A system and method for adjusting the brightness of a tail light

Abstract

This invention belongs to the field of taillight control technology. It provides a taillight brightness adjustment system and method, comprising: determining the critical low temperature of color temperature deviation of the taillight under different brightness levels through color temperature deviation analysis; extracting color temperature data and low temperature data of the taillight below the critical temperature of color temperature deviation, and analyzing and constructing a low-temperature-color temperature prediction model for the taillight; using the critical low temperature of color temperature deviation as the trigger condition for color temperature compensation, predicting the output taillight color temperature through the low-temperature-color temperature prediction model when color temperature compensation is triggered; determining the color temperature compensation method by combining the predicted output taillight color temperature with the specified color temperature range of the taillight; if the color temperature compensation method is non-over-limit single-taillight compensation, determining the single-taillight color temperature compensation object and color temperature compensation current; if the color temperature compensation method is dual-taillight compensation, determining the dual-taillight compensation target color temperature and dual-taillight color temperature compensation current within the specified color temperature range of the taillight, ensuring the color temperature consistency of the taillight under extreme low temperatures.

Description

Technical Field

[0001] This invention belongs to the field of taillight control technology, specifically a taillight brightness adjustment system and method. Background Technology

[0002] As a core safety component, the color temperature stability of automotive taillights directly affects driving safety and regulatory compliance. Currently, most mainstream automotive taillights use halogen lamps or LEDs deployed in batches. Regional regulations such as EU ECE R37 clearly require that the color temperature deviation of the same type of light source at the same brightness level must be strictly controlled within 300K to ensure that drivers of following vehicles can clearly identify the taillight signals and avoid misjudging driving conditions due to differences in light source color.

[0003] However, when adjusting taillight brightness in low-temperature environments below -20℃, the color temperature drift problem of the same type of light source is particularly prominent, becoming a common pain point in the industry. For the same type of halogen lamp, it relies on the filament to heat up and emit light. At low temperatures, the thermal inertia of the filament increases, and the dispersion of filament resistance in different lamp bodies is amplified. Under the same brightness adjustment current, the color temperature drop of some halogen lamps can reach more than 300K, resulting in obvious differences in the degree of yellowing of halogen taillights on the left and right sides or front and rear. For the same type of LED, low temperatures will cause the chip temperature to drop, and the phosphor excitation efficiency will have individual differences. Even when the same driving current is applied, the color temperature rise of different LED chips will differ by 200K~400K, exhibiting different degrees of whitening.

[0004] In the current field of new lighting, taillight brightness adjustment algorithms mostly focus on precise control of brightness values, generally lacking targeted compensation logic for low-temperature color temperature drift of similar light sources. This results in color temperature deviations of similar light sources easily exceeding 500K in low-temperature environments, directly violating regulations such as ECE R37 and hindering vehicle certification. Furthermore, excessive color temperature deviations cause noticeable color differences in taillight signals with the same function, reducing the accuracy of following vehicle recognition and creating safety hazards. Currently, the industry lacks a mature solution that balances adjustment efficiency and compliance, necessitating urgent technological research and development to address this issue.

[0005] Therefore, the present invention provides a taillight brightness adjustment system and method. Summary of the Invention

[0006] In order to overcome the shortcomings of the prior art, at least one technical problem raised in the background art is solved.

[0007] The technical solution adopted by this invention to solve its technical problem is: a method for adjusting the brightness of a taillight, comprising the following steps: Color temperature deviation analysis was performed using color temperature data of taillights at different brightness levels and low temperatures to determine the critical low temperature for color temperature deviation of taillights at different brightness levels. Based on any brightness level, extract the color temperature data and low temperature data of the taillights below the critical temperature of color temperature deviation, and analyze and construct a low temperature-color temperature prediction model for the taillights. The critical low temperature of color temperature deviation is used as the trigger condition for color temperature compensation. When color temperature compensation is triggered, the output taillight color temperature is predicted by the low temperature-color temperature prediction model. By predicting the output taillight color temperature and combining it with the specified color temperature range of the taillight, the color temperature compensation method is determined. The color temperature compensation method includes single taillight compensation and dual taillight compensation. Among them, single taillight compensation includes over-limit single taillight compensation and non-over-limit single taillight compensation. If the color temperature compensation method is non-over-limit single taillight compensation, the single taillight color temperature compensation object and color temperature compensation current are determined by comparing the sensitivity between taillight color temperature and current. If the color temperature compensation method is dual taillight compensation, the compensation efficiency is analyzed by combining the sensitivity between taillight color temperature and current, and the dual taillight compensation target color temperature and dual taillight color temperature compensation current are determined within the specified color temperature range of the taillight.

