A vehicle light adjusting method and a vehicle light adjusting device

Abstract

The application discloses a vehicle light adjusting method and a vehicle light adjusting device. The vehicle light adjusting method comprises the following steps: determining the total load of each compartment and determining the total passenger quantity of each compartment according to the total load of the compartment and a preset average passenger weight; when the total passenger quantity is greater than the number of seats in the compartment, determining the passenger quantity of each compartment area; the compartment area comprises a vehicle end area, a vehicle door area and a vehicle window area; determining the congestion degree of each compartment area according to the passenger quantity of the compartment area and the area of the compartment area; and adjusting the vehicle light according to the congestion degree. By using the above technical scheme, the passenger quantity in the compartment is intelligently judged, the vehicle personnel distribution is accurately fitted according to the real weight distribution of the vehicle and the actual passenger carrying rule, the dynamic optimization adjustment of the light under different congestion degrees of the compartment is realized based on color psychology, and the effect of improving the passenger riding experience is achieved.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and in particular to a vehicle headlight adjustment method and a vehicle headlight adjustment device. Background Technology

[0002] With the rapid development of urban rail transit, subways have become a core mode of transportation for citizens' daily travel, and the comfort of riding them has become a major concern.

[0003] During peak hours, subway cars are often highly crowded, which can easily lead to negative emotions such as anxiety and irritability among passengers. Fixed lighting patterns fail to provide any soothing effect. During off-peak hours, passenger flow is sparse, and a single lighting method is insufficient to create a comfortable riding environment. Currently, most subway ambient lighting systems are fixed or only provide basic lighting functions, with limited control methods that cannot dynamically adjust to the actual conditions inside the car. While some subway systems provide platform-level or mobile app-based guidance for passengers to select a car, they do not link crowding information with the ambient lighting inside the car, failing to continuously optimize the passenger experience throughout the journey.

[0004] Furthermore, the color and brightness adjustment of ambient lighting in train carriages often need to be considered in conjunction with the passenger density to meet the needs of passengers' riding experience. Existing technologies for determining the distribution density of people in the carriage use theoretical density calculations, which are detached from the actual physical load of the vehicle. This makes it impossible to accurately fit the vehicle's actual weight distribution and passenger density distribution patterns, resulting in a mismatch between the carriage lighting adjustment and the actual congestion of the carriage. Summary of the Invention

[0005] This invention provides a vehicle lighting adjustment method and a vehicle lighting adjustment device. By intelligently judging the number of passengers inside the carriage, it fits the passenger distribution to match the actual weight distribution of the vehicle and the actual passenger carrying pattern. Based on color psychology, it realizes dynamic optimization adjustment of the lighting under different levels of congestion in the carriage, improves the passenger riding experience, and solves the problem of mismatch between carriage lighting adjustment and the actual congestion state of the carriage.

[0006] In a first aspect, embodiments of the present invention provide a method for adjusting vehicle headlights, the method comprising: Determine the total load of each carriage and, based on the total load and the preset average passenger weight, determine the total number of passengers in each carriage. When the total number of passengers exceeds the number of seats in the carriage, determine the number of passengers in each carriage area; the carriage area includes the end area, the door area, and the window area. The level of crowding in each carriage area is determined based on the number of passengers and the area of ​​the carriage area. Adjust vehicle lights according to the level of congestion.

[0007] Optionally, determine the number of passengers in each carriage area, including: Determine the vehicle's geometric center and the area's geometric center, and determine the distance vector information between the area's geometric center and the vehicle's geometric center. Any two distance vector information may differ. Determine the load center deviation value for each passenger; The passenger compartment area is determined based on the distance vector information corresponding to the minimum load center deviation value; The number of passengers in each carriage area is determined based on the area where each passenger is located.

[0008] Optionally, determine the load center deviation value for each passenger, including: Determine the first distance from the carriage load center to the vehicle geometric center, determine the total cumulative passenger load before the i-th passenger is added, and determine the second distance from the carriage load center to the vehicle geometric center before the i-th passenger is added; i is a positive integer; The load center deviation value of the i-th passenger is determined based on the first distance, the preset average passenger weight, the distance vector information, the total cumulative passenger load before the i-th passenger is added, and the second distance.

[0009] Optionally, determine the total cumulative passenger load before adding the i-th passenger, including: Get the actual number of passengers in the carriage in front of the i-th passenger to be added; The total cumulative passenger load before adding the i-th passenger is determined based on the actual number of passengers and the preset average passenger weight. Determine the second distance from the car load center to the vehicle geometry center before the i-th passenger is added, including: Determine the third distance between the carriage load center and the vehicle geometric center before the j-th passenger is added; the addition order of the j-th passenger is before the addition order of the i-th passenger and adjacent to the addition order of the i-th passenger. The second distance from the carriage load center to the vehicle geometric center before the addition of the j-th passenger is determined based on the total cumulative passenger load before the addition of the j-th passenger, the third distance, the preset average passenger weight, the distance vector information, and the total cumulative passenger load before the addition of the i-th passenger.

[0010] Optionally, the passenger compartment area can be determined based on the distance vector information corresponding to the minimum load center deviation value, including: When the personnel distribution density ρ1 in the vehicle end area, ρ2 in the vehicle door area, and ρ3 in the vehicle window area satisfy the following conditions: ρ1 > 0, ρ2 > 0, ρ3 > 0, 90% < ρ1 / ρ2 < 100%; the maximum personnel distribution density ρ1 in multiple vehicle end areas. maxand minimum population density ρ1 min The relationship between ρ1 and ρ1 min <ρ1 max <1.5×ρ1 min Maximum personnel density ρ2 in multiple vehicle door areas max and minimum population density ρ2 min The two satisfy ρ2 min <ρ2 max <1.5×ρ2 min When the condition is 0.2×ρ2<ρ3<0.8×ρ2, the passenger compartment area is determined based on the distance vector information corresponding to the minimum load center deviation value.

[0011] Optionally, the method of determining the first distance from the load center of the carriage to the geometric center of the vehicle includes: Determine the geometric center of the vehicle; Determine the distance from each air spring sensor in the carriage to the vehicle's geometric center; The first distance from the load center of each car to the geometric center of the vehicle is determined based on the distance from each air spring sensor to the vehicle's geometric center, the load value of each air spring, and the total load of the car.

[0012] Optionally, determining the total load of each car includes: Obtain the air spring load value for each carriage; The total load of each car is determined based on the air spring load value.

[0013] Optionally, after determining the total load of each carriage and the total number of passengers in each carriage based on the total load and the preset average passenger weight, the method further includes: When the total number of passengers is less than or equal to the number of seats in the carriage, the vehicle lights are adjusted to the same color temperature.

[0014] Optionally, the crowding level of each carriage area can be determined based on the number of passengers and the area of ​​the carriage area, including: The density of people in the carriage area is determined based on the number of passengers and the area of ​​the carriage area. Adjust vehicle lights according to congestion levels, including: When the personnel distribution density is the first personnel distribution density, adjust the vehicle headlight color to the first color temperature; When the personnel distribution density is the second personnel distribution density, adjust the vehicle headlight color to the second color temperature; When the personnel distribution density is the third personnel distribution density, adjust the vehicle headlight color to the third color temperature; When the personnel distribution density is the fourth personnel distribution density, adjust the vehicle headlight color to the fourth color temperature; Among them, the distribution density of the first member is less than that of the second member, the distribution density of the second member is less than that of the third member, and the distribution density of the third member is less than that of the fourth member. The first color temperature is lower than the second color temperature, the second color temperature is lower than the third color temperature, and the third color temperature is lower than the fourth color temperature.

