition. The 50% brightness limit ensures that the dominant color of the turn signals is not weakened by the emerald green light. In dusty conditions, the rear fog lights use a composite light output with red light as the main component and a small amount of emerald green compensation, while the rear turn signals use alternating flashing of amber and emerald green light. Both contain emerald green light components, but their manifestations differ: the rear fog lights use red and green superposition (static composite), while the rear turn signals use alternating amber and green (dynamic flashing). This brightness ratio limitation helps maintain visual differentiation between the two types of signal lights.

[0086] By capping power by 30%, the visibility of fog lights in sandstorms is improved while maintaining the compliance of the rear fog light's red light color. By capping brightness by 50%, the rear turn signals, in dual-color alternating mode, maintain their primary visual characteristic of amber, preventing misjudgment of turn signal color by following vehicles due to excessively strong emerald green light. With these dual proportional limits working together, although both the rear fog lights (static red + green overlay) and rear turn signals (dynamic amber + green alternation) use emerald green light as a compensation method in sandstorms, their color characteristics and illumination patterns remain clearly distinguishable. Drivers of following vehicles can clearly differentiate between the fog light warning signals and the turn signal signals, avoiding safety risks caused by signal confusion.

[0087] Furthermore, a dual-wavelength lidar was used to obtain the depolarization ratio and particle size, with wavelengths of 905nm and 1550nm.

[0088] By employing a dual-wavelength lidar with 905nm and 1550nm wavelengths, simultaneously acquiring depolarization ratio (shape information) and particle size (scale information), different phases such as fog, rain, snow, and dust storms can be more accurately distinguished. The dual-wavelength combination helps to obtain reliable detection data even under complex weather conditions such as rain, fog, and dust storms.

[0089] Furthermore, when the situation is determined to be dusty, the lens positioned in front of the lidar is controlled to activate a self-cleaning mode. The self-cleaning mode includes controlling the lens to generate high-frequency vibrations to remove accumulated dust.

[0090] The self-cleaning mode refers to the lens surface cleaning function that is automatically triggered when the system detects a dusty environment. The core of the self-cleaning mode is that when the system determines that the current environment is dusty, the lens automatically begins cleaning without human intervention, ensuring that the lidar maintains good light transmission performance during the continuous accumulation of dust.

[0091] High-frequency vibration refers to the minute reciprocating motion of a lens at frequencies far higher than those perceptible to the human eye (typically in the ultrasonic band, with a typical frequency range of 20kHz to 100kHz). The physical effects of high-frequency vibration are as follows: Acceleration-induced detachment: The lens surface undergoes micron-level reciprocating vibrations at extremely high frequencies, generating instantaneous accelerations far exceeding those of gravity. Under such high accelerations, the inertial force of dust particles adhering to the lens surface exceeds the adhesive force, causing them to detach from the lens surface.

[0092] Standing wave separation: Under high-frequency vibration, a standing wave distribution is formed on the lens surface. The vibration amplitude at different points on the surface is different, which causes the dust particles to be relatively displaced on the lens surface, further destroying their adhesion state and promoting particle detachment.

[0093] The detached dust particles fall naturally under gravity or are carried away by the airflow during travel, thus achieving continuous cleaning of the lens surface.

[0094] In other words, when the central control unit determines that the current environment is a sandstorm state through the aforementioned multi-parameter determination logic, in addition to executing the spectrum switching strategy of the rear fog lights and rear turn signals, it also simultaneously activates the self-cleaning function of the lidar lens.

[0095] The self-cleaning function works as follows: after receiving the drive signal, the piezoelectric driver generates high-frequency mechanical vibration, which is transmitted to the lens, causing the lens to vibrate at a high frequency and a small amplitude, shaking off the sand and dust particles attached to the lens surface, thereby maintaining the cleanliness of the lens surface and ensuring that the lidar can still effectively transmit and receive laser signals in harsh environments where sand and dust continue to accumulate.