[0008] As a further aspect of the present invention: the process of determining the critical low temperature of color temperature deviation of the taillight under different brightness levels is as follows: Based on any brightness, the color temperature of the taillights at different low temperatures is obtained. The color temperature of the taillights includes the color temperature of the left taillight and the color temperature of the right taillight. The color temperature difference between the left and right taillights is calculated to obtain the color temperature deviation at low temperatures. According to the low temperature, the color temperature deviation value of each low temperature is traversed in order from high to low. The color temperature deviation value is compared with the color temperature deviation threshold. The low temperature with the color temperature deviation value greater than the color temperature deviation threshold is marked as a candidate critical low temperature. The first candidate critical low temperature is marked as the color temperature deviation critical low temperature; By iterating through each brightness level, the critical low temperature of color temperature deviation of the taillight under different brightness levels is obtained.

[0009] As a further aspect of the present invention: the process of constructing a low-temperature color temperature prediction model for taillights is as follows: Based on any brightness level, extract the color temperature data and low temperature data of the taillights below the critical temperature of color temperature deviation, and integrate them into color temperature data group and low temperature data group respectively. The Pearson correlation coefficient between the low temperature data group and the color temperature data group was calculated and processed to obtain the coupled correlation value between low temperature and color temperature; the significance level was calculated using the t-test. By determining whether there is a linear or nonlinear correlation between temperature and color temperature through the coupling correlation value and significance level, and selecting the fitting method according to the correlation type, the color temperature data group and the low temperature data group are fitted to construct a low temperature-color temperature prediction model.

[0010] As a further aspect of the present invention: the process of predicting the output taillight color temperature using a low-temperature color temperature prediction model is as follows: Using the critical low temperature of color temperature deviation as the trigger condition for color temperature compensation, when the current low temperature of the taillight is lower than the critical low temperature of color temperature deviation, the current low temperature is used as the input of the low temperature-color temperature prediction model to predict the output taillight color temperature.

[0011] As a further aspect of the present invention: the process of determining the color temperature compensation method based on the specified color temperature range of the taillights is as follows: The predicted taillight color temperature is compared with the specified color temperature range for the taillights: If the color temperature of one taillight is within the specified color temperature range for taillights, while the color temperature of the other taillight is not within the specified color temperature range for taillights, then the color temperature compensation method is the over-limit single taillight compensation in single taillight compensation. If the color temperature of both taillights is within the specified color temperature range for taillights, then the color temperature compensation method is the non-exceeding single taillight compensation in single taillight compensation. If the color temperature of both taillights is not within the specified color temperature range for taillights, then the color temperature compensation method is dual taillight compensation.

[0012] As a further aspect of the present invention: the process of determining the target for color temperature compensation of a single taillight and the color temperature compensation current is as follows: Obtain color temperature data of taillights under the same brightness but different drive currents, and train and construct a drive current-color temperature model; Using the drive current-color temperature model, the drive current compensation required to adjust the color temperature of the left taillight to the predicted color temperature of the right taillight and the color temperature of the right taillight to the predicted color temperature of the left taillight are calculated respectively. By comparing the drive current compensation on both sides, the taillight with the smaller required compensation is selected as the color temperature compensation target, and the calculated drive current compensation target is determined as the final color temperature compensation current.

[0013] As a further aspect of the present invention: the construction process of the driving current-color temperature model is as follows: For the left and right taillights respectively: under the same brightness, collect color temperature data corresponding to different drive currents, and construct a training dataset with drive current as input and color temperature as output; select the model architecture according to the light source type; The dataset is divided into training, validation and test sets. Through iterative training and parameter tuning, the current-color temperature model is obtained.

[0014] As a further aspect of the present invention: if the color temperature compensation method is over-limit single tail compensation, then the taillight whose color temperature is not within the specified color temperature range is taken as the color temperature compensation object, and the predicted color temperature of the other taillight that is not the color temperature compensation object is taken as the target color temperature, and substituted into the driving current-color temperature model corresponding to the color temperature compensation object to obtain the target driving current of the color temperature compensation object. The deviation between the target driving current of the color temperature compensation object and the current driving current of the color temperature compensation object is calculated to obtain the color temperature compensation current of the color temperature compensation object.

[0015] As a further aspect of the present invention: the process of determining the target color temperature for dual taillight compensation and the color temperature compensation current for dual taillights within a specified color temperature range is as follows: Based on any color temperature within the specified color temperature range of the taillight, substitute the color temperature into the taillight drive current-color temperature model to obtain the target drive current of the left and right taillights respectively. The deviation between the target drive current of the left and right taillights and their respective current drive currents is calculated to obtain the drive current compensation amount of the left and right taillights. The total drive current compensation is obtained by summing the drive current compensation amounts of the left and right taillights. By iterating through all color temperatures within the specified color temperature range of the taillight, the total amount of drive current compensation under different color temperatures is obtained. Within the specified color temperature range of the taillights, the color temperature with the smallest total drive current compensation is selected as the target color temperature for dual taillight compensation. The drive current compensation amounts of the left and right taillights under the target color temperature for dual taillight compensation are respectively used as the color temperature compensation currents for the left and right taillights in the dual taillights.

