A type of car light

Abstract

This application relates to the field of vehicle technology and proposes a vehicle lamp. The vehicle lamp of this application includes: a substrate, at least one light-emitting module disposed on the substrate; a light field modulation layer disposed on the light emission path of the light-emitting module for modulating the emitted light from the light-emitting module, the light field modulation layer having microstructures for modulating the emitted light; and a light-transmitting layer disposed on the side of the light field modulation layer away from the light-emitting module for transmitting the light modulated by the light field modulation layer; the light-emitting module is configured to emit light of at least two brightness levels in response to synchronous or asynchronous drive signals, the at least two brightness levels corresponding one-to-one with at least two vehicle lamp function types. The vehicle lamp provided by this invention can integrate multiple vehicle lamp functions such as position lights, turn signals, brake lights, and intelligent driving indicator lights without increasing the number of light-emitting modules or increasing drive power, achieving multi-lamp function integration on a single light-emitting surface.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a vehicle light. Background Technology

[0002] Current automotive taillights generally employ a conventional light-diffusing scheme using direct light source illumination combined with a thick diffuser. This scheme has inherent drawbacks such as limited functionality, significant light efficiency loss, and poor static appearance. It can only achieve the function of low-brightness position lights. Furthermore, since the diffuser results in a 40%-60% loss of diffused light, meeting the high-brightness regulations for brake lights, turn signals, etc., requires a significant increase in the number of light sources or a boost in drive power, leading to increased thermal management pressure, energy consumption, and costs for the vehicle. Summary of the Invention

[0003] To address the aforementioned technical problems, this application provides a vehicle lamp that can solve the problems of limited functionality and significant loss of luminous efficiency.

[0004] In a first aspect, this application provides a vehicle light, comprising: substrate; At least one light-emitting module is disposed on the substrate; A light field modulation layer is disposed on the light emission path of the light-emitting module and is used to modulate the emitted light from the light-emitting module. The light field modulation layer is provided with microstructures for modulating the emitted light. A light-transmitting layer is disposed on the side of the light field modulation layer away from the light-emitting module, for transmitting light modulated by the light field modulation layer; The light-emitting module is configured to emit light of at least two brightness levels in response to a synchronous or asynchronous drive signal, and the at least two brightness levels correspond one-to-one with at least two vehicle light function types.

[0005] In one embodiment, the light field modulation layer includes a modulation layer, the thickness of which is less than the thickness of the light-transmitting layer, and the roughness of a first surface of the modulation layer is higher than the roughness of the light-transmitting layer. The modulation layer includes a first surface facing the light-emitting module and a second surface away from the light-emitting module. The first surface is provided with a first microstructure for adjusting the beam angle and a second microstructure for homogenizing the light. The structural size of the first microstructure is larger than that of the second microstructure.

[0006] In one embodiment, in the direction from the center of the vehicle to the edge of the vehicle, The density of the first microstructure near the center of the vehicle is less than the density of the first microstructure near the edge of the vehicle; The density of the second microstructure near the center of the vehicle is less than the density of the second microstructure near the edge of the vehicle.

[0007] In one embodiment, the light field modulation layer further includes an anti-reflection layer located between the modulation layer and the light-transmitting layer. The refractive index of the antireflective layer is located between the refractive index of the modulation layer and the refractive index of the light-transmitting layer.

[0008] In one embodiment, the light-transmitting layer includes a first substrate layer, on which a grid layer is disposed, and an array of grid structures are formed on the grid layer. Each grid structure corresponds to at least one light-emitting module, and the grid structure is used to isolate the light from other grid structures.

[0009] In one embodiment, at least one of the light-emitting modules is configured to receive a first driving signal and a second driving signal in a time-division manner; When the first driving signal is received, the light-emitting module emits light of a first brightness to perform the first vehicle light function; When the second driving signal is received, the light-emitting module emits light of a second brightness to perform the second vehicle light function; Wherein, the driving current of the first driving signal is less than the driving current of the second driving signal, and the first brightness is lower than the second brightness.

[0010] In one embodiment, the light-emitting module includes at least a first light-emitting unit and a second light-emitting unit disposed in different regions; The first light-emitting unit receives a first driving signal and emits light of a first brightness to perform the first vehicle light function; The second light-emitting unit receives a second driving signal and emits light of a second brightness to perform the second vehicle light function; Wherein, the driving current of the first driving signal is less than the driving current of the second driving signal, and the first brightness is lower than the second brightness.

[0011] In one embodiment, the first vehicle light function includes a position light function; When the voltage value of the first drive signal is lower than the first preset voltage threshold, the vehicle light performs the position light function.

[0012] In one embodiment, When the second drive signal is a pulse width modulation scanning signal, the second vehicle light function is configured to include turn signal function; When the current value of the second drive signal is higher than the second preset current threshold, the second vehicle light function is configured to include the brake light function.

[0013] In one embodiment, the light-emitting module further includes a third light-emitting unit located in a different region from the first light-emitting unit or the second light-emitting unit. The third light-emitting unit is used to receive a third driving signal and emit light of a third brightness to perform a third vehicle light function. The third vehicle light function includes a smart driving mode indicator function, and the third brightness is lower than the second brightness.

[0014] To address the issues of limited functionality and difficulty in achieving both luminous efficiency and uniformity in existing automotive lamp structures, this invention provides a lamp that modulates light through a light field control layer positioned along the light emission path of the light-emitting module. This light is then transmitted through a light-transmitting layer, enabling the lamp to respond to synchronous or asynchronous drive signals and emit at least two different brightness levels of light from the same emitting surface. This allows for the display of at least two different lamp functions on a single emitting surface. Therefore, without increasing the number of light-emitting modules or improving drive power, this invention solves the technical problem of existing lamps being unable to simultaneously perform multiple functions such as position lights, turn signals, brake lights, and intelligent driving indicator lights, achieving multi-lamp function integration on a single emitting surface. Attached Figure Description

[0015] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0016] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This invention provides a schematic diagram of the structure of a vehicle lamp according to the first embodiment of the present application. Figure 2 This diagram illustrates the structure of a light field modulation layer according to an embodiment of this application. Figure 3 This diagram illustrates a microstructure of one embodiment of the present application. Figure 4 A schematic diagram of the microstructure of another embodiment of this application is shown; Figure 5 A schematic diagram of the microstructure of another embodiment of this application is shown; Figure 6 This diagram illustrates the structure of the light-transmitting layer according to one embodiment of the present application; Figure 7 This diagram illustrates the function of vehicle lights according to one embodiment of this application; Figure 8 This diagram illustrates the function of vehicle lights according to one embodiment of this application; Figure 9 A schematic diagram illustrating the function of vehicle lights according to an embodiment of this application is shown.

