A dynamic adjustment control method, system, medium and computer for zoned anti-dazzling shading of a vehicle lamp lens under a curved path follow-up working condition

Abstract

The application relates to a dynamic adjustment control method, system, medium and computer for zoned anti-dazzling shielding under a curve follow-up working condition of a vehicle lamp lens, and the technical scheme of the method is as follows: S1, acquiring state parameters when a vehicle is driving on a curve; S2, judging whether a curve follow-up triggering condition is met according to the state parameters; S3, calculating a target deflection angle theta of a lens module according to a preset mapping relationship; S4, driving the lens module to deflect by the target deflection angle theta relative to the front of the vehicle body; S5, acquiring a horizontal orientation angle alpha according to a preset rule; S6, calculating a relative orientation angle beta of an opposite vehicle in a lens coordinate system; S7, judging whether the target shielding zone is the same as a current shielding zone; S8, cyclically executing steps S1 to S7; and S9, judging whether the vehicle exits the curve driving state, so that the shielding zone can be accurately corresponded to the actual position of the opposite vehicle, the shielding misplacement risk under the curve working condition can be eliminated, accurate anti-dazzling shielding and all-terrain light paving can be realized.

Description

Technical Field

[0001] This invention relates to the field of automotive lighting control technology, and more specifically, to a dynamic adjustment control method, system, medium, and computer for zoned anti-glare shielding of vehicle headlight lenses under curved follow-up conditions. Background Technology

[0002] Adaptive Front-lighting System (AFS) is an important component of modern automotive active safety systems. It dynamically adjusts the direction and range of the headlight beam based on the vehicle's driving conditions to improve nighttime driving safety. Among these systems, zoned anti-glare lens systems (such as ADB matrix headlights and electromagnetic zoned shielding lenses) use multiple independently controllable slats on the lens's light-emitting surface to precisely block the high beam, illuminating the road ahead while preventing glare for oncoming drivers.

[0003] When driving on straight roads, the zoned anti-glare lens system can independently block the corresponding light zone based on the position of oncoming vehicles detected by the forward-looking perception module, achieving a precise anti-glare effect. When the vehicle enters a curve, some advanced AFS systems use mechanical follow-up mechanisms (such as stepper motors driving the lens to deflect horizontally) to deflect the light beam towards the inside of the curve, illuminating the blind spot and improving the curve lighting effect.

[0004] However, existing control methods suffer from a widely overlooked and unresolved technical flaw: when the lens mechanically deflects, the shielding zone, originally aligned with the coordinate system directly in front of the vehicle, also spatially shifts. If the control module still determines the oncoming vehicle's zone and performs shielding based on the zone boundary before the deflection, misalignment or over-shielding can easily occur, leading to serious safety hazards. Furthermore, if the system fails to determine whether the target zone matches the current shielding state, actuators such as electromagnets will frequently receive repetitive commands and execute invalid actions during continuous curve driving, accelerating actuator mechanical wear and reducing system reliability. Summary of the Invention

[0005] To address the shortcomings of existing technologies, the present invention aims to provide a dynamic adjustment control method, system, medium, and computer for zoned anti-glare shielding under the condition of vehicle headlight lens cornering, in order to overcome the technical problem of misalignment between the shielding zone and the oncoming vehicle position after the lens mechanically deflects in existing zoned anti-glare systems. It achieves precise coordination between cornering follow-up and anti-glare shielding with extremely low computing power, while reducing invalid actuator actions and extending actuator lifespan.