[0016] A taillight brightness adjustment system includes the following modules: Critical Low Temperature Determination Module: By analyzing the color temperature data of taillights at different brightness levels and different low temperatures, the critical low temperature for color temperature deviation of taillights at different brightness levels is determined. Color temperature prediction model construction module: Based on any brightness, extract the color temperature data and low temperature data of the taillights below the critical temperature of color temperature deviation, and analyze and construct a low temperature-color temperature prediction model for the taillights. Color temperature compensation trigger and prediction module: The color temperature compensation trigger condition is the critical low temperature of color temperature deviation. When color temperature compensation is triggered, the output taillight color temperature is predicted by the low temperature-color temperature prediction model. Color temperature compensation method determination module: By predicting the output taillight color temperature and combining it with the specified color temperature range of the taillight, the color temperature compensation method is determined. The color temperature compensation method includes single taillight compensation and dual taillight compensation. Among them, single taillight compensation includes over-limit single taillight compensation and non-over-limit single taillight compensation. Color temperature compensation module: If the color temperature compensation method is non-over-limit single taillight compensation, the single taillight color temperature compensation object and color temperature compensation current are determined by comparing the sensitivity between taillight color temperature and current. If the color temperature compensation method is dual taillight compensation, the compensation efficiency is analyzed by combining the sensitivity between taillight color temperature and current, and the dual taillight compensation target color temperature and dual taillight color temperature compensation current are determined within the specified color temperature range of the taillight.

[0017] The beneficial effects of this invention are as follows: By analyzing the color temperature data of the left and right taillights under different brightness and low-temperature combinations, the critical low temperature at which the color temperature difference first exceeds the standard at each brightness level is determined, serving as the quantitative trigger threshold for activating the compensation system. When the ambient temperature is below the threshold, the constructed low-temperature-color-temperature prediction model is invoked, outputting the specific color temperature prediction values ​​of the left and right taillights at the current low temperature in real time. Then, these prediction values ​​are compared with the permitted color temperature range to diagnose the color temperature anomaly pattern (unilateral exceedance, bilateral non-exceedance but inconsistent and with excessive deviation, or bilateral exceedance), thereby determining a targeted compensation strategy. Finally, based on the strategy, precise calculations are performed using a drive current-color temperature model: for single-lamp compensation, the side with high current sensitivity and low adjustment energy consumption is selected as the target; for dual-lamp compensation, the target color temperature point that minimizes the total adjustment current is optimized. Ultimately, precise current adjustment commands are generated and sent to the taillight drive circuit, achieving a leap from passive detection to active prediction and compensation. Before the actual color temperature exceeds the standard, a temperature-based early warning is issued, ensuring the color temperature consistency and regulatory compliance (such as ECE R37) of the taillights under extreme low temperatures. Through differentiated compensation strategies and current-sensitivity-based optimization algorithms, the color temperature difference between the left and right taillights is efficiently eliminated with minimal drive current adjustment and lowest energy consumption, improving the overall vehicle safety and perceived quality, while avoiding energy waste and component stress caused by over-compensation. Attached Figure Description

[0018] The invention will now be further described with reference to the accompanying drawings.

[0019] Figure 1 This is a flowchart illustrating the steps of a taillight brightness adjustment method according to an embodiment of the present invention. Figure 2 This is a logic judgment diagram of a taillight brightness adjustment method according to an embodiment of the present invention; Figure 3 This is a flowchart of a taillight brightness adjustment system according to an embodiment of the present invention. Detailed Implementation

[0020] To make the technical means, creative features, objectives and effects of this invention easier to understand, the invention will be further described below in conjunction with specific embodiments.