[0018] Explanation of reference numerals in the attached figures: 10. Vehicle lights; 11. Substrate; 12. Light-emitting module; 121. First light-emitting unit; 122. Second light-emitting unit; 123. Third light-emitting unit; 13. Optical field modulation layer; 131. Modulation layer; 131A. First surface; 131B. Second surface; 132. First microstructure; 133. Second microstructure; 134. Anti-reflection layer; 14. Transparent layer; 141. First substrate layer; 142. Mesh layer; 1420. Mesh structure; 20. Vehicles. Detailed Implementation

[0019] To better understand the above-mentioned objectives, features, and advantages of this application, the solution of this application will be further described below. It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0020] Many specific details are set forth in the following description in order to provide a full understanding of this application, but this application may also be implemented in other ways different from those described herein; obviously, the embodiments in the specification are only some embodiments of this application, and not all embodiments.

[0021] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms “comprising” and “having”, and any variations thereof, in the specification, claims, and foregoing description of the drawings are intended to cover non-exclusive inclusion.

[0022] In the description of the embodiments of this application, technical terms such as "first," "second," and "third" are used only to distinguish different objects and should not be construed as indicating or implying relative importance or implicitly specifying the number, specific order, or primary and secondary relationship of the indicated technical features. In the description of the embodiments of this application, "multiple" means two or more, unless otherwise explicitly defined.

[0023] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0024] In the description of the embodiments of this application, the technical terms "front", "rear", "left", "right", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed, operated or used in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of this application.

[0025] In the description of the embodiments of this application, unless otherwise expressly specified and limited, the technical term "connection" and other such terms should be interpreted broadly. For example, it can refer to a fixed connection, a detachable connection, or an integral connection; it can refer to a mechanical connection or an electrical connection; it can refer to a direct connection or an indirect connection through an intermediate medium; it can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of this application according to the specific circumstances.

[0026] The following is a detailed description of this application.

[0027] Currently, automotive taillights generally employ a uniform light scheme using direct light source, a diffuser plate thicker than 2.5mm, and an outer lens. Due to the large thickness of the diffuser plate and the random distribution of scattering particles within it, light undergoes irregular and intense diffusion after incident, resulting in uncontrollable light emission angles and poor light directionality. Therefore, it can only stably achieve the function of low-brightness position lights. Furthermore, the strong diffusion caused by the thick diffuser plate results in a significant light loss of 40% to 60%. To meet the high-brightness standards required for brake lights, turn signals, etc., the power of the light source or the number of light sources must be significantly increased to compensate for the brightness attenuation caused by diffusion. This leads to a dramatic increase in thermal management pressure, higher energy consumption, and significantly higher costs.

[0028] Therefore, current automotive taillights have limited functionality and low luminous efficiency. Without changing the light source configuration, it is impossible for automotive lights to simultaneously function as low-brightness, low-power position lights and high-brightness, high-power brake lights. For example, high-brightness standards for brake lights and turn signals cannot be met by low-brightness position lights without altering the aforementioned structure.

[0029] Among related technologies, there is also a solution that uses microstructure dots on a light guide plate. However, due to limitations in processing precision and assembly tolerance, defects such as bright spots, dark areas, and blurred edges are prone to occur. It is difficult to meet the high luminous efficiency requirements of multiple lighting modes such as position, braking, and turning. Moreover, the system structure is complex, the yield is low, and the cost is extremely high, which cannot meet the design requirements of intelligent electric vehicles for compact, integrated, and multifunctional vehicle lights.

[0030] Furthermore, the light guide plate structure has poor adaptability under extreme vehicle operating conditions. For example, vehicles need to withstand temperature changes of -40℃ to 85℃, road salt spray corrosion, and driving vibration and impact. The microstructure of the light guide plate is prone to deformation, brittleness, aging and degradation, and rapid failure of optical performance.

[0031] Furthermore, the microstructure of the light guide plate also cannot achieve the integration of multiple vehicle lights from the same light source. Since turn signals and brake lights have prescribed standards, and these standards are higher than those for position lights, the microstructure of the light guide plate is only suitable for a single brightness level and cannot meet the higher standards of other vehicle light functions. For example, taillights need to maintain clear visibility from tens of meters away across the entire viewing angle, including both front and side views. However, the microstructure of the light guide plate will experience brightness attenuation and blurred edges at large viewing angles, compromising driving safety. Therefore, the solution of placing the microstructure in the light guide plate in related technologies presents significant challenges for integrating multiple functions into vehicle lights.

[0032] In terms of manufacturing process, the microstructure processing precision control of large-size light guide plates is extremely difficult, resulting in low yield and high cost; moreover, there are cumulative tolerances in vehicle assembly, and defects such as bright spots and dark areas are prone to occur due to assembly deviations in large-scale mass production, which does not conform to the cost logic of mass production of millions of cars.

[0033] Based on the above considerations, this application proposes a vehicle lamp structure to solve one or more of the above problems.

[0034] like Figure 1 As shown, the first embodiment of this application proposes a vehicle light 10, including: base plate 11, At least one light-emitting module 12 is disposed on the substrate 11; The light field modulation layer 13 is disposed on the light emission path of the light emission module 12 and is used to modulate the emitted light of the light emission module 12. A light-transmitting layer 14 is disposed on the side of the light field modulation layer 13 away from the light-emitting module 12, and is used to transmit light modulated by the light field modulation layer 13; The headlight 10 is configured to emit light of at least two brightness levels in response to a synchronous or asynchronous drive signal, the at least two brightness levels corresponding one-to-one with at least two headlight function types.

[0035] To address the issues of limited functionality and difficulty in achieving both luminous efficiency and uniformity in existing vehicle headlight structures, the vehicle headlight 10 provided by this invention modulates light through a light field control layer 13 disposed on the light emission path of the light-emitting module 12, and emits light through a light-transmitting layer 14. This allows the vehicle headlight 10 to respond to different driving signals and emit brightness corresponding to at least two different vehicle headlight functions on the same emitting surface. Therefore, without increasing the number of light-emitting modules 12 or increasing the driving power, this invention solves the technical problem that existing vehicle headlights cannot simultaneously perform multiple lighting functions such as position lights, turn signals, brake lights, and intelligent driving indicator lights, achieving multi-headlight function integration on a single emitting surface.