[0006] The above-mentioned technical objective of this invention is achieved through the following technical solution: a dynamic adjustment and control method for zoned anti-glare shielding of a vehicle headlight lens under cornering follow-up conditions, based on a zoned anti-glare lens system installed on a vehicle body. The zoned anti-glare lens system comprises a horizontally deflectable lens module, N independent linear drive actuators and corresponding light-shielding plates disposed within the lens module, a follow-up motor for driving the horizontal deflection of the lens module, and a control module; the N light-shielding plates divide the total light-emitting surface of the lens into N independent light-emitting zones with fixed angular boundaries, N≥2; characterized in that it includes: S1. Obtain the real-time steering wheel angle and real-time vehicle speed when the vehicle is driving on a curve. S2. Determine whether the curve follow-up triggering condition is met based on the real-time steering wheel angle and real-time vehicle speed. If the absolute value of the real-time steering wheel angle is greater than the preset angle threshold and the real-time vehicle speed is greater than the preset vehicle speed threshold, determine that the vehicle has entered the curve driving state and execute step S3. Otherwise, return to step S1. S3. Based on the real-time steering wheel angle and real-time vehicle speed, calculate the target deflection angle θ that the lens module in the headlight zone anti-glare lens system should deflect towards the inside of the curve according to the preset mapping relationship. S4. Drive the lens module to deflect horizontally, so that the lens module deflects relative to the front of the vehicle body to an angle consistent with the target deflection angle θ; S5. Establish the vehicle coordinate system and obtain the horizontal azimuth angle α of the oncoming vehicle relative to the center line directly in front of the vehicle according to the preset rules. S6. Establish a lens coordinate system. Subtract the deflection angle θ from the horizontal azimuth angle α to obtain the relative azimuth angle β of the oncoming vehicle in the lens coordinate system, i.e., β=α-θ. Compare β with the preset fixed angle boundary of each independent light zone in the lens coordinate system to determine the independent light zone that β falls into, which is used as the target masking zone. S7. Determine whether the target shading zone is the same as the currently shading zone: if they are the same, keep the current shading state unchanged; if they are different, send a drive signal to the linear drive actuator corresponding to the target shading zone, so that it drives the light-shielding plate to rotate and cut in, blocking the high beam of the zone; at the same time, reset the linear drive actuator corresponding to the originally shading zone to release the high beam of the zone. S8. Repeat steps S1 to S7. With the real-time changes in steering wheel angle and vehicle speed, dynamically update the target deflection angle θ and target occlusion zone to achieve real-time dynamic adjustment of anti-glare occlusion under the curve following working condition. S9. If the absolute value of the real-time steering wheel angle falls below the preset exit threshold and continues for more than the preset time, it is determined that the vehicle exits the curve driving state and returns to step S1.

[0007] Optionally, the preset turning angle threshold is 15° to 30°, and the preset vehicle speed threshold is 30 km / h.

[0008] Optionally, the preset mapping relationship includes: the target deflection angle θ is directly proportional to the real-time steering wheel angle and inversely proportional to the real-time vehicle speed, wherein the value of θ ranges from 0° to ±10° to ±15° of the maximum mechanical deflection angle of the lens module.

[0009] Optionally, establishing the vehicle coordinate system and obtaining the position of the oncoming vehicle in the vehicle coordinate system includes: the control module obtaining the horizontal azimuth angle α of the oncoming vehicle relative to the center line directly in front of the vehicle through a forward-looking perception module installed on the vehicle body.

[0010] Optionally, in step S6, When N=2, the angular boundaries of the two independent optical regions are defined by the center line of the lens coordinate system, with the left half corresponding to β≤0° and the right half corresponding to β>0°. When N=3, the angular boundaries of the three independent light regions are left region -15°≤β<-10°, middle region -10°≤β≤+10°, and right region +10°<β≤+15°, respectively. When N=4, the angular boundaries of the four independent light regions are -15°≤β<-7.5° for the left outer region, -7.5°≤β<0° for the left inner region, 0°≤β<+7.5° for the right inner region, and +7.5°≤β≤+15° for the right outer region.

[0011] Optionally, in step S7, when the light-shielding sheet is in the light-shielding position, it covers 80%-100% of the light-emitting surface of the corresponding independent light zone.

[0012] Optionally, in step S9, the preset exit threshold is 10° and the preset time is 2 seconds.