[0015] Secondly, embodiments of the present invention provide a vehicle headlight adjustment device, which is applied to a vehicle headlight adjustment method. The vehicle headlight adjustment device includes: The total passenger count determination module is used to determine the total load of each carriage and determine the total number of passengers in each carriage based on the total load of the carriage and the preset average passenger weight. The passenger number determination module for each carriage area is used to determine the number of passengers in each carriage area when the total number of passengers exceeds the number of seats in the carriage; the carriage area includes the end area, the door area, and the window area; The crowding level determination module is used to determine the crowding level of each carriage area based on the number of passengers in the carriage area and the area of ​​the carriage area. A vehicle lighting adjustment module is used to adjust vehicle lights according to the degree of congestion. This invention provides a vehicle lighting adjustment method. First, the total load of each carriage is determined, and the total number of passengers in each carriage is determined based on the total load and a preset average passenger weight. When the total number of passengers exceeds the number of seats in the carriage, the number of passengers in each carriage area is determined. The carriage areas are defined as end areas, door areas, and window areas. Then, the congestion level of each carriage area is determined based on the number of passengers in each area and the area of ​​that area. Finally, the vehicle lights are adjusted according to the degree of congestion. Using this technical solution, the number of passengers inside the carriage is intelligently determined, and a passenger distribution fitting that conforms to the actual weight distribution of the vehicle and the actual passenger carrying patterns is performed to determine the degree of congestion in each carriage area. Then, based on color psychology, the lighting is dynamically optimized and adjusted under different congestion levels while meeting lighting needs, improving the passenger experience and reducing negative emotional feedback from passengers during peak hours. This solves the problem that fixed vehicle lighting modes or single control methods cannot dynamically adjust according to the actual congestion level inside the carriage, resulting in unrelieved passenger pressure and a reduced passenger experience under different congestion scenarios. Attached Figure Description

[0016] Figure 1 This is a flowchart of a vehicle headlight adjustment method provided in an embodiment of the present invention; Figure 2 This is a schematic diagram of a vehicle area division structure provided in an embodiment of the present invention; Figure 3 This is a flowchart of another vehicle headlight adjustment method provided in an embodiment of the present invention; Figure 4 This is a flowchart of another vehicle headlight adjustment method provided in an embodiment of the present invention; Figure 5 This is a schematic diagram of a vehicle structure provided in an embodiment of the present invention; Figure 6 This is a flowchart of another vehicle headlight adjustment method provided in an embodiment of the present invention; Figure 7 This is a flowchart of another vehicle headlight adjustment method provided in an embodiment of the present invention; Figure 8 This is a schematic diagram of the structure of a vehicle headlight adjustment device provided in an embodiment of the present invention; Figure 9 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present invention.

[0017] In this embodiment of the invention, the reference numerals and corresponding feature names are as follows: 10 - Total passenger count determination module, 20 - Passenger count determination module for carriage area, 30 - Crowding level determination module, 40 - Vehicle lighting adjustment module, 1 - First end area, 2 - First door area, 3 - First window area, 4 - Second door area, 5 - Second window area, 6 - Third door area, 7 - Third window area, 8 - Fourth door area, 9 - Second end area. Detailed Implementation

[0018] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, and not all of the structures.

[0019] The terminology used in the embodiments of this invention is for the purpose of describing specific embodiments only and is not intended to limit the invention. It should be noted that directional terms such as "upper," "lower," "left," and "right" described in the embodiments of this invention are used to describe the angles shown in the accompanying drawings and should not be construed as limiting the embodiments of this invention. Furthermore, in the context, it should be understood that when referring to an element being formed "upper" or "lower" of another element, it can be formed not only directly "upper" or "lower" of the other element, but also indirectly "upper" or "lower" of the other element through an intermediate element. The terms "first," "second," etc., are used for descriptive purposes only and do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0020] In the description of this application, unless otherwise expressly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they 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 this application based on the specific circumstances.

[0021] Figure 1 This is a flowchart illustrating a vehicle lighting adjustment method according to an embodiment of the present invention. This embodiment can be applied to situations where adjusting vehicle lighting under different levels of congestion can alleviate passenger stress during peak travel times. Figure 1 As shown, the vehicle headlight adjustment methods include: S101. Determine the total load of each carriage and determine the total number of passengers in each carriage based on the total load and the preset average passenger weight.

[0022] Specifically, the rail vehicle comprises multiple carriages. The total load of each carriage is determined, which can be understood as the sum of the structural weight of the carriage itself and the weight of all movable loads within the carriage, including passengers and cargo. In other words, it represents the total load borne by that carriage during vehicle operation. A preset average passenger weight is a pre-defined standard passenger weight used to calculate the total number of passengers in each carriage based on the total load. The total number of passengers in each carriage is determined based on the total load of each carriage and the preset average passenger weight, using the following formula: N 总 =G 总 / M pass ; Where, N 总 G represents the total number of passengers in each carriage. 总 M represents the total load of each car. pass The preset average passenger weight.

[0023] S102. When the total number of passengers is greater than the number of seats in the carriage, determine the number of passengers in each carriage area; the carriage area includes the end area, the door area, and the window area.

[0024] Specifically, the carriage has a fixed number of seats. When the total number of passengers in the carriage exceeds the number of seats, the passengers will be distributed across various areas of the carriage. The carriage is divided into multiple end areas, multiple door areas, and multiple window areas, and the number of passengers distributed in each area is determined.

[0025] For example, Figure 2This is a schematic diagram of a vehicle area division structure provided by an embodiment of the present invention, such as... Figure 2 As shown, the carriage includes a first end area 1, a first door area 2, a first window area 3, a second door area 4, a second window area 5, a third door area 6, a third window area 7, a fourth door area 8, and a second end area 9. Each of the first window areas 3, 5, and 7 has 12 seats, and the second end area 9 has 6 seats. When the total number of passengers is 128, which exceeds the carriage's seating capacity of 42, the passengers exceeding the number of seats are distributed across the different carriage areas.

[0026] S103. Determine the level of crowding in each carriage area based on the number of passengers and the area of ​​the carriage area.

[0027] Specifically, after setting up multiple carriage areas, the area of ​​each carriage area is obtained. Then, the crowding level of each carriage area is determined based on the number of passengers in that area and the corresponding area. The crowding level of each carriage area can be represented by the population density of that area. A higher population density indicates a higher level of crowding, and a lower population density indicates a lower level of crowding.

[0028] For example, the carriage includes a first end area 1, a first door area 2, a first window area 3, a second door area 4, a second window area 5, a third door area 6, a third window area 7, a fourth door area 8, and a second end area 9. The area of ​​the first end area 1 is S1 = 4.5m². 2 The area of ​​the first door region 2 is S2 = 5.2m². 2 The area of ​​the first window region 3 is S3 = 4.0m². 2 The area of ​​the second door region 4 is S4 = 5.2m². 2 The area of ​​the second window region 5 is S5 = 4.0m². 2 Each section S6 of the third door area 6 is 5.2m. 2 The area of ​​the third window region 7 is S7 = 4.0m². 2 The area of ​​the fourth door region 8 is S8 = 5.2m². 2 The area of ​​region 9 at the second vehicle end is S9 = 3.0 m². 2 Once the number of passengers in the first window area 3 of the carriage is determined, the level of crowding in that area can be determined based on the area corresponding to the first window area 3.

[0029] S104. Adjust vehicle lights according to the level of congestion.

[0030] Specifically, after determining the level of crowding in each carriage area, the vehicle's lights are adjusted accordingly. This ensures that the lights in areas with varying levels of crowding have different color temperatures and brightness levels, matching the lighting conditions to the passenger density within the carriage. For areas with higher crowding levels, the vehicle lights are adjusted to cool-toned, high-brightness lighting to enhance the sense of spaciousness and alleviate feelings of congestion. For areas with lower crowding levels, the vehicle lights are adjusted to warm-toned, soft-brightness lighting to improve passenger comfort. This dynamic matching of carriage lighting to passenger load enhances the passenger experience.

[0031] In addition, the vehicle system monitors changes in the level of crowding inside the passenger compartment in real time, and dynamically and adaptively adjusts the vehicle lights when the level of crowding changes.