[0036] In an optional embodiment, such as Figure 2 As shown, the light field modulation layer 13 includes a modulation layer 131, the thickness of which is less than the thickness of the light-transmitting layer 14, and the roughness of the first surface 131A of the modulation layer 131 is higher than the roughness of the light-transmitting layer 14. The modulation layer 131 includes a first surface 131A facing the light-emitting module 12 and a second surface 131B away from the light-emitting module 12. The first surface 131A is provided with a first microstructure 132 for adjusting the beam angle and a second microstructure 133 for homogenizing the light. The structural dimensions of the first microstructure 132 are larger than those of the second microstructure 133.

[0037] like Figure 2 The structure of the light field modulation layer 13 is shown. In this embodiment, the modulation of light is achieved through the synergy of the first microstructure 132 and the second microstructure 133.

[0038] In this embodiment, the first microstructure 132 has a relatively large structural size, for example, the size of a single first microstructure 132 is 50~100μm. The first microstructure 132 is used to control the orientation angle of the light emitted by the light-emitting module 12. When light is incident on the first microstructure 132, the light with a large divergence angle is converged or deflected into a preset light emission angle range through the refraction of the microprism, thus meeting the regulatory light distribution requirements for high-efficiency vehicle lights.

[0039] The second microstructure 133 in this embodiment has a smaller structural size than the first microstructure 132, for example, 5~10 μm. For example, the second microstructure 133 can be randomly distributed scattering points, and its function is to scatter and homogenize the light. Through diffuse reflection or diffuse transmission, the second microstructure 133 transforms the discrete point light source characteristics of the light-emitting module 12 into continuous surface light source characteristics, eliminates dark areas and bright spots between the light-emitting modules 12, and makes the emitted light present a uniform brightness distribution on a macroscopic scale, achieving a surface light source effect without graininess.

[0040] Compared to related technologies, thick diffusers produce Lambertian or near-Lambertian isotropic light emission, which limits the integration of different vehicle lighting functions, such as the wide horizontal angle of turn signals requiring a specific light emission angle, and the central focusing of brake lights requiring specific light emission brightness. In this embodiment, the first microstructure 132 and the second microstructure 133 are on the same surface. The light emitted from the light-emitting module 12 first undergoes angular convergence or deflection through the large-scale first microstructure 132, then undergoes fine scattering and homogenization through the small-scale second microstructure 133, and finally exits through the light-transmitting layer 14. This achieves the uniformity of a thick diffuser equivalent to that of a thick diffuser in related technologies with a relatively small thickness, while retaining direct light flux to achieve high luminous efficiency.

[0041] For example, in this embodiment, the modulation layer 131 is 0.2 mm, the first microstructure 132 is 50~100 μm, and the second microstructure 133 is 5~10 μm. The test results show that the uniformity of the equivalent 2.5 mm diffuser plate is ≥85%. At the same time, the modulation layer 131 of this embodiment can retain more than 90% of the direct light flux, achieving high luminous efficiency and high uniformity. Thus, different vehicle light functions such as turn signals, brake lights, and daytime running lights can be realized simultaneously.

[0042] like Figure 3 As shown, the first surface 131A of the light field control layer 13 is provided with a composite microstructure, which is composed of a first microstructure 132 and a second microstructure 133. The first microstructure 132 is a prism array used for directional beam expansion and angle control of the light from the light-emitting module 12; the second microstructure 133 consists of discretely distributed scattering points directly disposed on the surface of the prism array, working together with the prism array to eliminate bright spots and streaks that may be generated by the prism structure, thereby improving the brightness uniformity of the large-area light-emitting surface. This embodiment achieves both directional control and uniform light emission without the need for an additional optical layer, significantly improving optical performance while maintaining the light emission angle.

[0043] In another example, such as Figure 4 As shown, the first microstructure 132 is a prism array, and the second microstructure 133 is a scattering point. The first microstructure 132 and the second microstructure 133 are independently set on the same surface of the light field control layer 13 to achieve the combined effect of beam direction control and uniform light elimination, rather than being directly set on the surface of the prism array.

[0044] It is worth noting that the first microstructure 132 in this embodiment can be implemented by any of the following methods: microprism, microlens, diffraction grating, etc., and the second microstructure 133 can be implemented by surface scattering structure, scattering particle embedding, etc.

[0045] Different vehicle headlight functions have different requirements for the beam angle. For example, turn signals require a luminous intensity distribution within a horizontal range of 20° to 45° to the left and right to indicate the direction of lane change or turning; brake lights require a high-brightness center within a horizontal range of 10° to 20° to the left and right to effectively warn vehicles behind; position lights require a certain visible light intensity within an 80° range to the left and right to indicate the vehicle's outline and position; and daytime running lights require a relatively high brightness distribution within a horizontal range of 20° to the left and right, and vertical coverage of 15° up and down.

[0046] To meet the different light distribution requirements mentioned above, the geometric parameters of the first microstructure 132 can be customized according to the target function.

[0047] Taking the first microstructure 132 as an example of a prism structure protruding along the thickness direction, the design parameters include: prism apex angle, prism height, prism period, and prism extension direction. By adjusting these parameters, the emission angle distribution of light after refraction through the prism can be controlled. For example, a smaller prism apex angle can obtain a narrower emitted beam, suitable for the center focusing requirements of brake lights; a larger prism apex angle can obtain a wider diverging beam, suitable for the wide-angle illumination requirements of position lights.

[0048] Based on the above design parameters, the design and optimization can be performed using optical simulation software. An example of the optimization process includes: establishing a geometric model based on the headlight shape and the layout of the light-emitting module 12; setting the spectral characteristics, luminous flux, and initial divergence angle of the light-emitting module 12; simulating the emission angle distribution of light after refraction by the first microstructure 132 based on the set initial design parameters of the first microstructure 132; extracting the light distribution curve from the simulated light and comparing it with the light distribution requirements of the target function to obtain the deviation result, such as the light distribution requirement being a specific angle light intensity value for the turn signal; iteratively adjusting the initial design parameters using the regulatory light distribution requirements as the objective function until the emission angle distribution meets the light distribution requirements; thus obtaining the parameters of the first microstructure 132.

[0049] Through the above design and optimization process, the first microstructure 132 can precisely control the light emission angle for different vehicle light functions.

[0050] Based on the same principle, the second microstructure 133 is a randomly distributed point structure, such as a hemispherical, conical, or pyramidal pit or protrusion. The initial design parameters include: the size of a single microstructure, the height or depth of the structure, the in-plane distribution density, and the shape characteristics.