[0013] A dynamic adjustment and control system for zoned anti-glare masking of vehicle headlight lenses under cornering follow-up conditions includes: A lens module that can be horizontally deflected; The lens module contains N independent linear drive actuators and corresponding light-shielding plates. The N light-shielding plates divide the total light-emitting surface of the lens into N independent light-emitting zones with fixed angular boundaries, where N≥2. A follower motor is used to drive the lens module to deflect horizontally; The forward-looking perception module is used to obtain the horizontal azimuth angle α of the oncoming vehicle relative to the center line directly in front of the vehicle body; The vehicle status acquisition module is used to acquire steering wheel angle signals and vehicle speed signals in real time via CAN bus or LIN bus; Pitch motor, used to drive the lens module to pitch vertically; The control module is used to execute the control methods S1 to S9 described above.

[0014] A computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the method described above.

[0015] A computer device includes a memory and a processor, the memory storing a computer program, and the processor executing the computer program to implement the steps of the method described above.

[0016] This invention converts the azimuth angle of oncoming vehicles in the vehicle body coordinate system into the relative azimuth angle in the lens deflection coordinate system in real time, ensuring that the shading zone corresponds precisely to the actual position of the oncoming vehicle. This fundamentally eliminates the risk of shading misalignment under curve conditions and ensures the safety of passing vehicles. The entire dynamic adjustment process only requires one subtraction operation (β=α-θ) and a finite number of boundary value comparisons (maximum N times, N≤4). It does not require trigonometric function operations, matrix transformations, or complex interpolation algorithms and can run in milliseconds in real time on low-power MCUs (such as 8-bit or 16-bit microcontrollers), perfectly adapting to cost-sensitive electromagnetic partition shading lens systems. It can avoid frequent invalid actions of linear drive actuators during continuous curve driving, significantly extending the life of the actuators. Through parallel execution of vertical pitch compensation and horizontal follow-up shading, it can achieve accurate anti-glare shading and all-terrain lighting paving under complex conditions such as uphill, downhill, curves, and passing vehicles. Attached Figure Description

[0017] Figure 1 This is a flowchart of a dynamic adjustment control method for zoned anti-glare masking under the curved follow-up condition of a vehicle headlight lens according to the present invention. Figure 2 This is a structural diagram of a dynamic adjustment and control system for zoned anti-glare shielding of a vehicle headlight lens under the curved follow-up working condition, according to the present invention. Figure 3 This is a schematic diagram illustrating the definition of the partition angle boundary when N=2 in this invention; Figure 4 This is a schematic diagram illustrating the definition of the partition angle boundary when N=3 in this invention; Figure 5 This is a schematic diagram illustrating the definition of the partition angle boundary when N=4 in this invention; Figure 6 This is an internal structural diagram of a computer device in an embodiment of the present invention. Detailed Implementation

[0018] To make the objectives, features, and advantages of the present invention more apparent and understandable, specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. Several embodiments of the present invention are shown in the drawings. However, the present invention can be implemented in many different forms and is not limited to the embodiments described herein.

[0019] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; 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; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances. The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined with "first" or "second" may explicitly or implicitly include one or more of that feature.

[0020] In this invention, unless otherwise expressly specified and limited, "above" or "below" a second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of a second feature includes the first feature being directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" of a second feature includes the first feature being directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature. The terms "vertical," "horizontal," "left," "right," "above," "below," and similar expressions are for illustrative purposes only and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed or operated in a specific orientation, and therefore should not be construed as limiting the invention.