[0021] Example 1: Please refer to Figures 1-2 As shown in the figure, a taillight brightness adjustment method according to an embodiment of the present invention includes the following steps: Step S10: Analyze the color temperature deviation of the taillights at different brightness levels and low temperatures to determine the critical low temperature for color temperature deviation of the taillights at different brightness levels. In step S10, the color temperature data of the taillights at different brightness levels and different low temperatures can be obtained in the following ways: Variable combinations are defined as follows: Low temperature, with each 5°C node (-40°C, -35°C, ..., -20°C, ..., 0°C, 25°C); Brightness: covering the brightness of all commonly used gears in the actual vehicle, and combining different low temperatures with brightness to obtain multiple variable groups; Place the same type of taillight source (left and right) of the target vehicle into the test chamber (set the test conditions according to the variable group), apply the driving current corresponding to the brightness in the variable group, and use a spectrum analyzer to collect multiple sets of color temperature data (collect once every 1 minute, up to 3 sets), and take the average color temperature as the final color temperature value under the low temperature-brightness variable combination. In step S10, the process of determining the critical low temperature of color temperature deviation of the taillight under different brightness levels is as follows: Based on any brightness, the color temperature of the taillights at different low temperatures is obtained. The color temperature of the taillights includes the color temperature of the left taillight and the color temperature of the right taillight. The color temperature difference between the left and right taillights is calculated to obtain the color temperature deviation at low temperatures. According to the low temperature, the color temperature deviation value of each low temperature is traversed in order from high to low. The color temperature deviation value is compared with the color temperature deviation threshold. The low temperature with the color temperature deviation value greater than the color temperature deviation threshold is marked as a candidate critical low temperature. The first candidate critical low temperature is marked as the color temperature deviation critical low temperature; By iterating through each brightness level, the critical low temperature of color temperature deviation of the taillight under different brightness levels is obtained; The color temperature deviation threshold can be 300K, which can be referenced to the EU ECE R37 standard. It is understandable that the significance of step S10 is to analyze the color temperature difference between the left and right taillights with temperature by analyzing the color temperature data of the taillights under different combinations of low temperature and brightness, and to determine the critical low temperature at which the color temperature deviation under each brightness first exceeds the threshold (such as 300K). Its role is to establish the temperature boundary conditions for the color temperature consistency of the taillights, provide a trigger basis for subsequent low temperature compensation, and ensure that the taillights can still meet the requirements of regulations (such as ECE R37) for color temperature consistency in extreme environments.

[0022] Step S20: Based on any brightness, extract the color temperature data and low temperature data of the taillight below the critical temperature of color temperature deviation, and analyze and construct a low temperature-color temperature prediction model for the taillight. In step S20, the process of constructing the low-temperature-color temperature prediction model for the taillights is as follows: Based on any brightness, extract the color temperature data and low temperature data of the taillights below the critical temperature of color temperature deviation, and integrate them into color temperature data group and low temperature data group respectively. The taillights include the left taillight and the right taillight. The Pearson correlation coefficient between the low temperature data group and the color temperature data group was calculated and processed to obtain the coupled correlation value between low temperature and color temperature; the significance level was calculated using the t-test. If the coupling correlation value is greater than or equal to the coupling correlation threshold and the significance level is less than or equal to 0.05, it indicates that there is a linear correlation between low temperature and color temperature; otherwise, it indicates that there is a non-linear correlation between low temperature and color temperature. It should be noted that the coupling correlation threshold can be set to 0.85. The basis for this setting is that, from a statistical perspective, the Pearson correlation coefficient ranges from -1 to 1. The closer the absolute value is to 1, the stronger the linear correlation between variables. Correlation coefficients of 0.8 and above are generally considered strong linear correlations. Choosing 0.85 as the threshold here is to improve the accuracy requirement based on the general standard, ensuring that the determined linear correlation has high reliability, and avoiding the misjudgment of weak linear correlations as strong correlations due to an excessively low threshold, which would lead to large errors in subsequent linear model predictions. Combined with the physical characteristics of taillight light sources, the impact of low temperature on the color temperature of the same type of taillight has a clear trend (the color temperature of halogen lamps decreases monotonically with decreasing temperature at low temperatures, while that of LED lamps increases monotonically), and the basic correlation between temperature and color temperature has strong linear characteristics. Based on preliminary low-temperature-color-temperature test data from multiple sets of similar light sources (halogen / LED), the absolute values ​​of the Pearson correlation coefficient between the two are generally between 0.82 and 0.98. Setting the threshold to 0.85 can accurately screen out strong linear correlation data that conforms to the physical laws of the light source, while excluding interference from extreme abnormal data (such as low correlation data caused by light source aging or experimental errors). The significance level limit is set to 0.05 because misjudging the color-temperature-low-temperature relationship as linear (which is actually nonlinear) will lead to unacceptable systematic bias in the subsequent least squares prediction model (especially near the critical low temperature), which may result in incorrect calculation of the color-temperature compensation current and affect compliance with regulations (such as ECE R37). Using 0.05 can control such misjudgment risk to within 5%, which is sufficient to meet the reliability requirements of automotive functional safety data models. If there is a linear correlation between low temperature and color temperature, then the least squares method is used to fit the low temperature data set and the color temperature data set to obtain the low temperature-color temperature prediction model. If a nonlinear correlation exists between low temperature and color temperature, then a nonlinear fitting is performed on the low temperature data set and the color temperature data set. The fitting methods include, but are not limited to, exponential fitting, quadratic fitting, and polynomial fitting. After fitting, the model with the highest goodness of fit is selected as the low temperature-color temperature prediction model. For example: When the taillights use LED light sources, the increase in color temperature due to low temperature is mainly due to the change in phosphor excitation efficiency caused by the decrease in chip temperature. An exponential model is used for fitting.