[0051] The parameters of the second microstructure 133 are also optimized using optical simulation software. The optimization process includes, for example, superimposing the second microstructure 133 layer onto the optical model with the first microstructure 132 already set, and setting the initial design parameters of the second microstructure 133. Based on the initial design parameters of the second microstructure 133, the brightness distribution of the emitting surface is simulated to determine the uniformity index. The design parameters are iteratively adjusted with the objective functions of minimizing target illuminance uniformity and luminous efficiency loss. The parameters of the second microstructure 133 are obtained after confirming by observing the simulation image whether the particle image of the light-emitting module 12 has been completely eliminated and ensuring that the emitting surface presents a continuous and smooth brightness distribution.

[0052] like Figure 5 As shown, in an optional embodiment, in the direction from the center of vehicle 20 to the edge of vehicle 20, The density of the first microstructure 132 near the center of the vehicle 20 is less than the density of the first microstructure 132 near the edge of the vehicle 20. The arrangement density of the second microstructure 133 near the center of the vehicle 20 is less than that near the edge of the vehicle 20.

[0053] In this embodiment, the first microstructure 132 and / or the second microstructure 133 are not uniformly distributed on the first surface 131A of the modulation layer 131, but rather exhibit a gradient variation. Figure 5 As shown, in the direction from the center of vehicle 20 to the edge of vehicle 20, that is, from the inside to the outside along the extension direction of the headlight, the density of the first microstructure 132 near the center of vehicle 20 is low, and the density of the first microstructure 132 near the edge of vehicle 20 is high; at the same time, the density of the second microstructure 133 near the center of vehicle 20 is low, and the density of the second microstructure 133 near the edge of vehicle 20 is high. In other words, the distribution density of both the first microstructure 132 used to control the beam angle and the second microstructure 133 used for homogenization gradually increases from the center of vehicle 20 to the edge of vehicle 20.

[0054] The above design takes into account that in large-sized headlights, such as through-type taillights, the light propagation path is longer and the light emission angle is larger in the edge area compared to the center area, which can easily lead to brightness attenuation, i.e., the phenomenon of dark areas at the edges.

[0055] In related technologies, improving edge darkness often involves increasing the overall number of light sources or increasing drive power, leading to excessive brightness in the central area and increased energy consumption. This embodiment utilizes a spatially differentiated microstructure density design. A higher-density first microstructure is placed near the vehicle edge, enhancing the ability to control the angle of light and deflecting more light into the effective observation range. Simultaneously, a higher-density second microstructure enhances the ability to scatter and evenly distribute light energy, precisely allocating it to the edge areas most in need of illumination. This avoids excessive scattering and energy waste in the central area, improving system luminous efficiency while maintaining uniformity. In terms of manufacturing, this structure only requires designing a density gradient pattern on the mold and molding it in one step using a nano-hot pressing process, without adding extra parts or processes, effectively controlling costs.

[0056] In an optional embodiment, the modulation layer 131 and the light-transmitting layer 14 are made of different light-transmitting polymer materials. That is, the modulation layer 131 and the light-transmitting layer 14 are not made of the same polymer material, but are made of light-transmitting polymer materials with different physical and optical properties to achieve functional complementarity.

[0057] For example, the modulation layer 131 is used to adjust the angle of light and homogenize the light. The performance requirements are to meet the requirements of good hot stamping molding to form a precise microstructure, high light transmittance, low haze and high weather resistance. The light-transmitting polymer material of the modulation layer 131 contains transparent polymers such as PC, COP and MS, which have microstructure scattering ability. For example, a special modified polycarbonate substrate has excellent thermal fluidity in the sheet state and can accurately replicate the microstructure pattern on the mold through roll-to-roll nano hot stamping process, while having high light transmittance and weather resistance.

[0058] The light-transmitting layer 14 provides structural support for the modulation layer 131 and serves as the light-emitting surface. Its core performance requirements include high surface hardness for scratch resistance, good injection molding flow for forming complex shapes, and moderate cost. Therefore, the light-transmitting layer 14 is preferably made of polymethyl methacrylate (PMMA), which has high surface hardness, excellent scratch resistance, good light transmittance, and low cost.

[0059] In one alternative embodiment, such as Figure 2 As shown, the light field modulation layer 13 further includes an anti-reflection layer 134, which is located between the modulation layer 131 and the light-transmitting layer 14. The refractive index of the antireflective layer 134 is located between the refractive index of the modulation layer 131 and the refractive index of the light-transmitting layer 14.

[0060] This embodiment reduces Fresnel reflection loss when light passes through the interface between the modulation layer 131 and the light-transmitting layer 14 by setting an intermediate layer with a gradually changing refractive index, forming a refractive index gradient transition structure with high, medium, and low refractive indices. This gradient design significantly reduces the abrupt change in refractive index at each interface as light passes through the modulation layer 131, anti-reflection layer 134, and light-transmitting layer 14, thereby greatly reducing Fresnel reflection loss and allowing more light to pass through smoothly. This results in higher luminous efficiency at the same voltage. In this embodiment, the anti-reflective layer 134 can be formed on the surface of the modulation layer 131 or the light-transmitting layer 14 by vacuum evaporation, sputtering or coating processes, with a thickness in the nanometer range, such as 100nm~500nm, which does not significantly increase the overall thickness or manufacturing cost of the vehicle lamp and has good process compatibility.

[0061] Based on the above design, the light field modulation layer of this embodiment combines a modulation layer 131 with a dual-scale microstructure and an anti-reflection layer 134. The dual-scale microstructure modulation layer 131 achieves uniformity of the light-emitting surface with minimal light efficiency loss, while the anti-reflection layer 134 can improve the light efficiency to over 88%. The modulation layer 131 in this embodiment has a thickness of only 0.1mm to 0.3mm, far less than the 2.5mm or more of traditional diffusers. Its high light efficiency and high uniformity characteristics enable the integrated display of multiple functions, such as position lights, turn signals, brake lights, and intelligent driving indicator lights. In terms of manufacturing process, both the dual-scale microstructure and the anti-reflection layer 134 can be formed in one step on a continuous thin-film production line, eliminating the need for complex post-processing and significantly reducing manufacturing costs.

[0062] In one embodiment, the thickness of the modulation layer 131 is less than the thickness of the light-transmitting layer 14, and the roughness of the first surface 131A of the modulation layer 131 is higher than the roughness of the light-transmitting layer 14.