[0032] The vehicle lighting adjustment method provided by this invention first determines the total load of each carriage and then determines the total number of passengers in each carriage based on the total load and a preset average passenger weight. When the total number of passengers exceeds the number of seats in the carriage, the number of passengers in each carriage area is determined. The carriage areas are divided into end areas, door areas, and window areas. Then, the crowding level of each carriage area is determined based on the number of passengers in each area and the area of ​​the carriage area. Finally, the vehicle lights are adjusted according to the crowding level. This technical solution intelligently judges the number of passengers inside the carriage, fits the passenger distribution to match the actual weight distribution of the vehicle and the actual passenger carrying patterns, determines the crowding level of each carriage area, and then, based on color psychology, dynamically optimizes the lighting under different crowding levels while meeting lighting needs. This improves the passenger experience and reduces negative emotional feedback from passengers during peak hours. It solves the problem that fixed vehicle lighting modes or single control methods cannot dynamically adjust according to the actual crowding level inside the carriage, resulting in unrelieved passenger pressure and a reduced passenger experience under different crowding scenarios.

[0033] Figure 3 This is a flowchart of another vehicle lighting adjustment method provided by an embodiment of the present invention. Based on the above-described embodiments, this embodiment of the present invention elaborates in detail on a method for determining the number of passengers in each carriage area when the total number of passengers exceeds the number of seats in the carriage. For example... Figure 3 As shown, the method includes: S201. Determine the total load of each carriage and determine the total number of passengers in each carriage based on the total load and the preset average passenger weight.

[0034] S202. Determine the vehicle's geometric center and the area geometric center of the carriage area, and determine the distance vector information between the area geometric center and the vehicle's geometric center. Any two distance vector information may differ.

[0035] Specifically, the vehicle's geometric center can be understood as the center of symmetry of the entire vehicle along its length and width. The geometric center of the passenger compartment area can be understood as the center of symmetry of individual subdivided areas such as the end area, door area, and window area along their length and width. The determination of the vehicle's geometric center varies depending on the specific vehicle model. For example, when the total number of end areas, door areas, and window areas in the vehicle's division based on the vehicle model is odd, the geometric center of the area located in the middle of the sequence is determined as the vehicle's geometric center. When the total number of end areas, door areas, and window areas in the vehicle's division based on the vehicle model is even, the midpoint between the geometric centers of the two middle areas is taken as the vehicle's geometric center.

[0036] After determining the positions of the vehicle's geometric center and the geometric centers of each area within the carriage, the distance vector information between the geometric centers of the areas and the vehicle is determined based on the positions of the geometric centers of each area and the vehicle's geometric center. This distance vector information can be understood as parameter information characterizing the distance and orientation relationship between the geometric centers of each carriage area and the vehicle's geometric center, including the magnitude of the distance and the relative positional orientation. The distance or direction from the geometric centers of any two carriage areas to the vehicle's geometric center will not be the same.

[0037] For example, the carriage includes a first end area 1, a first door area 2, a first window area 3, a second door area 4, a second window area 5, a third door area 6, a third window area 7, a fourth door area 8, and a second end area 9. The distance vector information from the center of the first end area 1 to the geometric center of the vehicle is L1 = -9.5m, the distance vector information from the center of the first door area 2 to the geometric center of the vehicle is L2 = -7.5m, the distance vector information from the center of the first window area 3 to the geometric center of the vehicle is L3 = -5.0m, and the distance vector information from the center of the second door area 4 to the geometric center of the vehicle is L5. The distance vector information from the center of the area to the geometric center of the vehicle is L4 = -2.5m; the distance vector information from the center of the second window area 5 to the geometric center of the vehicle is L5 = 0m; the distance vector information from the center of the third door area 6 to the geometric center of the vehicle is L6 = 2.5m; the distance vector information from the center of the third window area 7 to the geometric center of the vehicle is L7 = 5.0m; the distance vector information from the center of the fourth door area 8 to the geometric center of the vehicle is L8 = 7.5m; and the distance vector information from the center of the second end area 9 to the geometric center of the vehicle is L9 = 9.5m.

[0038] S203. Determine the load center deviation value for each passenger.

[0039] Specifically, the load center deviation value for each passenger can be understood as the degree of offset of the passenger's load position relative to the vehicle's geometric center. By determining the load center deviation value for each passenger, the actual spatial distribution of passenger loads within the carriage can be quantitatively characterized, thereby accurately calculating the load concentration in different carriage areas, objectively reflecting the degree of crowding in each area of ​​the carriage, and providing a data basis for adjusting vehicle lighting in different areas.

[0040] S204. Determine the passenger compartment area based on the distance vector information corresponding to the minimum load center deviation value.

[0041] Specifically, after obtaining the load center deviation value for each passenger, the distance vector information corresponding to the minimum load center deviation value is determined. Since the distance vector information is the vector distance between the geometric center of each carriage area and the geometric center of the vehicle, the carriage area where the passenger is located can be determined based on the distance vector information corresponding to the minimum load center deviation value. The smaller the load center deviation value, the closer the passenger's location is to the corresponding area's geometric center, and the higher the reliability of the passenger's assignment to that area. Based on the distance vector information corresponding to the minimum load center deviation value, passengers can be accurately and reasonably assigned to their actual carriage areas, thereby achieving accurate statistics on the number of passengers in each carriage area.

[0042] Optionally, the passenger compartment area can be determined based on the distance vector information corresponding to the minimum load center deviation value, including: When the personnel distribution density ρ1 in the vehicle end area, ρ2 in the vehicle door area, and ρ3 in the vehicle window area satisfy the following conditions: ρ1 > 0, ρ2 > 0, ρ3 > 0, 90% < ρ1 / ρ2 < 100%; the maximum personnel distribution density ρ1 in multiple vehicle end areas. max and minimum population density ρ1 min The relationship between ρ1 and ρ1 min <ρ1 max <1.5×ρ1 min Maximum personnel density ρ2 in multiple vehicle door areas max and minimum population density ρ2 min The two satisfy ρ2 min <ρ2 max <1.5×ρ2 min When the condition is 0.2×ρ2<ρ3<0.8×ρ2, the passenger compartment area is determined based on the distance vector information corresponding to the minimum load center deviation value.

[0043] Specifically, determining the carriage area where the passengers are located according to the distance vector information corresponding to the minimum load center deviation value needs to satisfy the actual passenger-carrying law of the rail transit vehicle. Since there are passengers distributed in each car end area, each door area, and each window area, the personnel distribution density ρ1 in the car end area, the personnel distribution density ρ2 in the door area, and the personnel distribution density ρ3 in the window area are all greater than 0. Since passengers exceeding the number of seats will naturally disperse in standing areas such as the car end area and the door area, the congestion levels in the car end area and the door area will not differ too much. The maximum personnel distribution density ρ1 max and the minimum personnel distribution density ρ1 min satisfy ρ1 min <ρ1 max <1.5×ρ1 min And the maximum personnel distribution density ρ2 in multiple door areas max and the minimum personnel distribution density ρ2 min also satisfy ρ2 min <ρ2 max <1.5×ρ2 min . Since in the same carriage, the personnel distribution density at the seats is lower than that at the standing areas, the personnel distribution density ρ2 in the door area and the personnel distribution density ρ3 in the window area satisfy ρ3 = K×ρ2, where 0.2 < K < 0.8, that is, 0.2×ρ 2 < ρ3 < 0.8×ρ2. When the standing area is more crowded, the occupancy level of the seat area is higher. Therefore, there is a relationship between K and ρ2 where K increases with the increase of ρ2 and is approximately linear.

[0044] When the personnel distribution density ρ1 in the car end area, the personnel distribution density ρ2 in the door area, and the personnel distribution density ρ3 in the window area satisfy the above conditions, the carriage area where the passengers are located can be determined according to the distance vector information corresponding to the minimum load center deviation value.

[0045] S205. Determine the number of passengers in each carriage area according to the carriage area where each passenger is located.