[0021] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0022] like Figure 1As shown, this invention provides a dynamic adjustment control method for zoned anti-glare shielding of a vehicle headlight lens under cornering follow-up conditions. Based on a zoned anti-glare lens system installed on a vehicle body, the zoned anti-glare lens system comprises a horizontally deflectable lens module, N independent linear drive actuators and corresponding light-shielding plates disposed within the lens module, a follow-up motor for driving the horizontal deflection of the lens module, a pitch motor, and a control module; the N light-shielding plates divide the total light-emitting surface of the lens into N independent light-emitting zones with fixed angular boundaries, N≥2; characterized in that it includes: S1. Obtain the real-time steering wheel angle and real-time vehicle speed when the vehicle is driving on a curve. S2. Determine whether the curve follow-up triggering condition is met based on the real-time steering wheel angle and real-time vehicle speed. If the absolute value of the real-time steering wheel angle is greater than the preset angle threshold and the real-time vehicle speed is greater than the preset speed threshold, determine that the vehicle has entered the curve driving state and execute step S3; otherwise, return to step S1. S3. Based on the real-time steering wheel angle and real-time vehicle speed, calculate the target deflection angle θ that the lens module in the headlight zone anti-glare lens system should deflect towards the inside of the curve according to the preset mapping relationship. S4. Drive the lens module to deflect horizontally, so that the lens module deflects relative to the front of the vehicle body to an angle consistent with the target deflection angle θ; S5. Establish the vehicle coordinate system and obtain the horizontal azimuth angle α of the oncoming vehicle relative to the center line directly in front of the vehicle according to the preset rules. S6. Establish a lens coordinate system. Subtract the deflection angle θ from the horizontal azimuth angle α to obtain the relative azimuth angle β of the oncoming vehicle in the lens coordinate system, i.e., β=α-θ. Compare β with the preset fixed angle boundary of each independent light zone in the lens coordinate system to determine the independent light zone that β falls into, which is used as the target masking zone. S7. Determine whether the target shading zone is the same as the currently shading zone: if they are the same, keep the current shading state unchanged; if they are different, send a drive signal to the linear drive actuator corresponding to the target shading zone, so that it drives the light-shielding plate to rotate and cut in, blocking the high beam of the zone; at the same time, reset the linear drive actuator corresponding to the originally shading zone to release the high beam of the zone. S8. Repeat steps S1 to S7. With the real-time changes in steering wheel angle and vehicle speed, dynamically update the target deflection angle θ and target occlusion zone to achieve real-time dynamic adjustment of anti-glare occlusion under the curve following working condition. S9. If the absolute value of the real-time steering wheel angle falls below the preset exit threshold and continues for more than the preset time, it is determined that the vehicle exits the curve driving state and returns to step S1.

[0023] In practical applications, the control module acquires steering wheel angle and vehicle speed signals in real time via a CAN bus or LIN bus. The steering wheel angle signal is provided by a steering wheel angle sensor, and the vehicle speed signal is provided by a wheel speed sensor or speedometer. The control module reads these signals at a fixed sampling period (e.g., every 50ms to 200ms) to ensure real-time response in cornering conditions. The control module compares the real-time steering wheel angle with a preset angle threshold and the real-time vehicle speed with a preset speed threshold. When the absolute value of the real-time steering wheel angle is greater than the preset angle threshold and the real-time vehicle speed is greater than the preset speed threshold, the vehicle is determined to have entered a cornering state, and step S3 is executed; otherwise, the process returns to step S1 to continue monitoring the vehicle status. The control module has a built-in preset mapping table or mapping function that takes the steering wheel angle and vehicle speed as input parameters and outputs the target deflection angle θ. The mapping relationship considers the relationship between the curve radius, vehicle speed, and lateral acceleration, ensuring that the lens deflection angle effectively illuminates the blind spot of the curve without excessive deflection that would reduce the lighting effect. After calculating the target deflection angle θ, a drive command is sent to the follow-up motor, which drives the lens module to deflect horizontally around the vertical axis through a transmission mechanism such as a worm gear, lead screw, or rack and pinion. The deflection direction is the inside of the curve; that is, the lens deflects to the left when the vehicle turns left, and to the right when the vehicle turns right. The control module obtains the position information of oncoming vehicles through a forward-looking perception module installed on the vehicle body. The forward-looking perception module is a camera or millimeter-wave radar. A vehicle coordinate system is established with the center line directly in front of the vehicle body as the 0° baseline, and the horizontal azimuth angle α of the oncoming vehicle relative to this baseline is measured. A positive value of α indicates that the oncoming vehicle is on the right side of the vehicle body, and a negative value indicates that it is on the left side of the vehicle body. The lens coordinate system uses the center line after the lens deflection as the 0° baseline. Since the lens has been deflected by an angle θ, the azimuth angle α in the vehicle coordinate system needs to be transformed to correctly reflect the relative position of the oncoming vehicle in the lens coordinate system. A single subtraction operation β = α - θ transforms the position information in the vehicle coordinate system into the relative azimuth angle in the lens coordinate system in real time. Subsequently, the control module compares the β value with the fixed angle boundaries of each partition stored in the storage unit to determine the target occlusion partition into which β falls. The control module introduces state-keeping judgment logic. If the target occlusion partition is the same as the currently occluded partition, the actuator does not move to avoid the accumulation of invalid actions; if they are different, only the actuator corresponding to the target partition is activated, while the actuator of the previously occluded partition is reset, achieving precise switching of the occlusion partition. During cornering, the control module executes S1 to S7 in a fixed cycle, monitoring the vehicle status and the position of oncoming vehicles in real time, dynamically adjusting the lens deflection angle and occlusion partitions to ensure precise coordination between cornering follow-up and anti-glare occlusion. When cornering ends, the steering wheel is straightened, and the vehicle resumes straight-line driving. The control module drives the follow-up motor to return the lens module to the center position and resets all linear drive actuators to the unshielded state, restoring full high beam illumination.