[0063] Compared to existing technologies that achieve homogenization through volume scattering using thick diffuser plates, where light undergoes multiple scattering and absorption processes within the diffuser plate, resulting in light loss of 40% to 60%, this application addresses the issue of surface roughness. The modulation layer 131's first surface 131A, due to its microstructure, exhibits high roughness, which facilitates light scattering and angular expansion. Meanwhile, the light-transmitting layer 14 has low roughness, maintaining transparency and a glass-like texture. Light is emitted after only one surface modulation, significantly reducing light loss and achieving a luminous efficiency of over 85%.

[0064] Regarding thickness, the modulation layer 131 is thinner than the light-transmitting layer 14. The modulation layer 131 is mainly responsible for optical modulation, while the light-transmitting layer 14 is mainly responsible for structural support and final light emission. Existing technologies require a diffuser plate thickness of more than 2.5 mm to achieve acceptable uniformity. This application, through the design of a dual-scale microstructure modulation layer 131, achieves the same or even better uniformity when the thickness of the modulation layer 131 is much smaller than that of the light-transmitting layer 14, for example, the thickness of the modulation layer 131 is 0.1 mm to 0.3 mm, and the thickness of the light-transmitting layer 14 is 2 mm. The thickness of the light-transmitting layer can also be reduced according to the actual design, so that the overall structural thickness is less than that of the diffuser plate or microstructure light guide plate in related technologies.

[0065] In one alternative embodiment, such as Figure 6 As shown, the light-transmitting layer 14 includes a first substrate layer 141, on which a grid layer 142 is disposed, and an array of grid structures 1420 are formed on the grid layer 142. Each grid structure 1420 corresponds to at least one light-emitting module 12, and each grid structure is isolated from the light of other grid structures.

[0066] In this embodiment, the light-emitting module 12 is optically isolated and guided by the mesh structure 1420 to achieve zoned lighting and anti-crosstalk.

[0067] When multiple light-emitting modules 12 are arranged in an array on the substrate 11, the light emitted from adjacent light-emitting modules 12 may propagate laterally within the light-transmitting layer 14, causing crosstalk between different light-emitting modules 12. For applications that require time-sharing or zone-sharing to achieve different vehicle light functions, such as when the left turn signal is illuminated while the right position light remains at a low brightness, this optical crosstalk will reduce the independence and recognizability of the functions.

[0068] In this embodiment, a grid layer 142 is provided in the light-transmitting layer 14, and each grid structure 1420 corresponds to at least one light-emitting module 12. The grid structure 1420 can be made of opaque or semi-transparent material. The sidewall of the grid structure 1420 facing the light-emitting module 12 can reflect the incident light from the light source inside the grid, preventing the light from spreading laterally from one grid area to an adjacent grid area. The light emitted from each light-emitting module 12 is confined within the space defined by its corresponding grid structure 1420, and after being homogenized by the modulation layer 131, it is emitted from the light-emitting surface of the corresponding area, thereby achieving optical independence between different areas and acting as an optical isolation wall.

[0069] Based on the design of the grid layer 142 of the light-transmitting layer 14 in this embodiment, the vehicle lights can be illuminated in sections. For example, when the intelligent driving indicator lights in some areas are lit while other areas remain off, the grid structure 1420 can limit the light emission range of each light-emitting module 12, thereby enhancing the contrast and visual quality of the dynamic effect.

[0070] Furthermore, in one embodiment, the sidewall of the mesh structure 1420 facing the light-emitting module 12 is provided with a reflective structure or a scattering structure, which can redirect light that might otherwise escape to the edge back to the light-emitting direction, thereby further improving the light energy utilization and light emission uniformity in the corresponding area.

[0071] In one embodiment, a second substrate layer is disposed on the side of the mesh layer 142 away from the first substrate layer 141. Figure 6 (not shown in the image), the second substrate layer covers the grid layer 142 to form a protective layer.

[0072] In this embodiment, the second substrate layer can prevent the mesh structure 1420 from being mechanically damaged or contaminated during use, and on the other hand, it provides a flat light-emitting surface for the light-transmitting layer 14, ensuring the optical quality of the final light-emitting surface and meeting the reliability requirements of the long-term use environment of the vehicle lamp.

[0073] In this embodiment, the first substrate layer 141 and the second substrate layer of the light-transmitting layer 14 are made of transparent materials. Compared with the thick diffuser plates of related technologies, which appear dark gray or milky white and opaque when not lit, giving them a strong plastic feel, the light-transmitting layer 14 of this embodiment has a lower surface roughness and the modulation layer 131 is extremely thin. When not lit, it exhibits high transparency and a glass-like texture, enhancing the static aesthetic quality of the headlights. This aligns with the design trend of high-end vehicles that favor a crystal-clear, glass-like appearance, making it particularly suitable for electric vehicle lighting devices with strict requirements for space, energy consumption, and appearance.

[0074] In an optional embodiment, an air gap is provided between the antireflective layer 134 and the light-transmitting layer 14 to enhance the TIR (total internal reflection) effect; for example, the air gap is ≤0.1mm.

[0075] This embodiment utilizes the low refractive index characteristics of the air gap to introduce a low refractive index air interface layer between the modulation layer 131 and the light-transmitting layer 14, thereby enhancing the total internal reflection effect and redirecting light that might otherwise escape from the light-transmitting layer 14 back to the light-emitting direction, thus improving the light energy utilization rate within the effective light-emitting range.

[0076] The air gap scheme described in this embodiment can be used in conjunction with the aforementioned anti-reflection layer scheme. The anti-reflection layer is responsible for reducing the reflection loss caused by the abrupt change in refractive index, while the air gap is responsible for enhancing total internal reflection by utilizing the low refractive index interface. The two complement each other and work together to achieve efficient transmission and utilization of light energy.

[0077] In this embodiment, only a small number of support structures need to be provided on the surface of the anti-reflective layer 134 or the light-transmitting layer 14. Compared with filling with optical adhesive or refractive index matching liquid, the process is simpler and the cost is lower, and there is no risk of curing shrinkage or aging and yellowing.

[0078] Based on the above structural design, and utilizing the high luminous efficiency and high uniformity of the vehicle lamp structure, without changing the number of light sources or significantly increasing the power, the vehicle lamp of this disclosure responds to the drive signal by emitting brightness of at least two different vehicle lamp functions.

[0079] In an optional embodiment, such as Figure 7 As shown, at least one of the light-emitting modules 12 is configured to asynchronously receive a first driving signal and a second driving signal; In the first timing sequence, when the first driving signal is received, the light-emitting module 12 emits light of a first brightness to perform the first vehicle light function; In the second timing sequence, when the second driving signal is received, the light-emitting module 12 emits light of a second brightness to perform the second vehicle light function; Wherein, the driving current of the first driving signal is less than the driving current of the second driving signal, and the first brightness is lower than the second brightness.