[0046] Specifically, after determining the carriage area where each passenger is located, according to the total number of passengers, adding the passengers to the corresponding carriage area can determine the number of passengers in each carriage area, achieving an accurate count of the number of passengers in each carriage area, thus providing a reliable basis for subsequent congestion level calculation and vehicle lighting adjustment.

[0047] For example, when there are 5 passengers to be added, the first passenger is located in the first end area 1, the second passenger is located in the first door area 2, the third passenger is located in the first door area 2, the fourth passenger is located in the first end area 1, and the fifth passenger is located in the first window area 3, then the number of passengers in the first end area 1 is determined to be 2, the number of passengers in the first door area 2 is determined to be 2, and the number of passengers in the first window area 3 is determined to be 1.

[0048] The vehicle lighting adjustment method provided in this invention, when the total number of passengers exceeds the number of seats in the carriage, determines the vehicle's geometric center and the regional geometric center of the carriage area, and determines the distance vector information between the regional geometric center and the vehicle's geometric center. Then, it determines the load center deviation value for each passenger. This quantifies the spatial distribution of passengers within the carriage, achieving precise division of the carriage area to which each passenger belongs. Furthermore, while meeting the actual passenger load patterns of rail transit vehicles, it determines the carriage area where a passenger is located based on the distance vector information corresponding to the minimum load center deviation value, avoiding errors caused by simple area or proportion estimation, thereby improving the accuracy of passenger count statistics for each carriage area. Finally, it determines the number of passengers in each carriage area based on the carriage area where each passenger is located, providing data support for subsequent regional adjustment of vehicle lighting according to congestion levels. This improves the precision of vehicle passenger load status monitoring, ensuring that the lighting adjustment results closely match the actual passenger load status of the carriage, and enhancing the comfort of vehicle lighting.

[0049] Figure 4 This is a flowchart of another vehicle headlight adjustment method provided in an embodiment of the present invention. Figure 4 Based on the above-described optional implementation methods, a detailed explanation of the method for determining the load center deviation value for each passenger is provided. For example... Figure 4 As shown, the method specifically includes: S301. Determine the vehicle's geometric center and the area's geometric center, and determine the distance vector information between the area's geometric center and the vehicle's geometric center. Any two distance vector information may differ.

[0050] S302, determine the first distance from the carriage load center to the vehicle geometric center, determine the total cumulative passenger load before the i-th passenger is added, and determine the second distance from the carriage load center to the vehicle geometric center before the i-th passenger is added; i is a positive integer.

[0051] Specifically, the first distance from the load center of the carriage to the geometric center of the vehicle can be understood as the distance between the equivalent load center formed by all loads in each carriage and the geometric center of the vehicle. For example, Figure 5 This is a schematic diagram of a vehicle structure provided by an embodiment of the present invention, such as... Figure 5As shown, the length-to-width ratio of rail transit vehicles is typically greater than 6.5:1. After removing the seats, the length-to-width ratio of the vehicle's door and window areas is typically greater than 9:1, and the vehicle lights are located in the interior roof along the length of the vehicle. Therefore, it can be approximated that the load center of the car is on the longitudinal centerline of the vehicle, that is, the load center of the car is distributed along the X-axis of the vehicle.

[0052] The total cumulative passenger load before the addition of the i-th passenger can be understood as the accumulated passenger load value of the first i-1 passengers that have already been allocated, before the load of the i-th passenger is included in the cumulative load calculation process. The second distance from the carriage load center to the vehicle geometric center before the addition of the i-th passenger can be understood as the distance between the carriage load center formed by the first i-1 allocated passengers and the vehicle geometric center, before the load of the i-th passenger is included in the cumulative load calculation process. This second distance can be used to represent the offset of the existing passenger load center in the carriage relative to the vehicle center before the addition of the current i-th passenger.

[0053] Optionally, determining a first distance from the load center of the carriage to the geometric center of the vehicle includes: Determine the geometric center of the vehicle.

[0054] Specifically, the method for determining the vehicle's geometric center varies depending on the specific vehicle model. For examples, please refer to... Figure 2 When the total number of vehicle end areas, door areas, and window areas in the vehicle area divided according to the vehicle model is odd, the geometric center of the area located in the middle of the sort is determined as the geometric center of the vehicle. Figure 2 The system includes 2 vehicle end areas, 4 door areas, and 3 window areas. Therefore, the geometric center of the second window area (5th) arranged from left to right is determined as the geometric center of the vehicle.

[0055] Determine the distance from each air spring sensor in the carriage to the vehicle's geometric center.

[0056] Specifically, each carriage of the vehicle is equipped with four air spring sensors: a first air spring sensor, a second air spring sensor, a third air spring sensor, and a fourth air spring sensor. The first and third air spring sensors are located diagonally opposite each other within the carriage. The distance from each air spring sensor to the vehicle's geometric center is determined based on the position of each air spring sensor and the location of the vehicle's geometric center.

[0057] The first distance from the load center of each car to the geometric center of the vehicle is determined based on the distance from each air spring sensor to the vehicle's geometric center, the load value of each air spring, and the total load of the car.

[0058] Specifically, the first distance from the load center of each car to the geometric center of the vehicle is determined based on the distance from each air spring sensor to the vehicle's geometric center, the load value of each air spring, and the total load of the car body. The first distance from the load center of the car body to the geometric center of the vehicle is determined according to the following formula: X 总 =(F0×X0+F1×X1+F2×X2+F3×X3) / G 总 ; Among them, X 总 Let F0 be the first distance from the load center of the carriage to the geometric center of the vehicle, F1 be the second air spring load value, F2 be the third air spring load value, and F3 be the fourth air spring load value; X0 be the distance from the first air spring sensor to the geometric center of the vehicle, X1 be the distance from the second air spring sensor to the geometric center of the vehicle, X2 be the distance from the third air spring sensor to the geometric center of the vehicle, and X3 be the distance from the fourth air spring sensor to the geometric center of the vehicle; G 总 This represents the total load of the carriage.

[0059] Optionally, determine the total load of each car, including: Obtain the air spring load value for each carriage.

[0060] Specifically, each carriage of the vehicle is equipped with four air spring sensors: a first air spring sensor, a second air spring sensor, a third air spring sensor, and a fourth air spring sensor. Each air spring sensor collects the air pressure signal of the air spring in real time and converts the air pressure signal into an air spring load value according to a preset correspondence between air pressure and load.

[0061] The total load of each car is determined based on the air spring load value.

[0062] Specifically, after obtaining the load value of each air spring, the total load of the car body is determined based on each air spring load value. The total load of the car body is the sum of the load values ​​of the four air springs, calculated according to the following formula: G 总 =F0+F1+F2+F3; Among them, G 总 Let F0 be the total load of the carriage, F1 be the first air spring load value, F2 be the second air spring load value, F3 be the third air spring load value, and F4 be the fourth air spring load value. By summarizing and calculating the load values ​​collected by the air spring sensors located at each diagonal position of the carriage, the total load of each carriage is obtained, providing basic data for subsequent calculations of passenger numbers and load distribution.

[0063] For example, the air spring load values ​​obtained by the four air spring pressure sensors at four locations are: F0=1500kg, F1=1700kg, F2=2000kg, and F3=2500kg, respectively. Then the total load of the carriage is G. 总 =7700kg. Determine the distances from the first air spring sensor to the vehicle's geometric center as X0 = -6.5m, the second air spring sensor as X1 = -6.5m, the third air spring sensor as X2 = 6.5m, and the fourth air spring sensor as X3 = 6.5m. Then, the first distance X from the center of the vehicle's load to the vehicle's geometric center can be determined. 总 =1.09m.

[0064] Optionally, determine the total cumulative passenger load before adding the i-th passenger, including: Get the actual number of passengers in the carriage in front of the i-th passenger to be added.

[0065] Specifically, determine the actual number of passengers in the carriage before adding the i-th passenger. The actual number of passengers includes all passengers in the carriage, regardless of whether they have been assigned seats.