[0096] In dusty environments, dust particles easily accumulate on the lens surface, forming a dust layer that reduces the transmission and reception efficiency of the lidar. Without cleaning, even if the system initially detects a dusty environment and switches the spectral mode, the lidar's performance will gradually deteriorate due to dust accumulation during continuous monitoring, potentially leading to misjudgments or failure to detect environmental changes. The self-cleaning function ensures the lidar's continuous and reliable operation in dusty conditions. Drivers typically do not actively clean the vehicle's external sensors in dusty weather; manual cleaning is neither practical nor safe. The self-cleaning function is automatically triggered by the system, requiring no driver intervention, thus improving the system's automation level and user experience. Timely removal of dust particles from the lens surface prevents continuous friction during vehicle operation (dust particles are hard and friction can scratch the lens surface), extending the lifespan of the lidar's optical components.

[0097] Furthermore, a deformable mirror based on a micro-electro-mechanical system (MEMS) is used to couple light from different wavelengths to the same optical path, thereby enabling spectral switching of the subsequent combined lamps.

[0098] A deformable mirror is a reflective optical element whose surface shape or spatial orientation can be controlled and changed. In this invention, deformable specifically refers to the adjustable spatial tilt angle of the mirror. That is, under the control of an external driving signal, the mirror can be precisely rotated to different angular positions around its axis of rotation, thereby changing the direction of reflection of incident light.

[0099] This invention employs a miniature deformable mirror manufactured using MEMS technology. By changing the tilt angle of the mirror, light of different wavelengths emitted from different LED chips is selectively reflected onto the same optical path, thereby achieving rapid switching of the output spectrum of the combined lamp.

[0100] The rear combination lamp assembly integrates four LED chips with different peak wavelengths (530nm, 590nm, 635nm, and 650nm). These chips are spatially separated on the circuit board, each located in a different physical position. The light emitted by each chip is incident on the surface of the MEMS deformable mirror at a different angle.

[0101] Once the system determines a certain phase state and the corresponding spectral mode, the central control unit sends a control signal to the MEMS driving circuit to drive the reflector to quickly deflect to the corresponding target tilt angle, thereby coupling the light from the LED chip that matches the spectral mode to the outgoing light path.

[0102] This invention employs a MEMS deformable mirror to couple light of different wavelengths onto the same optical path, ensuring that the position, shape, and direction of the emitted light spot remain consistent regardless of the wavelength switched. Drivers of vehicles behind observe the same light spot position before and after the spectral switch, with only the color changing, thus avoiding signal recognition confusion that could result from light spot displacement.

[0103] Figure 2a This is a schematic diagram of a vehicle lighting control system provided in an embodiment of the present invention. Figure 2a The installation locations and connection relationships of the various hardware modules of the present invention on the vehicle are shown.

[0104] The multi-phase perception module integrates a dual-wavelength lidar and a self-cleaning lens. The dual-wavelength lidar (905nm / 1550nm) is responsible for detecting the depolarization ratio and particle size of atmospheric particles behind the vehicle. The self-cleaning lens acts as a protective cover for the lidar's optical window, removing surface dust through high-frequency vibration in dusty conditions. After processing the detected raw signals, the module sends them to the central control unit (ECU) via CAN signal.

[0105] The ECU receives CAN signals from the multiphase sensing module and uses a built-in phase determination algorithm to determine the current phase (fog / rain / snow / dust) by combining depolarization ratio, particle size, temperature, and backscattering coefficient. After determination, the ECU generates corresponding control commands based on the spectrum-phase mapping table and sends the command to switch the spectrum mode to the left and right rear combination lamp assemblies via CAN signals.

[0106] Multispectral LEDs integrate LED chips in four wavelength bands: 530nm, 590nm, 635nm, and 650nm, serving as sources of light of different wavelengths.

[0107] MEMS deformable mirrors couple the light from LED chips of the required wavelength for the corresponding phase to the same optical path by changing the tilt angle of the mirror, and then emit the light through the optical thick wall (light guide or lens group).

[0108] The left and right rear combination lights each receive CAN commands independently and perform spectrum switching, and the two work synchronously.

[0109] The various parts are connected via the vehicle's CAN bus to achieve bidirectional signal transmission, forming a complete "perception-determination-execution" closed-loop system.

[0110] Figure 2b This is an example diagram of a vehicle lighting control method provided in an embodiment of the present invention. The process begins with LiDAR data acquisition. The system acquires four key parameters through a dual-wavelength LiDAR and a temperature and humidity sensor: depolarization ratio (Dp), particle size (d), ambient temperature (T), and backscattering coefficient (β). These four parameters form the data basis for all subsequent determinations.