[0024] Furthermore, it also includes step S10, which is executed in parallel with steps S1 to S9; step S10 includes: acquiring the vehicle pitch angle signal in real time, and when the absolute value of the pitch angle exceeds the preset pitch threshold, driving the pitch motor to compensate the pitch angle of the lens, tilting the lens down when going uphill and raising the lens when going downhill, so as to keep the beam always horizontally illuminating the road surface.

[0025] In practical applications, the pitch threshold in this embodiment is ±1.5°. When the vehicle is driving uphill and turning right, the control module acquires the steering wheel angle and vehicle speed signals in real time via the CAN bus. Currently, the steering wheel angle is +30° and the vehicle speed is 35 km / h. The control module determines that the curve servo trigger condition is met, calculates the target deflection angle θ = +7° (right deflection), and drives the servo motor to deflect the lens module horizontally by +7°. Simultaneously, the control module acquires the vehicle body pitch angle signal in real time (from the IMU inertial measurement unit). Currently, a +3° upward tilt is detected, exceeding the preset pitch threshold of ±1.5°. The control module calculates the vertical pitch compensation angle φ = -2.5° (downward tilt compensation for uphill driving), drives the pitch motor to compensate the lens pitch angle, tilting the lens downward by 2.5° to maintain the beam horizontally illuminating the road surface.

[0026] Furthermore, the preset turning angle threshold is 15° to 30°, and the preset vehicle speed threshold is 30 km / h.

[0027] In practical applications, the steering angle threshold and vehicle speed threshold are set based on the vehicle's normal driving conditions. When the absolute value of the steering wheel angle is less than 15°, it usually corresponds to minor lane keeping adjustments or steering wheel vibration caused by slight road unevenness, which is not considered a curve driving condition and does not require triggering the lens deflection. When the absolute value of the steering wheel angle reaches 15° to 30°, the vehicle has entered a substantial curve driving condition, at which point the lens deflection is required to illuminate the curve blind spot. Setting the threshold within the range of 15° to 30° achieves a balance between response sensitivity and avoiding false triggering. When the vehicle speed is below 30 km / h, the vehicle is usually in congested areas, stopped, or driving at very low speeds. At this time, the demand for curve-following lighting is low, and the driver has enough time to react at low speeds, so there is no need to activate the lens deflection mechanism. When the vehicle speed is greater than 30 km / h and the steering wheel angle meets the threshold conditions, the vehicle is in a medium-to-high speed curve driving condition, at which point the demand for curve blind spot lighting is urgent, and the follow-up deflection mechanism must be activated.

[0028] Furthermore, the preset mapping relationship includes: the target deflection angle θ is directly proportional to the real-time steering wheel angle and inversely proportional to the real-time vehicle speed, wherein the value of θ ranges from 0° to ±10° to ±15° of the maximum mechanical deflection angle of the lens module.