[0023] in, Color temperature For temperature, , , These are the parameters to be fitted; When the taillights use halogen lamps, the color temperature reduction due to low temperature is mainly due to the amplified discreteness of the filament resistance, which can be fitted as:

[0024] in, Color temperature For temperature, , , These are the parameters to be fitted; It should be noted that if the goodness of fit of the above model is insufficient (e.g., coefficient of determination R² < 0.95), a low-order polynomial can be used for fitting, but the highest order should not exceed 3, in order to avoid overfitting and non-physical oscillations at the temperature boundary. After all fitting models are selected, they need to be extrapolated and verified through reserved extreme low temperature test points (e.g., -40℃) to confirm that the monotonicity of the model in the unsampled range is consistent with the measured trend (LED color temperature increases monotonically as temperature decreases, while halogen lamp color temperature decreases monotonically) and there are no violent oscillations (the first derivative of the model is constant in the temperature range, LED is always positive, and halogen lamp is always negative). Only then can it be used as the final low-temperature color temperature prediction model. Understandably, the significance of step S20 lies in: based on color temperature data below the critical low temperature and low temperature data, determining their correlation (linear or nonlinear) through correlation analysis, and constructing a low-temperature-color temperature prediction model. Its purpose is to quantify the impact of low temperature on taillight color temperature, enabling real-time temperature prediction of color temperature changes, and providing accurate data support for subsequent compensation.

[0025] Step S30: Using the critical low temperature of color temperature deviation as the trigger condition for color temperature compensation, when color temperature compensation is triggered, the output taillight color temperature is predicted by the low temperature-color temperature prediction model. In step S30, the process of predicting the output taillight color temperature using the low-temperature color temperature prediction model is as follows: Using the critical low temperature of color temperature deviation as the trigger condition for color temperature compensation, when the current low temperature of the taillight is lower than the critical low temperature of color temperature deviation, the current low temperature is used as the input of the low temperature-color temperature prediction model to predict and output the taillight color temperature. It is understandable that the significance of step S30 is as follows: using the critical low temperature as the compensation trigger condition, when the real-time temperature is lower than the critical value, the taillight color temperature prediction value is output in real time using the constructed low temperature-color temperature prediction model. Its significance is to realize the proactive early warning and data representation of color temperature anomalies, link the ambient temperature with the color temperature deviation, and provide key input for intelligent compensation decision-making.

[0026] Step S40: By predicting the output taillight color temperature and combining it with the specified color temperature range of the taillight, determine the color temperature compensation method. The color temperature compensation method includes single taillight compensation and dual taillight compensation. Among them, single taillight compensation includes over-limit single taillight compensation and non-over-limit single taillight compensation. In step S40, the process of determining the color temperature compensation method based on the specified color temperature range of the taillights is as follows: The predicted taillight color temperature is compared with the specified color temperature range for the taillights: If the color temperature of one taillight is within the specified color temperature range for taillights, while the color temperature of the other taillight is not within the specified color temperature range for taillights, then the color temperature compensation method is the over-limit single taillight compensation in single taillight compensation (color temperature compensation is performed on taillights that are not within the specified color temperature range for taillights). If the color temperature of both taillights is within the specified color temperature range for taillights, the color temperature compensation method is non-exceeding single taillight compensation in single taillight compensation (selecting one taillight for color temperature compensation). If the color temperature of both taillights is not within the specified color temperature range for taillights, then the color temperature compensation method is dual taillight compensation (color temperature compensation is performed on both taillights). It is understandable that the significance of step S40 is to: by comparing the predicted color temperature with the specified color temperature range, and based on whether the color temperature of the taillights on both sides exceeds the limit, decide on three compensation methods: single taillight compensation for exceeding the limit, single taillight compensation for not exceeding the limit, or dual taillight compensation. Its purpose is to formulate differentiated compensation strategies, take targeted measures for different scenarios of exceeding the limit, and optimize compensation efficiency while ensuring color temperature consistency.