[0080] In this embodiment, by using time multiplexing, the same light-emitting module 12 can perform different vehicle light functions at different times, thereby achieving multi-functional integration of a single light-emitting surface.

[0081] For example, the control system of the vehicle headlight 10 outputs a corresponding drive signal to the light-emitting module 12 according to the currently required headlight function. When the first headlight function with low brightness is required, such as a position light, the control system outputs a first drive signal with a small drive current to the light-emitting module 12, so that the light-emitting module 12 is continuously lit with a low luminous intensity.

[0082] When a secondary vehicle light function requiring high brightness is needed, such as a brake light, the control system outputs a second drive signal with a larger drive current to the same light-emitting module 12, causing the light-emitting module 12 to illuminate with a higher luminous intensity. Because the two drive signals are staggered in time, for example, the brake light only illuminates briefly during braking, the same light-emitting module 12 can meet different functional requirements within different time windows.

[0083] Unlike related technologies that require different LED light sources or optical paths for different functions, this solution enables multiple functions to be output from the same physical light-emitting area and optical path of the vehicle lamp 10 by switching the time domain of the driving signal. There is no need to set up a separate light-emitting module 12 or optical path for each function. Thus, multiple functions such as position lights, brake lights, turn signals, and intelligent driving indicator lights can be integrated within the limited lamp space, which greatly simplifies the structural complexity and space occupation of the vehicle lamp, and reduces material costs and assembly complexity.

[0084] Traditional solutions may require different light distribution requirements for different functions, leading to complex designs. In this solution, all vehicle light functions share the same optical path, and brightness levels are differentiated only by the magnitude of the drive current. This greatly simplifies the optical design and ensures consistency in light output across different functions.

[0085] In an optional embodiment, such as Figure 8 As shown, the light-emitting module 12 includes a first light-emitting unit 121 and a second light-emitting unit 122 disposed in different regions; The first light-emitting unit 121 and the second light-emitting unit 122 receive the driving signal synchronously; The first light-emitting unit 121 receives a first driving signal and emits light of a first brightness to perform the first vehicle light function; The second light-emitting unit 122 receives the second driving signal and emits light of the second brightness to perform the second vehicle light function; Wherein, the driving current of the first driving signal is less than the driving current of the second driving signal, and the first brightness is lower than the second brightness.

[0086] This embodiment uses a spatial division of labor, so that the first light-emitting unit 121 and the second light-emitting unit 122 in different areas can undertake different vehicle light functions, thereby achieving multi-functional parallel output in different physical areas of the same vehicle light 10.

[0087] In another alternative embodiment, such as Figure 8 As shown, the light-emitting module 12 further includes a third light-emitting unit 123, which is located in a different region from the first light-emitting unit 121 or the second light-emitting unit 122. The third light-emitting unit 123 is used to receive a third driving signal and emit light of a third brightness to perform a third vehicle light function. The third vehicle light function includes a smart driving mode indicator function, and the third brightness is lower than the second brightness.

[0088] For example, the control system of the vehicle headlight 10 outputs corresponding drive signals to the light-emitting modules 12 in different areas.

[0089] like Figure 8As shown, the first light-emitting unit 121, located in the first region, such as the upper region of the headlight 10, is configured to receive a first drive signal with a smaller drive current and continuously illuminate at a lower brightness, performing a low-brightness function, such as a position light. The second light-emitting unit 122, located in the second region, such as the lower region of the headlight 10, is configured to receive a second drive signal with a larger drive current and illuminate at a higher brightness, performing a high-brightness function, such as a turn signal. The third light-emitting unit 123, located in an independent zone, receives a third drive signal and outputs a soft light lower than the first brightness, specifically used as an intelligent driving mode indicator. The third light-emitting unit 123 does not overlap with the physical regions of the first light-emitting unit 121 and the second light-emitting unit 122, and can be illuminated independently without interfering with each other.

[0090] Unlike the aforementioned scheme where the first light-emitting unit 121 and the second light-emitting unit 122 are time-division multiplexed, in this embodiment, the execution of different functions is spatially separated and can be parallel in time. That is, in this embodiment, the position lights, turn signals, and intelligent driving indicator lights can be illuminated simultaneously, each displayed in its own zone, resulting in higher visibility. For example, the position lights illuminated by the first light-emitting unit 121 and the turn signals illuminated by the second light-emitting unit 122 can work simultaneously without interfering with each other. This spatial division of labor is suitable for scenarios with high requirements for functional independence or where multiple functions need to be illuminated simultaneously. The driving current of the third light-emitting unit 123 is between that of the position lights and the brake lights, corresponding to the third brightness level, and outputs a brightness lower than the second brightness level, thus avoiding the problem of excessively bright intelligent driving lights interfering with the braking and turn signal warning effects.

[0091] It is worth noting that in this embodiment, the light-emitting module 12 is divided into a first light-emitting unit 121 and a second light-emitting unit 122 in order to distinguish different light-emitting areas. The first light-emitting unit 121 and the second light-emitting unit 122 are structurally identical, but they receive different driving signals to achieve different functions.

[0092] It is also worth noting that this embodiment is not limited to three partition units, and more independent light-emitting units can be added according to the overall vehicle interaction requirements.

[0093] For example, the headlights can be divided into a left turn signal area, a position light area, a smart driving indicator area, and a right turn signal area along the horizontal direction. Each area can be controlled independently and can perform different functions such as turning, position indication, and smart driving status indication at the same time. They can also work together in a time-sharing manner to achieve a flowing dynamic effect.

[0094] In other words, the spatial partitioning and time-sharing scheme described above in this example are not mutually exclusive. They can be combined and used according to actual needs. For example, the light-emitting modules 12 in the same physical area can achieve different functions through time-sharing multiplexing. For example, the position light function and brake light function are executed at different times in the same physical area, while different areas can execute their respective functions in parallel. For example, the left turn signal and the right position light work at the same time, thereby achieving the optimal configuration of multi-functional integration in time and space.

[0095] In an optional embodiment, the headlights are configured to respond to a third drive signal by controlling the illumination of light-emitting modules in different areas to light up in 12 time intervals or in sections to form a preset pattern. For example... Figure 9 As shown, the preset pattern includes at least one of the following: a lock icon, an unlock icon, a greeting, and battery information.