[0029] In practical applications, the target deflection angle θ is directly proportional to the real-time steering wheel angle and inversely proportional to the real-time vehicle speed. The specific mapping relationship can be achieved through the following formula or lookup table: θ = k × |δ| / v Where δ is the real-time steering wheel angle (unit: degrees), v is the real-time vehicle speed (unit: km / h), and k is the proportional coefficient, determined by system calibration. The target deflection angle θ ranges from 0° to the maximum mechanical deflection angle of the lens module. The maximum mechanical deflection angle is ±10° to ±15°, and the specific value is determined by the mechanical structure limitations of the lens module. For example, when the proportional coefficient k is calibrated to 300 (unit: °·km / (h·°)), the real-time steering wheel angle δ = +40°, and the real-time vehicle speed v = 40 km / h: θ = 300 × 40 / 40 = 10° The lens module should deflect 10° towards the inside (right) of the curve. This angle is within ±15° of the maximum mechanical deflection angle and can function normally.

[0030] For example, when the real-time steering wheel angle δ = +60° and the real-time vehicle speed v = 30 km / h: θ = 300 × 60 / 30 = 20° At this point, the calculated value of 20° exceeds the maximum mechanical deflection angle ±15°. The control module then limits θ to 15° (taking the maximum mechanical deflection angle) to avoid exceeding the safety range of the mechanical structure. Furthermore, the preset mapping relationship can also be implemented using a two-dimensional lookup table. The control module has a built-in two-dimensional mapping table, with the horizontal axis representing the steering wheel angle (e.g., in 5° intervals) and the vertical axis representing the vehicle speed (e.g., in 5 km / h intervals). Each cell in the table stores the corresponding target deflection angle θ. Based on the real-time steering wheel angle and vehicle speed, the control module obtains the target deflection angle through linear interpolation or a nearest neighbor lookup table.

[0031] Furthermore, a vehicle coordinate system is established, and the horizontal azimuth angle α of the oncoming vehicle relative to the center line directly in front of the vehicle is obtained according to preset rules.

[0032] In practical applications, the control module obtains the horizontal azimuth angle α of the oncoming vehicle relative to the centerline of the vehicle's front by using a forward-looking perception module installed on the vehicle body. The forward-looking perception module can employ one of the following two schemes: Scheme 1: Forward-looking camera scheme. A monocular or binocular camera is installed inside the vehicle's windshield or front grille, with the camera's optical axis aligned with the centerline of the vehicle's front. The control module uses image processing algorithms (such as a deep learning-based object detection model or a traditional Haar feature + AdaBoost classifier) ​​to identify the oncoming vehicle's headlights or body contours. Through camera intrinsic parameter calibration and perspective transformation, the horizontal azimuth angle α of the oncoming vehicle relative to the centerline of the vehicle's front is calculated. This scheme is less expensive, but its accuracy may decrease at night or in inclement weather conditions. Scheme 2: Millimeter-wave radar scheme. A 77GHz or 24GHz millimeter-wave radar is installed on the vehicle's front bumper, with the radar antenna array's normal direction aligned with the centerline of the vehicle's front. The millimeter-wave radar detects the distance, relative speed, and azimuth angle of the oncoming vehicle by emitting and receiving electromagnetic waves. The control module directly extracts the horizontal azimuth angle α of the oncoming vehicle from the radar output data. This solution performs stably at night and in adverse weather conditions, but its cost is relatively high. Solution 3: Camera and millimeter-wave radar fusion solution. A forward-looking camera and millimeter-wave radar are installed simultaneously. The control module uses a sensor fusion algorithm (such as Kalman filtering or a deep learning-based fusion network) to combine the detection results of the two sensors, improving the detection accuracy and robustness of the oncoming vehicle's azimuth angle α. When the detection results from the two sensors are consistent, the azimuth angle value is directly used; when there is a discrepancy, a weighted fusion or confidence level judgment is used to select the more reliable detection result. Regardless of the solution used, the forward-looking perception module outputs the oncoming vehicle's horizontal azimuth angle α at a fixed frequency (e.g., 10Hz to 20Hz) for the control module to perform coordinate transformation and occlusion partition calculation in step S6.