[0027] Step S50: If the color temperature compensation method is non-over-limit single tail compensation, the single tail light color temperature compensation object and color temperature compensation current are determined by comparing the sensitivity between tail light color temperature and current. If the color temperature compensation method is dual tail light compensation, the compensation efficiency is analyzed by combining the sensitivity between tail light color temperature and current, and the dual tail light compensation target color temperature and dual tail light color temperature compensation current are determined within the specified color temperature range of the tail light. In step S50, the process of determining the single taillight color temperature compensation object and the color temperature compensation current is as follows: Obtain color temperature data for the taillights (including both left and right taillights) at the same brightness but different drive currents, and train and construct a drive current-color temperature model. The specific process includes: A1, Feature Variable Setting: Using the driving current as the input variable and the color temperature as the output variable, multiple feature data sets are obtained; A2, Model Architecture Selection: If the taillights are halogen lamps, BP neural networks or gradient boosting trees (XGBoost) should be preferred. Halogen lamp current and color temperature have a significant positive nonlinear correlation, and their sensitivity changes at low temperatures are complex. Such models can accurately fit the nonlinear mapping relationship. If the taillights are LEDs, support vector machines (SVM) or lightweight neural networks should be selected. LED current and color temperature have a weak negative nonlinear correlation, and the data fluctuation is small. Such models can control the model complexity while ensuring accuracy. A3, Dataset partitioning: The feature data group is split into a training set (for model fitting), a validation set (for parameter tuning), and a test set (for final accuracy verification) in a 7:2:1 ratio. A4, Iterative Training: Fit the model to the training set, monitor the model error through the validation set, and fine-tune the parameters using grid search or Bayesian optimization until the validation set error stabilizes within the target range (prediction error ≤20K) to avoid overfitting. A5, Accuracy Verification: Calculate the MSE and MAE of the model using the test set to ensure that the deviation between the color temperature prediction value and the actual measurement value is ≤20K, and the deviation is ≤30K at extreme low temperatures (-40℃). In the predicted taillight color temperature output, the predicted taillight color temperature of the left taillight is used as the target color temperature of the right taillight. It is substituted into the corresponding drive current-color temperature model of the right taillight to obtain the target drive current of the right taillight. The deviation between the target drive current of the right taillight and the current drive current of the right taillight is calculated to obtain the predicted compensation amount of the drive current of the right taillight. Similarly, the predicted taillight color temperature of the right taillight is used as the target color temperature of the left taillight. It is substituted into the corresponding drive current-color temperature model of the left taillight to obtain the target drive current of the left taillight. The deviation between the target drive current of the left taillight and the current drive current of the left taillight is calculated to obtain the predicted compensation amount of the drive current of the left taillight. Compare the predicted compensation amount of the drive current of the right taillight and the predicted compensation amount of the drive current of the left taillight, select the taillight with the smaller compensation amount as the single taillight color temperature compensation object, and use the corresponding predicted compensation amount of the drive current as the color temperature compensation current. It should be noted that the purpose of using the predicted color temperature of the other taillight as the target color temperature is to select the taillight with a small adjustment amount (i.e., high current sensitivity) as the single taillight color temperature compensation object through the pre-analysis of color temperature adjustment. Specifically, in order to achieve color temperature consistency, it is necessary to determine which side's color temperature should be adjusted to be the same as the other side. In order to improve adjustment efficiency, the taillight with high current sensitivity is selected as the adjustment object. If the color temperature compensation method is over-limit single tail compensation, then the taillight whose color temperature is not in the specified color temperature range is taken as the color temperature compensation object, and the predicted color temperature of the other taillight that is not the color temperature compensation object is taken as the target color temperature. The taillight is substituted into the driving current-color temperature model corresponding to the color temperature compensation object to obtain the target driving current of the color temperature compensation object. The deviation between the target driving current of the color temperature compensation object and the current driving current of the color temperature compensation object is calculated to obtain the color temperature compensation current of the color temperature compensation object. In step S50, the process of determining the target color temperature for dual taillight compensation and the color temperature compensation current for dual taillights within the specified color temperature range of the taillights is as follows: Based on any color temperature within the specified color temperature range of the taillight, substitute the color temperature into the taillight drive current-color temperature model to obtain the target drive current of the left and right taillights respectively. The deviation between the target drive current of the left and right taillights and their respective current drive currents is calculated to obtain the drive current compensation amount of the left and right taillights. The total drive current compensation is obtained by summing the drive current compensation amounts of the left and right taillights. By iterating through all color temperatures within the specified color temperature range of the taillight, the total amount of drive current compensation under different color temperatures is obtained. Within the specified color temperature range of the taillights, the color temperature with the smallest total drive current compensation is selected as the target color temperature for dual taillight compensation. The drive current compensation amounts of the left and right taillights under the target color temperature for dual taillight compensation are respectively used as the color temperature compensation currents of the left and right taillights in the dual taillights (including the color temperature compensation currents of the left and right taillights). Understandably, the significance of step S50 lies in calculating the optimal compensation current using a drive current-color temperature model for different compensation methods. For non-over-limit single-tail compensation, the side with higher current sensitivity and smaller adjustment is selected for compensation; for dual-taillight compensation, the target color temperature point with the minimum total compensation current is found within the specified color temperature range. Its significance lies in achieving a balance between economy and accuracy in the compensation process, achieving color temperature consistency with minimal energy consumption, and improving system response efficiency.