[0096] In this embodiment, multiple light-emitting modules 12 arranged in a matrix are disposed on the substrate of the vehicle headlight, and the light-emitting modules 12 can be controlled by zones. When the vehicle performs a locking or unlocking operation, the headlight receives the corresponding driving signal, and the controller drives the light-emitting modules in different areas to light up or turn off according to preset pattern data, thereby forming pattern information such as lock icon, unlock icon, hello, goodbye, and battery percentage on the light-emitting surface of the headlight through partial lighting.

[0097] This embodiment achieves patterned interactive display function without adding an additional optical module by partitioning and driving different light-emitting modules 12, thus adapting to more intelligent interactive scenarios.

[0098] In an optional embodiment, the first vehicle light function includes a position light function; When the voltage value of the first drive signal is lower than the first preset threshold, the vehicle light performs the position light function.

[0099] This embodiment associates the position light function with the low-voltage characteristics of the first drive signal. As a position indicator for the vehicle at night or in low visibility conditions, the position light is required to be continuously illuminated with low brightness within a relatively wide horizontal viewing angle of 80° to the left and right.

[0100] In this embodiment, the position light function is configured to be executed in response to a first drive signal with a voltage value lower than a first preset threshold. When the voltage value of the drive signal is lower than the preset threshold, the light-emitting module 12 operates with a smaller drive current and emits light with lower brightness. After passing through the light field modulation layer 13 and the light-transmitting layer 14, it forms a wide viewing angle and low brightness light emission that meets the requirements of position light regulations.

[0101] The first preset threshold in this embodiment can be calibrated according to the specifications of the light-emitting module 12 and the required brightness, for example, set to 3V~5V, to ensure that the light-emitting module 12 operates in the linear region or low current region under low voltage drive, and outputs stable and soft light.

[0102] In an optional embodiment, when the second drive signal includes a pulse width modulation scan signal, the second vehicle light function is configured to include a turn signal function; When the current value of the second drive signal is higher than the second preset current threshold, the second vehicle light function is configured to include the brake light function.

[0103] In this embodiment, the second vehicle light function is a high-brightness turn signal and brake light function, requiring high light intensity to attract the attention of other road users. The brake light requires instantaneous high brightness and rapid response to warn following vehicles to take braking measures; the turn signal requires a dynamic flowing effect to indicate the vehicle's lane change or turning direction.

[0104] Based on the above requirements, the turn signal function responds to the pulse width modulation scanning signal. The pulse width modulation scanning signal sequentially drives multiple light-emitting modules arranged horizontally along the headlight in a preset order, producing a visual effect of light flowing from the inside out or from the outside in. The light emission time of each light-emitting module is short and orderly connected, presenting a flowing dynamic as a whole, rather than simply being bright and constantly lit.

[0105] The brake light function is activated in response to a drive signal with a current value higher than a second preset current threshold. When the vehicle brakes, the control system outputs a high-current pulse signal, and the light-emitting module emits light with a high peak brightness.

[0106] Through the above design, based on the function of the high-brightness second vehicle light, the different functions of turn signal and brake light are further realized on the basis of the drive signal. The two do not interfere with each other and can be realized on different light-emitting modules 12 at different times or on different light-emitting modules 12 at the same time.

[0107] In one embodiment, the third headlight function is a smart driving mode indicator light function, and the light-emitting module is configured with an independent third light-emitting unit as a smart driving light-emitting unit; the third light-emitting unit, the first light-emitting unit responsible for the position lights, and the second light-emitting unit responsible for braking and steering are located in different areas of the headlight, and the three can work synchronously.

[0108] When the third driving signal is the intelligent driving mode driving signal, the third light-emitting unit is driven and outputs a third brightness light to perform the intelligent driving mode indicator function. The third brightness is lower than the second brightness corresponding to the turn signal and brake light.

[0109] In this embodiment, an independent intelligent driving light-emitting unit is set in the light-emitting module 12. For example, the intelligent driving light-emitting unit is a blue LED or a white LED. It is equipped with a narrow-band filter structure, which can output high-purity blue light for intelligent driving status prompts. The intelligent driving mode indicator is a functional indicator light used by intelligent driving vehicles to indicate to the outside world that the vehicle is in an autonomous driving state. The intelligent driving mode indicator needs to be lit continuously or intermittently with specific blue light or blue-white light and low brightness.

[0110] In this embodiment, the intelligent driving light-emitting unit is set independently of the conventional white or red light-emitting unit. When the vehicle enters the intelligent driving mode, the control system outputs an intelligent driving mode driving signal, such as a low-voltage constant current signal or a PWM dimming signal to drive the blue LED. The intelligent driving light-emitting unit is driven to emit blue or blue-white light at a lower brightness, which is emitted after passing through the light field modulation layer 13 and the light-transmitting layer 14 to form an intelligent driving status indication with high recognizability.

[0111] It is worth noting that the intelligent driving lighting unit is independent of the lighting units of other vehicle lights. The two can coexist in different areas of the same vehicle light, and can even be executed in parallel at the same time.

[0112] Based on the above embodiments, compared with the common solution of using LED direct beam combined with a thick diffuser plate for vehicle lights, there are problems such as incompatibility of functions, loss of light efficiency, poor static appearance, and dark areas at the edges of large-size vehicle lights. In terms of structure, this application designs an optical link of light-emitting module 12, light field control layer 13 and light-transmitting layer 14. The light field control layer 13 includes a modulation layer 131 with dual-scale microstructures. The large-scale first microstructure 132 is used to control the beam angle, and the small-scale second microstructure 133 is used for light homogenization. The uniformity of the light-emitting surface is achieved with minimal loss of light efficiency. The thickness of the modulation layer 131 is only 0.1mm~0.3mm, which is much smaller than the 2.5mm or more of the traditional diffuser plate. The overall thickness of the vehicle light is greatly reduced. The light-transmitting layer 14 adopts a low-roughness smooth surface. The modulation layer 131 is extremely thin and has high light transmittance. When not lit, it presents high transparency and glass-like texture, eliminating the dark gray or milky white opaque plastic feel of the traditional solution.

[0113] Based on the above-mentioned headlight structure that can achieve high luminous efficiency and high uniformity, in terms of driving the driving signal and the light-emitting module 12, on the one hand, the same light-emitting module 12 can be configured to receive the first driving signal and the second driving signal in a time-division manner, and emit light of different brightness to perform different headlight functions; on the other hand, the light-emitting modules 12 in different areas can receive different driving signals respectively, realizing multi-functional parallel output, so that the same light-emitting surface can integrate multiple functions such as position lights, turn signals, brake lights, intelligent driving mode indicator lights, daytime running lights, etc., without increasing the number of LEDs or increasing the driving power, realizing multi-functional output of a single physical light-emitting surface.