[0066] The total cumulative passenger load before adding the i-th passenger is determined based on the actual number of passengers and the preset average passenger weight.

[0067] Specifically, after determining the actual number of passengers, the total cumulative passenger load before adding the i-th passenger is determined based on the actual number of passengers and the preset average passenger weight. The total cumulative passenger load before adding the i-th passenger is calculated according to the following formula: G n-1 =n×M pass ; Among them, G n-1 M represents the total cumulative passenger load before the addition of the i-th passenger, n represents the actual number of passengers in the carriage before the addition of the i-th passenger, and M represents the total passenger load. pass The preset average passenger weight.

[0068] For example, when i is 1, it represents the first passenger to be added. At this time, the total passenger load before the first passenger to be added is G1 = G 席 Among them, G 席 This represents the total passenger load when the number of passengers equals the number of seats. When i is 2, it indicates the second passenger to be added. In this case, the total passenger load before the second passenger is added is G1 = (n... 席 +1)×Mpass, where n 席 Let n be the number of seats in the carriage. 席+1) represents the actual number of passengers in the carriage before the first passenger to be added.

[0069] When the number of seats in the first window area 3 is 12, the number of seats in the second window area 5 is 12, the number of seats in the third window area 7 is 2, and the number of seats in the first end area 9 is 6, then the total cumulative passenger load before the addition of the first passenger is G. 席 = (12 + 12 + 12 + 6) × M pass =42M pass .

[0070] Optionally, determine a second distance from the car load center to the vehicle geometry center before the i-th passenger is added, including: Determine the third distance between the carriage load center and the vehicle geometric center before the j-th passenger is added; the addition order of the j-th passenger is before the addition order of the i-th passenger and adjacent to the addition order of the i-th passenger.

[0071] Specifically, the third distance between the carriage load center and the vehicle geometric center before the j-th passenger is added can be understood as the distance between the carriage load center and the vehicle geometric center formed by the previously allocated first j-1 passengers during the process of sequentially accumulating and distributing passenger loads, before the i-th passenger is added and before the load of the j-th passenger is included in the cumulative load. The j-th passenger is the passenger before the i-th passenger is added.

[0072] For example, when the i-th passenger to be added is the 6th passenger in the process of accumulating and allocating passengers, then the j-th passenger is the 5th passenger in the process of accumulating and allocating passengers.

[0073] The second distance from the carriage load center to the vehicle geometric center before the addition of the j-th passenger is determined based on the total cumulative passenger load before the addition of the j-th passenger, the third distance, the preset average passenger weight, the distance vector information, and the total cumulative passenger load before the addition of the i-th passenger.

[0074] Specifically, the total cumulative passenger load before the j-th passenger is added can be understood as the cumulative passenger load of the first j-1 passengers that have been allocated before the load of the j-th passenger is included in the process of allocating passenger loads in sequence.

[0075] The second distance from the load center of the carriage before the addition of the i-th passenger to the geometric center of the vehicle can be calculated using the following formula: X n-1 =(G n-2 ×X n-2 +M pass ×L) / G n-1 ; Among them, Xn-1 Let G be the second distance from the center of the carriage load to the geometric center of the vehicle before the i-th passenger is added. n-2 X represents the total cumulative passenger load before the j-th passenger is added. n-2 M is the third distance between the center of the carriage load and the geometric center of the vehicle before the j-th passenger is added. pass Let L be the preset average passenger weight, and G be the distance vector information. n-1 This represents the total cumulative passenger load before the i-th passenger is added.

[0076] For example, when i is 1, it represents the first passenger to be added. In this case, the second distance from the load center of the carriage before the first passenger to be added to the geometric center of the vehicle is X. 席 =(G 席 ×L) / G 席 Among them, G 席 X is the total cumulative passenger load when the number of passengers equals the number of seats. 席 M is the third distance between the load center of the carriage and the geometric center of the vehicle when the number of passengers equals the number of seats. pass The preset average passenger weight is L, which represents distance vector information.

[0077] For example, when the number of seats in the first window area 3 is 12, the number of seats in the second window area 5 is 12, the number of seats in the third window area 7 is 2, and the number of seats in the first end area 9 is 6, then the total cumulative passenger load before the addition of the first passenger is G. 席 = (12 + 12 + 12 + 6) × M pass =42M pass When the vector distance from the center of the first window area 3 to the vehicle's geometric center is -5.0m, the vector distance from the center of the second window area 5 to the vehicle's geometric center is 0m, the vector distance from the center of the third window area 7 to the vehicle's geometric center is 5.0m, and the vector distance from the center of the first end area 9 to the vehicle's geometric center is 9.5m, the second distance from the center of the carriage load before adding the first passenger to the vehicle's geometric center is: X 席 =(-12×M pass ×5+12×M pass ×0+12×M pass ×5+6×M pass ×9.5) / (3.5×12×M) pass ); When i is 2, it represents the second passenger to be added. At this time, the second distance from the load center of the carriage before the second passenger is added to the geometric center of the vehicle is X1 = (G... 席 ×X 席 +Mpass ×L) / G1. Where X1 is the second distance from the carriage load center to the vehicle geometric center before the addition of the second passenger, and G1 is the total cumulative passenger load before the addition of the second passenger. When i is 3, it represents the third passenger to be added. In this case, the second distance from the carriage load center to the vehicle geometric center before the addition of the third passenger is X2 = (G1 × X1 + M) / G1. pass ×L) / G2.

[0078] S303. Determine the load center deviation value of the i-th passenger based on the first distance, the preset average passenger weight, the distance vector information, the total cumulative passenger load before the i-th passenger is added, and the second distance.

[0079] Specifically, the formula for determining the load center deviation value of the i-th passenger based on the first distance, the preset average passenger weight, distance vector information, the total cumulative passenger load before the i-th passenger is added, and the second distance is as follows: C 差 =|(G n-1 ×X n-1 +M pass ×L) / (G n-1 +M pass )-X 总 |; Among them, C 差 To determine the load center deviation of the i-th passenger, G n-1 X represents the total cumulative passenger load before the addition of the i-th passenger. n-1 M is the second distance from the center of the carriage load to the geometric center of the vehicle before the i-th passenger is added. pass Let L be the preset average passenger weight, and X be the distance vector information. 总 This is the first distance from the load center of each carriage to the geometric center of the vehicle.

[0080] For example, when i is 1, it represents the first passenger to be added. In this case, the load center deviation value of the first passenger is C. 差1 =|(G 席 ×X 席 +M pass ×L) / (G 席 +M pass )-X 总 When i is 2, it represents the second passenger to be added. In this case, the load center deviation value of the second passenger is: C 差2 =|(G1×X1+M pass ×L) / (G1+M pass )-X 总 |; When i is n, it represents the nth passenger to be added. At this time, the load center deviation value of the nth passenger is: C 差n =|(G n-1 ×X n-1 +M pass ×L) / (G n-1 +M pass) -X 总 |; S304. Determine the passenger compartment area based on the distance vector information corresponding to the minimum load center deviation value.

[0081] S305. Determine the number of passengers in each carriage area based on the area where each passenger is located.

[0082] For example, the carriage includes a first end area 1, a first door area 2, a first window area 3, a second door area 4, a second window area 5, a third door area 6, a third window area 7, a fourth door area 8, and a second end area 9. The vector distances from the center of the first vehicle end area 1 to the vehicle's geometric center are as follows: L1 = -9.5m; L2 = -7.5m; L3 = -5.0m; L4 = -2.5m; L5 = 0m; L6 = 2.5m; L7 = 5.0m; L8 = 7.5m; L9 = 9.5m. Each of the first, second, and third window areas has 12 seats, while the first end area has 6 seats. The air spring load values ​​obtained by the air spring pressure sensors in the carriage are F0=1500kg, F1=1700kg, F2=2000kg, and F3=2500kg, respectively. The distances from the first air spring sensor to the vehicle's geometric center are X0=-6.5m, the second air spring sensor to the vehicle's geometric center are X1=-6.5m, the third air spring sensor to the vehicle's geometric center are X2=6.5m, and the fourth air spring sensor to the vehicle's geometric center are X3=6.5m. The preset average passenger weight is 60kg, and the number of passengers to be added is 86.