[0028] Example 2: Please refer to Figure 3 As shown in the figure, a taillight brightness adjustment system according to an embodiment of the present invention includes the following modules: Critical Low Temperature Determination Module: By analyzing the color temperature data of taillights at different brightness levels and different low temperatures, the critical low temperature for color temperature deviation of taillights at different brightness levels is determined. Color temperature prediction model construction module: Based on any brightness, extract the color temperature data and low temperature data of the taillights below the critical temperature of color temperature deviation, and analyze and construct a low temperature-color temperature prediction model for the taillights. Color temperature compensation trigger and prediction module: The color temperature compensation trigger condition is the critical low temperature of color temperature deviation. When color temperature compensation is triggered, the output taillight color temperature is predicted by the low temperature-color temperature prediction model. Color temperature compensation method determination module: By predicting the output taillight color temperature and combining it with the specified color temperature range of the taillight, the color temperature compensation method is determined. The color temperature compensation method includes single taillight compensation and dual taillight compensation. Among them, single taillight compensation includes over-limit single taillight compensation and non-over-limit single taillight compensation. Color temperature compensation module: If the color temperature compensation method is non-over-limit single taillight compensation, the single taillight color temperature compensation object and color temperature compensation current are determined by comparing the sensitivity between taillight color temperature and current. If the color temperature compensation method is dual taillight compensation, the compensation efficiency is analyzed by combining the sensitivity between taillight color temperature and current, and the dual taillight compensation target color temperature and dual taillight color temperature compensation current are determined within the specified color temperature range of the taillight.

[0029] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of the invention. Various changes and modifications can be made to the invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the present invention as claimed. The scope of protection of the present invention is defined by the appended claims and their equivalents.

Claims

1. A method for adjusting the brightness of a taillight, characterized in that: Includes the following steps: Color temperature deviation analysis was performed using color temperature data of taillights at different brightness levels and low temperatures to determine the critical low temperature for color temperature deviation of taillights at different brightness levels. Based on any brightness level, extract the color temperature data and low temperature data of the taillights below the critical temperature of color temperature deviation, and analyze and construct a low temperature-color temperature prediction model for the taillights. The critical low temperature of color temperature deviation is used as the trigger condition for color temperature compensation. When color temperature compensation is triggered, the output taillight color temperature is predicted by the low temperature-color temperature prediction model. By predicting the output taillight color temperature and combining it with the specified color temperature range of the taillight, the color temperature compensation method is determined. The color temperature compensation method includes single taillight compensation and dual taillight compensation. Among them, single taillight compensation includes over-limit single taillight compensation and non-over-limit single taillight compensation. If the color temperature compensation method is non-over-limit single taillight compensation, the single taillight color temperature compensation object and color temperature compensation current are determined by comparing the sensitivity between taillight color temperature and current. If the color temperature compensation method is dual taillight compensation, the compensation efficiency is analyzed by combining the sensitivity between taillight color temperature and current, and the dual taillight compensation target color temperature and dual taillight color temperature compensation current are determined within the specified color temperature range of the taillight.

2. The taillight brightness adjustment method according to claim 1, characterized in that: The process of determining the critical low temperature of color temperature deviation of taillights under different brightness levels is as follows: Based on any brightness, the color temperature of the taillights at different low temperatures is obtained. The color temperature of the taillights includes the color temperature of the left taillight and the color temperature of the right taillight. The color temperature difference between the left and right taillights is calculated to obtain the color temperature deviation at low temperatures. According to the low temperature, the color temperature deviation value of each low temperature is traversed in order from high to low. The color temperature deviation value is compared with the color temperature deviation threshold. The low temperature with the color temperature deviation value greater than the color temperature deviation threshold is marked as a candidate critical low temperature. The first candidate critical low temperature is marked as the color temperature deviation critical low temperature; By iterating through each brightness level, the critical low temperature of color temperature deviation of the taillight under different brightness levels is obtained.

3. The method for adjusting the brightness of a taillight according to claim 2, characterized in that: The process of constructing a low-temperature color temperature prediction model for taillights is as follows: Based on any brightness level, extract the color temperature data and low temperature data of the taillights below the critical temperature of color temperature deviation, and integrate them into color temperature data group and low temperature data group respectively. The Pearson correlation coefficient between the low temperature data set and the color temperature data set was calculated and processed by absolute value to obtain the coupled correlation value between low temperature and color temperature. The significance level was calculated using the t-test. By determining whether there is a linear or nonlinear correlation between temperature and color temperature through the coupling correlation value and significance level, and selecting the fitting method according to the correlation type, the color temperature data group and the low temperature data group are fitted to construct a low temperature-color temperature prediction model.

4. The taillight brightness adjustment method according to claim 3, characterized in that: The process of predicting the output taillight color temperature using a low-temperature color temperature prediction model is as follows: Using the critical low temperature of color temperature deviation as the trigger condition for color temperature compensation, when the current low temperature of the taillight is lower than the critical low temperature of color temperature deviation, the current low temperature is used as the input of the low temperature-color temperature prediction model to predict the output taillight color temperature.