[0033] Furthermore, such as Figure 3-5 As shown, in step S6, when N=2, the angular boundaries of the two independent optical regions are defined by the center line of the lens coordinate system, with the left half of the region corresponding to β≤0° and the right half of the region corresponding to β>0°. When N=3, the angular boundaries of the three independent light regions are left region -15°≤β<-10°, middle region -10°≤β≤+10°, and right region +10°<β≤+15°, respectively. When N=4, the angular boundaries of the four independent light regions are -15°≤β<-7.5° for the left outer region, -7.5°≤β<0° for the left inner region, 0°≤β<+7.5° for the right inner region, and +7.5°≤β≤+15° for the right outer region.

[0034] In practical applications, the angular boundaries of each independent optical zone in the lens coordinate system are preset fixed values, stored in the non-volatile memory of the control module. Depending on the specific application requirements, a partition configuration of N=2, N=3, or N=4 can be selected. N=2 configuration (dual-zone configuration) When N=2, the angular boundary between the two independent optical zones is defined by the center line of the lens coordinate system: Left half of the region: β ≤ 0° Right half: β > 0° This configuration has a simple structure and minimal control logic, requiring only the sign of the β value to determine the target occlusion zone. It is suitable for cost-sensitive applications where occlusion accuracy requirements are not high.

[0035] N=3 configuration (three-zone configuration) When N=3, the angular boundaries of the three independent optical regions are as follows: Left zone: -15° ≤ β < -10° Central region: -10° ≤ β ≤ +10° Right zone: +10° < β ≤ +15° This configuration divides the lens's light-emitting surface into three regions: left, center, and right. The center region has a wider coverage area (-10° to +10°), while the left and right regions cover the outer edge areas respectively. It is suitable for medium-cost applications that require a balance between masking accuracy and the number of actuators.

[0036] N=4 configuration (four-zone configuration) When N=4, the angular boundaries of the four independent optical zones are as follows: Left lateral region: -15° ≤ β < -7.5° Left medial region: -7.5° ≤ β < 0° Right medial region: 0° ≤ β < +7.5° Right lateral zone: +7.5° ≤ β ≤ +15° This configuration divides the lens's light-emitting surface into four equally wide regions (7.5° each), achieving the highest shading accuracy and enabling more precise matching of oncoming vehicle positions while avoiding over-shading. It is suitable for high-end applications requiring high shading accuracy and illumination performance. In this embodiment, when the number of partitions increases, only the partition angle boundary table in the storage unit needs to be expanded; the control logic (the comparison and judgment process in step S6) remains unchanged, demonstrating good scalability. Furthermore, in step S7, when the light-shielding sheet is in the light-shielding position, it covers 80%-100% of the light-emitting surface of the corresponding independent light zone.

[0037] In practical applications, the coverage ratio of the light-shielding plate directly affects the shielding effect and illumination continuity. When the coverage ratio is 80%, the light-shielding plate blocks most of the light-emitting surface of the corresponding zone, leaving only a small amount of light leakage at the edge of the zone. This ensures the anti-glare effect while avoiding completely cutting off the illumination of the zone, maintaining a certain level of ambient lighting. When the coverage ratio is 100%, the light-shielding plate completely covers the light-emitting surface of the corresponding zone, causing the zone to switch completely to low beam or turn off completely, achieving the most thorough anti-glare effect. In this embodiment, a coverage ratio of 90% to 95% is preferred. This range ensures that oncoming drivers are not glared by high beams while retaining a faint illumination at the edge of the zone, avoiding the formation of a significant dark area in the driver's field of vision, thus improving driving comfort and safety. The cutting angle and position of the light-shielding plate are precisely controlled by the stroke of the linear drive actuator. For example, for a push-pull electromagnet, the control module precisely adjusts the cutting depth of the light-shielding plate by controlling the width or duty cycle of the drive pulse, thereby achieving coverage ratio adjustment within the range of 80% to 100%.