[0111] First, the debiasing ratio is used as the primary classification criterion to determine if Dp is greater than or equal to 0.3. If Dp < 0.3 (in actual judgment, a liquid debiasing ratio threshold of 0.1 is used, i.e., Dp < 0.1), it indicates that the particulate matter is liquid spherical particles, belonging to the liquid phase, and enters the left branch; if Dp ≥ 0.3, it indicates that the particulate matter is solid non-spherical particles, belonging to the solid phase, and enters the right branch. The transition range of the debiasing ratio between 0.1 and 0.3 does not trigger phase switching to avoid misjudgment caused by measurement noise.

[0112] In the liquid phase, particle size is further used as a secondary criterion. When the particle size is less than 20 μm, it is classified as fog, and the system switches to Strategy A (fog spectral mode, rear fog light peak shifted to 650 nm deep red and power reduced by 30%, rear turn signals maintained amber color and power increased by 30%). When the particle size is greater than or equal to 500 μm, it is classified as rain, and the system switches to Strategy B (rain spectral mode, rear fog light peak shifted to 650 nm deep red and power increased by 30%, rear turn signals maintained amber color and power increased by 30%). The particle sizes of fog droplets and raindrops differ by more than an order of magnitude (fog droplets < 20 μm, raindrops ≥ 500 μm), allowing for accurate differentiation between the two based on particle size thresholds.

[0113] In the solid-state branch, the ambient temperature is first used as the criterion to determine if T is less than 0℃. If T < 0℃, it is determined to be a snowy state, and the process jumps to strategy C (snowy spectral mode, rear fog lights peak to 650nm deep red and use 10Hz high-frequency pulse strobe, rear turn signals maintain amber color and increase power by 30%). If T ≥ 0℃, the backscattering coefficient β is further checked for abnormally high levels. If β is abnormally high, it indicates that the dust concentration has reached a level that significantly affects the transmission of light signals, and the process jumps to strategy D (dusty spectral mode, rear fog lights use 650nm deep red as the main light and superimposed with 530nm emerald green auxiliary light, rear turn signals flash alternately in amber and emerald green). If the β value is normal and does not meet the criteria for dusty state, the process is classified into standard mode E (sunny / light rain, rear fog lights maintain 635nm standard red light, rear turn signals maintain standard amber color).

[0114] Only one set of the above-mentioned judgment conditions can be met at any given time. The four adverse phase states are mutually exclusive, preventing the simultaneous triggering of two strategies. Furthermore, the dual verification mechanism of the debiasing ratio transition range of 0.1–0.3 and the β outlier ensures that spectral switching is triggered only when truly needed, avoiding false triggering of strategies due to signal fluctuations or slight dust. The entire judgment process is automatically executed by the ECU, forming a complete closed-loop control link from parameter acquisition to strategy output.

[0115] Figure 3 This is a structural schematic diagram of a vehicle lighting control device provided in an embodiment of the present invention, as shown below. Figure 3 As shown, the device includes: The acquisition module 301 is used to acquire the phase characteristic parameters of atmospheric particulate matter behind the vehicle. The determination module 302 is used to determine the phase state of atmospheric particulate matter based on the phase state characteristic parameters. The phase state includes liquid phase state and solid phase state. The liquid phase state includes fog state and rain state. The solid phase state includes snow state and dust state. The control module 303 is used to control the subsequent combination lamp to switch to the spectral mode corresponding to the determined phase state.

[0116] In one embodiment, the phase characteristic parameters include the depolarization ratio, particle size, ambient temperature, and backscattering coefficient of the particles.

[0117] In one embodiment, the determination module 302 determines the phase state of atmospheric particulate matter based on the phase state characteristic parameters, including: When the depolarization ratio is less than the liquid depolarization ratio threshold and the particle size is less than the mist particle size threshold, it is determined to be the mist state; When the depolarization ratio is less than the liquid depolarization ratio threshold and the particle size is greater than or equal to the rain state particle size threshold, it is determined to be the rain state, and the rain state particle size threshold is greater than the fog state particle size threshold; When the depolarization ratio is greater than or equal to the solid depolarization ratio threshold and the ambient temperature is less than the freezing temperature threshold, it is determined to be the snow state; When the depolarization ratio is greater than or equal to the solid depolarization ratio threshold, the ambient temperature is greater than or equal to the freezing temperature threshold, and the backscattering coefficient is abnormal, it is determined to be the dust state; Wherein, the solid depolarization ratio threshold is greater than the liquid depolarization ratio threshold.