[0114] This application also provides a vehicle 20. The vehicle 20 includes vehicle lights as described in the above embodiments. The vehicle lights can be disposed at the front, rear, or side of the vehicle, and are respectively used as headlights, taillights, turn signals, daytime running lights, or position lights, etc.

[0115] For example, the vehicle light can be a taillight. In taillight applications, the vehicle light can integrate at least two functions from position lights, brake lights, turn signals, reversing lights, rear fog lights, and intelligent driving mode indicator lights, and output light of different brightness through the same light-emitting surface in a time-sharing or zone-sharing manner to meet the signal indication needs of various driving conditions.

[0116] For example, the headlight can also be a vehicle headlight. In headlight applications, the headlight can integrate at least two functions from daytime running lights, position lights, turn signals, and intelligent driving mode indicator lights, achieving a multi-functional integrated design while maintaining a compact headlight structure.

[0117] For example, the vehicle light can also be a side turn signal or a high-mounted brake light. In the application of side turn signals, the vehicle light can achieve a flowing dynamic effect in a narrow space; in the application of high-mounted brake lights, the vehicle light can achieve high brightness instantaneous illumination in an ultra-thin structure.

[0118] This headlight can specifically address the problems of existing headlights, such as limited functionality, the trade-off between light efficiency and uniformity, poor static appearance, and large dark areas at the edges. While achieving multi-functional integration, it significantly improves light efficiency, reduces thickness, optimizes appearance, and lowers manufacturing costs.

[0119] The vehicle described in this embodiment can be a gasoline-powered vehicle, a hybrid vehicle, or a pure electric vehicle. For gasoline-powered vehicles, the low-power design of the headlights helps reduce the generator load and fuel consumption; for hybrid and pure electric vehicles, the high luminous efficiency and low power consumption of the headlights help extend the pure electric driving range, while their ultra-thin structure provides greater flexibility in the overall vehicle design.

[0120] The vehicle can also be a vehicle equipped with intelligent driving functions. In intelligent driving mode, the headlights can emit blue or blue-white light through independent intelligent driving light-emitting units to indicate to the outside world that the vehicle is in autonomous driving mode, thereby improving the safety and transparency of road interactions.

[0121] The vehicle can also be a commercial vehicle, passenger vehicle, or special vehicle. Regardless of the vehicle type, the headlights can integrate multiple lighting functions with a single luminous surface, reducing system costs while ensuring optical performance and having wide applicability.

[0122] In summary, the vehicle lights and vehicles provided in this application achieve a comprehensive technical effect of multi-functionality, high luminous efficiency, ultra-thinness, high aesthetics, and low cost through innovative optical structures and drive control schemes. They can be widely used in the design of taillights, headlights, and signal lights for various vehicle models.

[0123] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments described herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A vehicle light, characterized in that, include: substrate; At least one light-emitting module is disposed on the substrate; A light field modulation layer is disposed on the light emission path of the light-emitting module and is used to modulate the emitted light from the light-emitting module. The light field modulation layer is provided with microstructures for modulating the emitted light. A light-transmitting layer is disposed on the side of the light field modulation layer away from the light-emitting module, for transmitting light modulated by the light field modulation layer; The light-emitting module is configured to emit light of at least two brightness levels in response to a synchronous or asynchronous drive signal, and the at least two brightness levels correspond one-to-one with at least two vehicle light function types.

2. The vehicle light according to claim 1, characterized in that, The light field modulation layer includes a modulation layer, which comprises a first surface facing the light-emitting module and a second surface away from the light-emitting module. The thickness of the modulation layer is less than the thickness of the light-transmitting layer, and the roughness of the first surface of the modulation layer is higher than the roughness of the light-transmitting layer. The first surface is provided with a first microstructure for adjusting the beam angle and a second microstructure for homogenizing the light. The structural size of the first microstructure is larger than that of the second microstructure.

3. The vehicle light according to claim 2, characterized in that, In the direction from the center of the vehicle to the edge of the vehicle, The density of the first microstructure near the center of the vehicle is less than the density of the first microstructure near the edge of the vehicle. The arrangement density of the second microstructure near the center of the vehicle is less than that near the edge of the vehicle.

4. The vehicle light according to claim 2, characterized in that, The light field modulation layer further includes an anti-reflection layer, which is located between the modulation layer and the light-transmitting layer. The refractive index of the antireflective layer is located between the refractive index of the modulation layer and the refractive index of the light-transmitting layer.

5. The vehicle light according to claim 1, characterized in that, The light-transmitting layer includes a first substrate layer, on which a mesh layer is disposed. An array of grid structures is formed on the grid layer, each grid structure corresponds to at least one light-emitting module, and the light of each grid structure is isolated from that of other grid structures.

6. The vehicle light according to claim 1, characterized in that, At least one of the light-emitting modules is configured to asynchronously receive a first driving signal and a second driving signal; When the first driving signal is received, the light-emitting module emits light of a first brightness to perform the first vehicle light function; When the second driving signal is received, the light-emitting module emits light of a second brightness to perform the second vehicle light function; Wherein, the driving current of the first driving signal is less than the driving current of the second driving signal, and the first brightness is lower than the second brightness.

7. The vehicle light according to claim 1, characterized in that, The light-emitting module includes at least a first light-emitting unit and a second light-emitting unit disposed in different regions; The first and second light-emitting units synchronously receive the driving signal; wherein... The first light-emitting unit is used to receive a first driving signal and emit light of a first brightness to perform the first vehicle light function; The second light-emitting unit is used to receive the second driving signal and emit light of the second brightness to perform the second vehicle light function; Wherein, the driving current of the first driving signal is less than the driving current of the second driving signal, and the first brightness is lower than the second brightness.

8. The vehicle light according to claim 7, characterized in that, The first vehicle light function includes position light function; When the voltage value of the first drive signal is lower than the first preset voltage threshold, the vehicle light performs the position light function.

9. The vehicle light according to claim 7, characterized in that, When the second drive signal includes a pulse width modulation scanning signal, the second vehicle light function is configured to include a turn signal function; When the current value of the second drive signal is higher than the second preset current threshold, the second vehicle light function is configured to include the brake light function.

10. The vehicle light according to claim 7, characterized in that, The light-emitting module further includes a third light-emitting unit, which is located in a different region from the first light-emitting unit or the second light-emitting unit. The third light-emitting unit is used to receive a third driving signal and emit light of a third brightness to perform a third vehicle light function, the third vehicle light function including a smart driving mode indicator function, and the third brightness is lower than the second brightness.

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