[0083] Based on the above conditions, we can obtain: G总 =F0+F1+F2+F3=7700kg; N 总 =G 总 / M pass =128; X 总 =(F0×X0+F1×X1+F2×X2+F3×X3) / G 总 =1.09m; G 席 = (12 + 12 + 12 + 6) × M pass =42M pass ; X 席 =(G 席 ×L) / G 席 =(-12×M pass ×5+12×M pass ×0+12×M pass ×5+6×M pass ×9.5) / (3.5×12×M) pass =1.36m; Where L∈{-9.5, -7.5, -5, -2.5, 0, 2.5, 5, 7.5, 9.5}.

[0084] When the first passenger is to be added: C 差1 =|(G 席 ×X 席 +M pass ×L) / (G 席 +M pass )-X 总 When |=|-0.025+L / 43|, and L is at its minimum value, the value of L is 9.5. Therefore, the area where the first passenger is located is the rightmost end area of ​​the carriage, which is the second end area 9.

[0085] When adding a second passenger: G1 = (12 + 12 + 12 + 6 + 1) × M pass =43M pass ; X1=(G 席 ×X 席 +M pass ×L) / G1=1.18m; C 差2 =|(G1×X1+M pass ×L) / (G1+M pass )-X 总 |=|1.153+L / 44-1.09|; When |1.153+L / 44-1.09| is at its minimum, L takes the value of -2.5, meaning the second passenger's carriage area is the second door area 4 on the left side of the vehicle's geometric center. Repeat the above steps to add passengers, and determine the carriage area of ​​each passenger based on the distance vector information corresponding to the minimum load center deviation value.

[0086] After identifying the areas where all 86 passengers were located, the number of passengers in each area was determined as follows: 7 people in the first end area 1, 9 people in the first door area 2, 7 people in the first window area 3, 9 people in the second door area 4, 8 people in the second window area 5, 14 people in the third door area 6, 8 people in the third window area 7, 14 people in the fourth door area 8, and 10 people in the second end area 9.

[0087] The vehicle lighting adjustment method provided in this invention provides a detailed explanation of determining the load center deviation value for each passenger. First, the air spring load value of each carriage is obtained. Based on the air spring load value, the total load of each carriage is determined. Then, based on the distance from each air spring sensor to the vehicle's geometric center, the air spring load value, and the total carriage load, a first distance from the carriage load center to the vehicle's geometric center is determined. Next, based on the actual number of passengers and a preset average passenger weight, the cumulative total passenger load before the addition of the i-th passenger is determined. Then, based on the cumulative total passenger load before the addition of the j-th passenger, a third distance, the preset average passenger weight, distance vector information, and the cumulative total passenger load before the addition of the i-th passenger, a second distance from the carriage load center to the vehicle's geometric center before the addition of the i-th passenger is determined. Finally, based on the first distance from the carriage load center to the vehicle's geometric center, the preset average passenger weight, distance vector information, the cumulative total passenger load before the addition of the i-th passenger, and the second distance from the carriage load center to the vehicle's geometric center before the addition of the i-th passenger, the load center deviation value for the i-th passenger is determined. By adopting the above technical solutions, the load center deviation value of each passenger can be accurately calculated, which closely matches the actual distribution characteristics of passengers in the carriage and improves the accuracy of passenger count statistics in each carriage area. This provides a reliable basis for subsequent congestion calculation and vehicle lighting adjustment, avoiding the inaccurate judgment of carriage congestion caused by simple estimation based on area or proportion, and preventing the vehicle lighting adjustment from being well matched with the vehicle congestion level.

[0088] Figure 6 This is a flowchart of another vehicle lighting adjustment method provided by an embodiment of the present invention. The embodiment of the present invention elaborates in detail on the steps following the determination of the total load of each carriage and the determination of the total number of passengers in each carriage based on the total load and the preset average passenger weight, such as... Figure 6As shown, the method also includes: S401. Determine the total load of each carriage and determine the total number of passengers in each carriage based on the total load and the preset average passenger weight.

[0089] S402. When the total number of passengers is less than or equal to the number of seats in the carriage, adjust the color of the vehicle lights to the same color temperature.

[0090] Specifically, when the total number of passengers is less than or equal to the number of seats in the carriage, it indicates that all passengers in the carriage have a corresponding seat. Because the seats are evenly distributed, passengers are evenly distributed throughout the carriage, resulting in a spacious overall passenger capacity and a non-crowded environment. At this time, the vehicle lights are uniformly adjusted to the same color temperature to ensure a consistent and uniform lighting environment within the carriage, avoiding visual confusion caused by differences in color temperature and providing passengers with a stable and comfortable lighting experience.

[0091] For example, when the number of seats in the carriage is 12, and the number of passengers is also 12 or less, the vehicle lights can be adjusted to a warm color tone with the same color temperature. This embodiment of the invention does not impose any limitations on this.

[0092] The vehicle lighting adjustment method provided in this invention adjusts the vehicle lights to the same color temperature when the total number of passengers is less than or equal to the number of seats in the carriage. This ensures a uniform and comfortable overall lighting environment in the carriage, avoids chaotic lighting caused by different color temperatures in different areas, and improves the passenger experience when the carriage is spacious. At the same time, this setting simplifies the vehicle lighting control logic, reduces control complexity, and improves the stability of the vehicle system operation.

[0093] Figure 7 This is a flowchart of another vehicle lighting adjustment method provided by an embodiment of the present invention. The embodiment of the present invention elaborates in detail the specific steps for determining the crowding level of each carriage area based on the number of passengers and the area of ​​the carriage area, and the specific steps for adjusting the vehicle lights according to the crowding level. Figure 7 As shown, the method specifically includes: S501. Determine the total load of each carriage and determine the total number of passengers in each carriage based on the total load and the preset average passenger weight.

[0094] S502. When the total number of passengers is greater than the number of seats in the carriage, determine the number of passengers in each carriage area; the carriage area includes the end area, the door area, and the window area.

[0095] S503. Determine the passenger density in the carriage area based on the number of passengers and the area of ​​the carriage area.

[0096] Specifically, after obtaining the number of passengers in the carriage area, the passenger distribution density in the carriage area is determined based on the area of ​​the passenger location. The passenger distribution density in the carriage area is determined according to the following formula: ρ=N / S; Where ρ is the population density, N is the number of passengers in the carriage area, and S is the area of ​​the carriage area.

[0097] For example, the carriage includes a first end area 1, a first door area 2, a first window area 3, a second door area 4, a second window area 5, a third door area 6, a third window area 7, a fourth door area 8, and a second end area 9. The area of ​​the first end area 1 is S1 = 4.5m². 2 The area of ​​the first door region 2 is S2 = 5.2m². 2 The area of ​​the first window region 3 is S3 = 4.0m². 2 The area of ​​the second door region 4 is S4 = 5.2m². 2 The area of ​​the second window region 5 is S5 = 4.0m². 2 Each section S6 of the third door area 6 is 5.2m. 2 The area of ​​the third window region 7 is S7 = 4.0m². 2 The area of ​​the fourth door region 8 is S8 = 5.2m². 2 The area of ​​region 9 at the second vehicle end is S9 = 3.0 m². 2 After determining the number of passengers in the first carriage end area 1 to be 7, the first carriage door area 2 to be 9, the first carriage window area 3 to be 7, the second carriage door area 4 to be 9, the second carriage window area 5 to be 8, the third carriage door area 6 to be 14, the third carriage window area 7 to be 8, the fourth carriage door area 8 to be 14, and the second carriage end area 9 to be 10, the passenger distribution density in each area of ​​the carriage is determined based on the number of passengers and the area of ​​the carriage: The passenger distribution density in the first carriage end area 1 is... The personnel distribution density is ρ1=1.55, ρ2=1.73 in the first door area 2, ρ3=1.75 in the first window area 3, ρ4=1.73 in the second door area 4, ρ5=2 in the second window area 5, ρ6=2.69 in the third door area 6, ρ7=2 in the third window area 7, ρ8=2.69 in the fourth door area 8, and ρ9=3.33 in the second end area 9.