[0118] In one embodiment, the rear combination lamp includes a rear fog lamp and a rear turn signal. The control module 303 controls the rear combination lamp to switch to a spectral mode corresponding to the phase state, including: When the fog state is determined, the peak wavelength of the rear fog light is shifted to the first wavelength and the output power of the rear fog light is reduced, while the rear turn signal is maintained at the second wavelength and the output power of the rear turn signal is increased. When the rain condition is determined, the peak wavelength of the rear fog light is shifted to the first wavelength and the output power of the rear fog light is increased; the rear turn signal is maintained at the second wavelength and the output power of the rear turn signal is increased. When the snow condition is determined, the peak wavelength of the rear fog light is shifted to the first wavelength and the rear fog light is controlled to flash in pulse mode, while the rear turn signal is controlled to maintain the second wavelength and the output power of the rear turn signal is increased. When the dust storm is detected, the rear fog lights are controlled to use the first wavelength as the main light source and superimposed with the third wavelength as the auxiliary light source, and the rear turn signals are controlled to flash alternately with the second wavelength and the third wavelength. The peak wavelengths of the first wavelength, the second wavelength, and the third wavelength decrease sequentially.

[0119] In one embodiment, the first wavelength is 650nm to 670nm, the second wavelength is 580nm to 595nm, and the third wavelength is 525nm to 535nm.

[0120] In one embodiment, when the state is determined to be sand and dust, the output power of the auxiliary light source does not exceed 30% of the output power of the main light source, and the brightness of the third wavelength does not exceed 50% of the brightness of the second wavelength.

[0121] In one embodiment, a dual-wavelength lidar is used to obtain the depolarization ratio and the particle size, wherein the wavelengths of the dual-wavelength lidar are 905nm and 1550nm.

[0122] In one embodiment, the control module 303 is further configured to: When the dust condition is determined, the lens positioned in front of the lidar is controlled to activate a self-cleaning mode, which includes controlling the lens to generate high-frequency vibration to remove accumulated dust.

[0123] In one embodiment, a microelectromechanical system (MEMS) deformable mirror is used to couple light from different wavelengths to the same optical path to achieve spectral switching of the subsequent combined lamps.

[0124] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional modules is merely an example. In practical applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. The specific working process of the functional modules described above can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0125] The device in this invention acquires phase characteristic parameters of atmospheric particulate matter behind the vehicle and determines the phase of the particulate matter, including liquid and solid phases, based on these parameters. It then controls the rear combination lights to switch to the spectral mode corresponding to the phase. Thus, the rear combination lights can actively adjust their output spectrum according to the phase of particulate matter in the actual environment, rather than passively using a fixed wavelength, thereby maintaining an effective warning function in various adverse environments. By further distinguishing the liquid phase into fog and rain, and the solid phase into snow and dust, and switching to the corresponding spectral modes, the rear combination lights can select the optimal optical response strategy for the physical characteristics of different phases. This avoids the contradiction that a "one-size-fits-all" fixed solution performs best in some environments but fails in others. Through a closed-loop control logic of "sensing-determining-switching," the rear combination lights have the ability to actively adjust according to environmental changes, improving driving safety in complex weather conditions.

[0126] The following is for reference. Figure 4 It shows a schematic diagram of the structure of a computer system 400 suitable for implementing embodiments of the present invention in a vehicle. Figure 4 The vehicle shown is merely an example and should not be construed as limiting the functionality and scope of the embodiments of the present invention.

[0127] like Figure 4 As shown, the computer system 400 includes a central processing unit (CPU) 401, which can perform various appropriate actions and processes based on programs stored in read-only memory (ROM) 402 or programs loaded from storage section 408 into random access memory (RAM) 403. The RAM 403 also stores various programs and data required for the operation of the computer system 400. The CPU 401, ROM 402, and RAM 403 are interconnected via a bus 404. An input / output (I / O) interface 405 is also connected to the bus 404.