5. The method for adjusting the brightness of a taillight according to claim 1, characterized in that: The process of determining the color temperature compensation method based on the specified color temperature range of the taillights is as follows: The predicted taillight color temperature is compared with the specified color temperature range for the taillights: If the color temperature of one taillight is within the specified color temperature range for taillights, while the color temperature of the other taillight is not within the specified color temperature range for taillights, then the color temperature compensation method is the over-limit single taillight compensation in single taillight compensation. If the color temperature of both taillights is within the specified color temperature range for taillights, then the color temperature compensation method is the non-exceeding single taillight compensation in single taillight compensation. If the color temperature of both taillights is not within the specified color temperature range for taillights, then the color temperature compensation method is dual taillight compensation.

6. The method for adjusting the brightness of a taillight according to claim 1, characterized in that: The process of determining the target for color temperature compensation and the color temperature compensation current for a single taillight is as follows: Obtain color temperature data of taillights under the same brightness but different drive currents, and train and construct a drive current-color temperature model; Using the drive current-color temperature model, the drive current compensation required to adjust the color temperature of the left taillight to the predicted color temperature of the right taillight and the color temperature of the right taillight to the predicted color temperature of the left taillight are calculated respectively. By comparing the drive current compensation on both sides, the taillight with the smaller required compensation is selected as the color temperature compensation target, and the calculated drive current compensation target is determined as the final color temperature compensation current.

7. The taillight brightness adjustment method according to claim 6, characterized in that: The specific process of constructing the driving current-color temperature model is as follows: For the left and right taillights respectively: under the same brightness, collect color temperature data corresponding to different drive currents, and construct a training dataset with drive current as input and color temperature as output; select the model architecture according to the light source type; The dataset is divided into training, validation and test sets. Through iterative training and parameter tuning, the current-color temperature model is obtained.

8. The taillight brightness adjustment method according to claim 7, characterized in that: If the color temperature compensation method is over-limit single tail compensation, then the taillight whose color temperature is not within the specified color temperature range is taken as the color temperature compensation object, and the predicted color temperature of the other taillight that is not the color temperature compensation object is taken as the target color temperature. These are then substituted into the drive current-color temperature model corresponding to the color temperature compensation object to obtain the target drive current of the color temperature compensation object. The deviation between the target drive current of the color temperature compensation object and the current drive current of the color temperature compensation object is calculated to obtain the color temperature compensation current of the color temperature compensation object.

9. The method for adjusting the brightness of a taillight according to claim 8, characterized in that: The process of determining the target color temperature for dual taillight compensation and the color temperature compensation current for dual taillights within the specified color temperature range is as follows: Based on any color temperature within the specified color temperature range of the taillight, substitute the color temperature into the taillight drive current-color temperature model to obtain the target drive current of the left and right taillights respectively. The deviation between the target drive current of the left and right taillights and their respective current drive currents is calculated to obtain the drive current compensation amount of the left and right taillights. The total drive current compensation is obtained by summing the drive current compensation amounts of the left and right taillights. By iterating through all color temperatures within the specified color temperature range of the taillight, the total amount of drive current compensation under different color temperatures is obtained. Within the specified color temperature range of the taillights, the color temperature with the smallest total drive current compensation is selected as the target color temperature for dual taillight compensation. The drive current compensation amounts of the left and right taillights under the target color temperature for dual taillight compensation are respectively used as the color temperature compensation currents for the left and right taillights in the dual taillights.

10. A taillight brightness adjustment system, characterized in that: Includes the following modules: Critical Low Temperature Determination Module: By analyzing the color temperature data of taillights at different brightness levels and different low temperatures, the critical low temperature for color temperature deviation of taillights at different brightness levels is determined. Color temperature prediction model construction module: Based on any brightness, extract the color temperature data and low temperature data of the taillights below the critical temperature of color temperature deviation, and analyze and construct a low temperature-color temperature prediction model for the taillights. Color temperature compensation trigger and prediction module: The color temperature compensation trigger condition is the critical low temperature of color temperature deviation. When color temperature compensation is triggered, the output taillight color temperature is predicted by the low temperature-color temperature prediction model. Color temperature compensation method determination module: By predicting the output taillight color temperature and combining it with the specified color temperature range of the taillight, the color temperature compensation method is determined. The color temperature compensation method includes single taillight compensation and dual taillight compensation. Among them, single taillight compensation includes over-limit single taillight compensation and non-over-limit single taillight compensation. Color temperature compensation module: If the color temperature compensation method is non-over-limit single taillight compensation, the single taillight color temperature compensation object and color temperature compensation current are determined by comparing the sensitivity between taillight color temperature and current. If the color temperature compensation method is dual taillight compensation, the compensation efficiency is analyzed by combining the sensitivity between taillight color temperature and current, and the dual taillight compensation target color temperature and dual taillight color temperature compensation current are determined within the specified color temperature range of the taillight.

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