[0098] S504. When the personnel distribution density is the first personnel distribution density, adjust the vehicle headlight color to the first color temperature; when the personnel distribution density is the second personnel distribution density, adjust the vehicle headlight color to the second color temperature; when the personnel distribution density is the third personnel distribution density, adjust the vehicle headlight color to the third color temperature; when the personnel distribution density is the fourth personnel distribution density, adjust the vehicle headlight color to the fourth color temperature; wherein, the first personnel distribution density is less than the second personnel distribution density, the second personnel distribution density is less than the third personnel distribution density, the third personnel distribution density is less than the fourth personnel distribution density; the first color temperature is less than the second color temperature, the second color temperature is less than the third color temperature, and the third color temperature is less than the fourth color temperature.

[0099] Specifically, the degree of congestion in each area is determined based on the population density. Congestion levels are categorized into four levels: Level 1, Level 2, Level 3, and Level 4. Level 1 corresponds to the highest population density, Level 2 to the second highest, Level 3 to the third highest, and Level 4 to the fourth highest. Assuming that the population density is lower in the first place than in the second, second, third, and fourth places, then Level 1 is lower than Level 2, Level 2 is lower than Level 3, and Level 3 is lower than Level 4.

[0100] For example, the first level of crowding can be the comfort level, and the corresponding first personnel distribution density can be ρ1≤2; the second level of crowding can be the relatively comfortable level, and the corresponding second personnel distribution density can be 2<ρ2≤4; the third level of crowding can be the relatively crowded level, and the corresponding third personnel distribution density can be 4<ρ3≤5; the fourth level of crowding can be the crowded level, and the corresponding fourth personnel distribution density can be ρ4>5.

[0101] The vehicle lights are adjusted according to the level of crowding. When the crowd density is at the first level (comfortable level), the light color is adjusted to the first color temperature. At the second level (relatively comfortable level), the light color is adjusted to the second color temperature. At the third level (relatively crowded level), the light color is adjusted to the third color temperature. Finally, at the fourth level (crowded level), the light color is adjusted to the fourth color temperature. The color temperature settings conform to the principles of color psychology: the first color temperature is lower than the second, the second is lower than the third, and the third is lower than the fourth.

[0102] For example, the first color temperature can be set to a warm-toned light with RGB values ​​of 255, 222, 194 and a brightness of 500 lux, using orange-yellow as the main color to create a warm and relaxing riding atmosphere; the second color temperature can be set to a neutral warm-toned light with RGB values ​​of 255, 245, 232 and a brightness of 600 lux, using pale yellow as the main color to balance comfort and spaciousness; the third color temperature can be set to a neutral cool-toned light with RGB values ​​of 240, 237, 255 and a brightness of 600 lux, using pale cyan as the main color to alleviate visual pressure; and the fourth color temperature can be set to a cool-toned light with RGB values ​​of 212, 227, 155 and a brightness of 600 lux, using pale blue as the main color to reduce heart rate and anxiety.

[0103] The vehicle lighting adjustment method provided in this invention determines the passenger density in the carriage area based on the number of passengers and the area of ​​the carriage, objectively and accurately reflecting the actual crowding level in different areas of the carriage, avoiding errors caused by relying solely on passenger numbers and ignoring differences in area. The lighting adjustment in each carriage area is controlled according to the passenger density, allowing for refined and differentiated adjustments based on the actual passenger density, ensuring a high degree of matching between the lighting status and the level of crowding. Utilizing color psychology principles to alleviate passenger emotions under varying levels of crowding, brightness is increased or color temperature is adjusted in densely populated areas to enhance the sense of openness, while softer lighting is used in sparsely populated areas to enhance comfort, thereby improving the passenger experience and reducing negative emotional feedback during peak hours.

[0104] Based on the same inventive concept, embodiments of the present invention also provide a vehicle headlight adjustment device. Figure 8 This is a schematic diagram of a vehicle headlight adjustment device provided in an embodiment of the present invention. The vehicle headlight adjustment device is applied to any of the vehicle headlight adjustment methods described in the above optional embodiments. Figure 8 As shown, the vehicle lighting adjustment device includes: a total passenger number determination module 10, a passenger number determination module 20 for the carriage area, a crowding level determination module 30, and a vehicle lighting adjustment module 40.

[0105] The system includes: a total passenger number determination module 10, used to determine the total load of each carriage and the total number of passengers in each carriage based on the total load and the preset average passenger weight; a carriage area passenger number determination module 20, used to determine the number of passengers in each carriage area when the total number of passengers is greater than the number of seats in the carriage; the carriage area includes the end area, the door area, and the window area; a crowding level determination module 30, used to determine the crowding level of each carriage area based on the number of passengers in the carriage area and the area of ​​the carriage area; and a vehicle lighting adjustment module 40, used to adjust the vehicle lights according to the crowding level.

[0106] Specifically, the total passenger count determination module 10 determines the total load of each carriage, and the total number of passengers in each carriage is determined based on the total load of each carriage and the preset average passenger weight. When the total number of passengers exceeds the number of seats in the carriage, the carriage area passenger count determination module 20 determines the number of passengers in the end area, door area, and window area of ​​each carriage area. Then, the crowding level determination module 30 determines the crowding level of each carriage area based on the number of passengers in each carriage area and the area of ​​the carriage area. Finally, after determining the crowding level of each carriage area, the vehicle lighting adjustment module 40 adjusts the vehicle lights according to the crowding level.

[0107] The vehicle lighting adjustment device provided by this invention determines the total load of each carriage through a total passenger number determination module 10, and determines the total number of passengers in each carriage based on the total load of each carriage and a preset average passenger weight. When the total number of passengers exceeds the number of seats in the carriage, a carriage area passenger number determination module 20 determines the number of passengers in the end area, door area, and window area of ​​each carriage area. Then, a crowding level determination module 30 determines the crowding level of each carriage area based on the number of passengers in each area and the area of ​​each carriage area. Finally, a vehicle lighting adjustment module 40 adjusts the vehicle lights according to the crowding level. Through this technical solution, the device intelligently judges the number of passengers inside the carriage, fits the passenger distribution to match the actual weight distribution of the vehicle and the actual passenger carrying patterns, determines the crowding level of each carriage area, and then, based on color psychology, dynamically optimizes the lighting under different crowding levels while meeting lighting needs, improving the passenger experience and reducing negative emotional feedback from passengers during peak hours. This solves the problem that fixed ambient lighting modes or single control methods in vehicles cannot be dynamically adjusted according to the actual level of crowding in the carriage, resulting in the inability to alleviate passenger stress in different crowded scenarios and reducing the passenger riding experience.

[0108] Figure 9 This is a schematic diagram of an electronic device provided for an embodiment of the present invention. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices (such as helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the invention described and / or claimed herein.

[0109] like Figure 9As shown, the electronic device 10 includes at least one processor 11 and a memory, such as a read-only memory (ROM) 12 or a random access memory (RAM) 13, communicatively connected to the at least one processor 11. The memory stores computer programs executable by the at least one processor. The processor 11 can perform various appropriate actions and processes based on the computer program stored in the ROM 12 or loaded into the RAM 13 from storage unit 18. The RAM 13 can also store various programs and data required for the operation of the electronic device 10. The processor 11, ROM 12, and RAM 13 are interconnected via a bus 14. An input / output (I / O) interface 15 is also connected to the bus 14.