[0128] The following components are connected to I / O interface 405: input section 406 including keyboard, mouse, etc.; output section 407 including cathode ray tube, liquid crystal display, etc., and speakers, etc.; storage section 408 including hard disk, etc.; and communication section 409 including network interface card, such as modem, etc. Communication section 409 performs communication processing via a network such as the Internet. Drive 410 is also connected to I / O interface 405 as needed. Removable media 411, such as disk, optical disk, magneto-optical disk, semiconductor memory, etc., are installed on drive 410 as needed so that computer programs read from them can be installed into storage section 408 as needed.

[0129] In particular, according to the embodiments disclosed in this invention, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments disclosed in this invention include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via communication section 409, and / or installed from removable medium 411. When the computer program is executed by central processing unit (CPU) 401, it performs the functions defined above in the system of this invention.

[0130] It should be noted that the computer-readable medium shown in this invention can be a computer-readable signal medium or a computer-readable storage medium, or any combination thereof. A computer-readable storage medium can be, for example,—but not limited to—an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of a computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer disk, a hard disk, a random access memory, a read-only memory, an erasable programmable read-only memory, an optical fiber, a portable compact disk read-only memory, an optical storage device, a magnetic storage device, or any suitable combination thereof. In this invention, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device. In this invention, a computer-readable signal medium can include a data signal propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such propagated data signals can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. Computer-readable signal media can also be any computer-readable medium other than computer-readable storage media, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The program code contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to: wireless, wire, optical fiber, etc., or any suitable combination thereof.

[0131] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of the present invention. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram or flowchart, and combinations of blocks in a block diagram or flowchart, may be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0132] The modules and / or units described in the embodiments of the present invention can be implemented in software or hardware. The described modules and / or units can also be housed in a processor; for example, a processor can be described as including an acquisition module, a determination module, and a control module. The names of these modules do not necessarily limit the module itself.

[0133] In another aspect, the present invention also provides a computer-readable medium, which may be included in the device described in the above embodiments; or it may exist independently and not assembled into the device. The computer-readable medium carries one or more programs, which, when executed by the device, cause the device to include: Acquire phase characteristic parameters of atmospheric particulate matter behind the vehicle; determine the phase state of the atmospheric particulate matter based on the phase characteristic parameters, wherein the phase state includes liquid phase and solid phase, the liquid phase includes fog and rain, and the solid phase includes snow and dust; based on the determined phase state, control the rear combination lights to switch to the spectral mode corresponding to the phase state.

[0134] The technical solution of this invention acquires the phase characteristic parameters of atmospheric particulate matter behind the vehicle, determines the phase of the particulate matter (including liquid and solid phases) based on these parameters, and then controls the rear combination lights to switch to the spectral mode corresponding to that phase. Thus, the rear combination lights can actively adjust their output spectrum according to the phase of particulate matter in the actual environment, rather than passively using a fixed wavelength, thereby maintaining an effective warning function in various harsh environments. By further distinguishing the liquid phase into fog and rain, and the solid phase into snow and dust, and switching to the corresponding spectral modes, the rear combination lights can select the optimal optical response strategy for the physical characteristics of different phases, avoiding the contradiction of a "one-size-fits-all" fixed solution performing best in some environments and failing in others. Through the closed-loop control logic of "sensing-determining-switching," the rear combination lights have the ability to actively adjust according to environmental changes, improving driving safety in complex weather conditions.

[0135] This invention also provides a computer program product, including a computer program that, when executed by a processor, implements the vehicle lighting control method provided in any embodiment of this invention.

[0136] In the implementation of a computer program product, computer program code for performing the operations of this invention can be written in one or more programming languages ​​or a combination thereof. Programming languages ​​include object-oriented programming languages ​​as well as conventional procedural programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including local area networks (LANs) or wide area networks (WANs), or it can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0137] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.

[0138] It should be noted that the collection, use, storage, sharing, and transfer of user personal information involved in the technical solution of this invention all comply with the provisions of relevant laws and regulations, and require notification to the user and obtaining the user's consent or authorization. Where applicable, user personal information has undergone de-identification and / or anonymization and / or encryption technical processing. In addition, a corresponding operation entry is provided for the user to choose to agree to or reject the automated decision result; if the user chooses to reject, the process proceeds to the expert decision-making process.