[0110] Multiple components in electronic device 10 are connected to I / O interface 15, including: input unit 16, such as keyboard, mouse, etc.; output unit 17, such as various types of displays, speakers, etc.; storage unit 18, such as disk, optical disk, etc.; and communication unit 19, such as network card, modem, wireless transceiver, etc. Communication unit 19 allows electronic device 10 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0111] Processor 11 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. Processor 11 performs the various methods and processes described above, such as vehicle headlight adjustment methods.

[0112] In some embodiments, the vehicle headlight adjustment method may be implemented as a computer program tangibly contained in a computer-readable storage medium, such as storage unit 18. In some embodiments, part or all of the computer program may be loaded and / or installed on electronic device 10 via ROM 12 and / or communication unit 19. When the computer program is loaded into RAM 13 and executed by processor 11, one or more steps of the vehicle headlight adjustment method described above may be performed. Alternatively, in other embodiments, processor 11 may be configured to perform the vehicle headlight adjustment method by any other suitable means (e.g., by means of firmware).

[0113] Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), payload-programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0114] Computer programs used to implement the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when executed by the processor, the computer programs cause the functions / operations specified in the flowcharts and / or block diagrams to be performed. The computer programs may be executed entirely on a machine, partially on a machine, or as a standalone software package, partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0115] In the context of this invention, a computer-readable storage medium can be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination thereof. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0116] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the electronic device. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0117] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or middleware components (e.g., application servers), or frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.

[0118] A computing system can include clients and servers. Clients and servers are generally located far apart and typically interact through communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system to address the shortcomings of traditional physical hosts and VPS services, such as high management difficulty and weak business scalability.

[0119] Note that the above description is merely a preferred embodiment of the present invention and the technical principles employed. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described herein, and various obvious changes, readjustments, combinations, and substitutions can be made without departing from the scope of protection of the present invention. Therefore, although the present invention has been described in detail through the above embodiments, the present invention is not limited to the above embodiments, and may include many other equivalent embodiments without departing from the concept of the present invention, the scope of which is determined by the scope of the appended claims.

Claims

1. A method for adjusting vehicle lights, characterized in that, include: Determine the total load of each carriage and, based on the total load and the preset average passenger weight, determine the total number of passengers in each carriage; When the total number of passengers is greater than the number of seats in the carriage, the number of passengers in each carriage area is determined; the carriage area includes the end area, the door area, and the window area. The level of crowding in each carriage area is determined based on the number of passengers in that carriage area and the area of ​​that carriage area. Adjust vehicle lights according to the level of congestion.

2. The vehicle headlight adjustment method according to claim 1, characterized in that, Determining the number of passengers in each carriage area includes: The vehicle's geometric center and the area geometric center of the passenger compartment are determined, and the distance vector information between the area geometric center and the vehicle's geometric center is determined, wherein any two of the distance vector information are different; Determine the load center deviation value for each passenger; The passenger's carriage area is determined based on the distance vector information corresponding to the minimum load center deviation value; The number of passengers in each carriage area is determined based on the carriage area where each passenger is located.

3. The vehicle headlight adjustment method according to claim 2, characterized in that, Determining the load center deviation value for each passenger includes: Determine the first distance from the carriage load center to the vehicle geometric center, determine the total cumulative passenger load before adding the i-th passenger, and determine the second distance from the carriage load center to the vehicle geometric center before adding the i-th passenger; i is a positive integer; The load center deviation value of the i-th passenger is determined based on the first distance, the preset average passenger weight, the distance vector information, the total cumulative passenger load before the i-th passenger is added, and the second distance.

4. The vehicle headlight adjustment method according to claim 3, characterized in that, Determining the total cumulative passenger load before adding the i-th passenger includes: Get the actual number of passengers in the carriage in front of the i-th passenger to be added; The total cumulative passenger load before adding the i-th passenger is determined based on the actual number of passengers and the preset average passenger weight. Determining the second distance from the center of the carriage load before the i-th passenger is to be added to the geometric center of the vehicle includes: Determine the third distance between the carriage load center before the j-th passenger is added and the vehicle geometric center; the addition order of the j-th passenger is before the addition order of the i-th passenger and adjacent to the addition order of the i-th passenger; The second distance from the carriage load center to the vehicle geometric center is determined based on the total cumulative passenger load before the j-th passenger to be added, the third distance, the preset average passenger weight, the distance vector information, and the total cumulative passenger load before the i-th passenger to be added.

5. The vehicle headlight adjustment method according to claim 2, characterized in that, The passenger's carriage area is determined based on the distance vector information corresponding to the minimum load center deviation value, including: When the personnel distribution density ρ1 in the vehicle end area, the personnel distribution density ρ2 in the vehicle door area, and the personnel distribution density ρ3 in the vehicle window area satisfy the following conditions: ρ1 > 0, ρ2 > 0, ρ3 > 0, 90% < ρ1 / ρ2 < 100%; the maximum personnel distribution density ρ1 in multiple vehicle end areas. max and minimum population density ρ1 min The relationship between ρ1 and ρ1 min <ρ1 max <1.5×ρ1 min The maximum personnel distribution density ρ2 in multiple of the aforementioned door areas max and minimum population density ρ2 min The two satisfy ρ2 min <ρ2 max <1.5×ρ2 min When the condition is 0.2×ρ2<ρ3<0.8×ρ2, the passenger compartment area is determined based on the distance vector information corresponding to the minimum load center deviation value.

6. The vehicle headlight adjustment method according to claim 3, characterized in that, Determining the first distance from the load center of the carriage to the geometric center of the vehicle includes: Determine the vehicle's geometric center; Determine the distance from each air spring sensor in the passenger compartment to the geometric center of the vehicle; The first distance from the load center of each car to the geometric center of the vehicle is determined based on the distance from each air spring sensor to the vehicle's geometric center, the load value of each air spring, and the total load of the car.

7. The vehicle headlight adjustment method according to claim 1, characterized in that, The determination of the total load of each car includes: Obtain the air spring load value for each carriage; The total load of each car is determined based on the air spring load value.

8. The vehicle headlight adjustment method according to claim 1, characterized in that, After determining the total load of each carriage and determining the total number of passengers in each carriage based on the total load and the preset average passenger weight, the method further includes: When the total number of passengers is less than or equal to the number of seats in the carriage, the vehicle lights are adjusted to the same color temperature.

9. The vehicle headlight adjustment method according to claim 1, characterized in that, The process of determining the crowding level of each carriage area based on the number of passengers in the carriage area and the area of ​​the carriage area includes: The passenger density of the carriage area is determined based on the number of passengers in the carriage area and the area of ​​the carriage area. Adjusting vehicle lights according to the level of congestion includes: When the personnel distribution density is the first personnel distribution density, adjust the vehicle headlight color to the first color temperature; When the personnel distribution density is the second personnel distribution density, adjust the vehicle headlight color to the second color temperature; When the personnel distribution density is the third personnel distribution density, adjust the vehicle headlight color to the third color temperature; When the personnel distribution density is the fourth personnel distribution density, adjust the vehicle headlight color to the fourth color temperature; Wherein, the distribution density of the first member is less than the distribution density of the second member, the distribution density of the second member is less than the distribution density of the third member, and the distribution density of the third member is less than the distribution density of the fourth member; The first color temperature is less than the second color temperature, the second color temperature is less than the third color temperature, and the third color temperature is less than the fourth color temperature.

10. A vehicle headlight adjustment device, characterized in that, The vehicle headlight adjustment method according to any one of claims 1-9, wherein the vehicle headlight adjustment device comprises: The total passenger number determination module is used to determine the total load of each carriage and determine the total number of passengers in each carriage based on the total load of the carriage and the preset average passenger weight. The passenger number determination module for each carriage area is used to determine the number of passengers in each carriage area when the total number of passengers is greater than the number of seats in the carriage; the carriage area includes the end area, the door area, and the window area; A crowding level determination module is used to determine the crowding level of each carriage area based on the number of passengers in the carriage area and the area of ​​the carriage area. A vehicle lighting adjustment module is used to adjust the vehicle lights according to the level of congestion.

Images