[0139] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and objectives can occur depending on design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A vehicle headlight control method, characterized in that, The method includes: Acquire phase characteristic parameters of atmospheric particulate matter behind the vehicle; The phase state of atmospheric particulate matter is determined based on the phase state characteristic parameters. The phase state includes liquid phase state and solid phase state. The liquid phase state includes fog state and rain state. The solid phase state includes snow state and dust state. Based on the determined phase state, the control unit switches the combined lamp to the spectral mode corresponding to the phase state.

2. The vehicle light control method according to claim 1, characterized in that, The phase characteristic parameters include the depolarization ratio, particle size, ambient temperature, and backscattering coefficient of the particles.

3. The vehicle light control method according to claim 2, characterized in that, The step of determining the phase state of atmospheric particulate matter based on the phase state characteristic parameters includes: When the depolarization ratio is less than the liquid depolarization ratio threshold and the particle size is less than the mist particle size threshold, it is determined to be the mist state; When the depolarization ratio is less than the liquid depolarization ratio threshold and the particle size is greater than or equal to the rain state particle size threshold, it is determined to be the rain state, and the rain state particle size threshold is greater than the fog state particle size threshold; When the depolarization ratio is greater than or equal to the solid depolarization ratio threshold and the ambient temperature is less than the freezing temperature threshold, it is determined to be the snow state; When the depolarization ratio is greater than or equal to the solid depolarization ratio threshold, the ambient temperature is greater than or equal to the freezing temperature threshold, and the backscattering coefficient is abnormal, it is determined to be the dust state; Wherein, the solid depolarization ratio threshold is greater than the liquid depolarization ratio threshold.

4. The vehicle light control method according to claim 1, characterized in that, The rear combination lights include rear fog lights and rear turn signals. Controlling the rear combination lights to switch to a spectral mode corresponding to the phase state includes: When the fog state is determined, the peak wavelength of the rear fog light is shifted to the first wavelength and the output power of the rear fog light is reduced, while the rear turn signal is maintained at the second wavelength and the output power of the rear turn signal is increased. When the rain condition is determined, the peak wavelength of the rear fog light is shifted to the first wavelength and the output power of the rear fog light is increased; the rear turn signal is maintained at the second wavelength and the output power of the rear turn signal is increased. When the snow condition is determined, the peak wavelength of the rear fog light is shifted to the first wavelength and the rear fog light is controlled to flash in pulse mode, while the rear turn signal is controlled to maintain the second wavelength and the output power of the rear turn signal is increased. When the dust storm is detected, the rear fog lights are controlled to use the first wavelength as the main light source and superimposed with the third wavelength as the auxiliary light source, and the rear turn signals are controlled to flash alternately with the second wavelength and the third wavelength. The peak wavelengths of the first wavelength, the second wavelength, and the third wavelength decrease sequentially.

5. The vehicle light control method according to claim 4, characterized in that, The first wavelength is 650nm to 670nm, the second wavelength is 580nm to 595nm, and the third wavelength is 525nm to 535nm.

6. The vehicle light control method according to claim 4, characterized in that, When the dust state is determined, the output power of the auxiliary light source does not exceed 30% of the output power of the main light source, and the brightness of the third wavelength does not exceed 50% of the brightness of the second wavelength.

7. The vehicle light control method according to claim 1, characterized in that, The depolarization ratio and the particle size are obtained using a dual-wavelength lidar with wavelengths of 905 nm and 1550 nm.

8. The vehicle light control method according to claim 1, characterized in that, Also includes: When the dust condition is determined, the lens positioned in front of the lidar is controlled to activate a self-cleaning mode, which includes controlling the lens to generate high-frequency vibration to remove accumulated dust.

9. The vehicle light control method according to claim 1, characterized in that, A deformable mirror based on microelectromechanical systems (MEMS) is used to couple light from different wavelengths to the same optical path, thereby enabling spectral switching of the subsequent combined lamps.

10. A vehicle comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the vehicle lighting control method as described in any one of claims 1 to 9.

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