[0038] Furthermore, in step S9, the preset exit threshold is 10°, and the preset time is 2 seconds.

[0039] In practical applications, the control module continuously monitors the real-time absolute value of the steering wheel angle. When the real-time absolute value of the steering wheel angle drops from above a preset angle threshold to below a preset exit threshold (10°), a timer is started. If the absolute value of the steering wheel angle remains below 10° for 2 seconds after the timer starts, it is determined that the vehicle has exited the curve driving state. At this time, the control module performs the following operations: (1) Send a return command to the follower motor to drive the lens module to return from the current deflection angle to the center position (0°); (2) Send a reset signal to all linear actuators to make all light-shielding plates exit the light-shielding position and return to the non-shielding state; (3) Restore full high beam lighting mode; (4) Return to step S1 and continue monitoring the vehicle status.

[0040] The preset exit threshold is set to 10° because this value is lower than the preset turning angle threshold (15° to 30°). This setting introduces a certain lag range to prevent the vehicle from frequently triggering the "enter-exit-enter" oscillation state due to minor steering wheel adjustments (such as small turns to correct the driving trajectory) in curves, reducing ineffective actions of the servo motor and actuators, and improving system stability. The preset time is set to 2 seconds to ensure that the vehicle has actually left the curve and resumed straight-line driving, rather than just briefly straightening the steering wheel in the curve. A 2-second duration is sufficient to filter out temporary steering wheel straightening operations in the curve, avoiding misjudgments. For example, after the vehicle completes a right turn, the steering wheel gradually straightens from +35°. When the steering wheel angle drops to +8° (less than 10°), the timer starts. If the steering wheel angle remains within ±10° for 2 seconds, it is determined to have exited the curve; if the steering wheel angle increases to +20° (greater than 10°) at 1.5 seconds, the timer is reset, and the vehicle is again judged to be in a curve driving state.

[0041] like Figure 2 As shown, the present invention also provides a dynamic adjustment and control system for zoned anti-glare shielding of vehicle headlight lenses under cornering follow-up conditions, comprising: 100. A horizontally deflectable lens module; 200. N independent linear drive actuators and corresponding light-shielding plates are set in the lens module, wherein the N light-shielding plates divide the total light-emitting surface of the lens into N independent light-emitting regions with fixed angular boundaries, and N≥2; 300. A follower motor, used to drive the lens module to deflect horizontally; 400. Forward-looking perception module, used to obtain the horizontal azimuth angle α of the oncoming vehicle relative to the center line directly in front of the vehicle body; 500. Vehicle status acquisition module, used to acquire steering wheel angle signal and vehicle speed signal in real time via CAN bus or LIN bus; 600. Pitch motor, used to drive the lens module to pitch vertically; 700. Control module, used to execute the control methods S1 to S9 described above.

[0042] Specific limitations regarding the dynamic adjustment control system for zoned anti-glare masking under cornering follow-up conditions for vehicle headlight lenses can be found in the above-described limitations regarding the dynamic adjustment control method for zoned anti-glare masking under cornering follow-up conditions for vehicle headlight lenses, and will not be repeated here. Each module in the aforementioned dynamic adjustment control system for zoned anti-glare masking under cornering follow-up conditions for vehicle headlight lenses can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device, or stored in the memory of a computer device as software, so that the processor can call and execute the corresponding operations of each module.

[0043] In one embodiment, a computer device is provided, which may be a server, and its internal structure diagram may be as follows: Figure 6 As shown, the computer device includes a processor, memory, network interface, and database connected via a system bus. The processor provides computing and control capabilities. The memory includes a non-volatile storage medium and internal memory. The non-volatile storage medium stores the operating system, computer programs, and the database. The internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage medium. When executed by the processor, the computer program implements a dynamic adjustment control method for zoned anti-glare masking under cornering servo conditions of vehicle headlight lenses.

[0044] Those skilled in the art will understand that Figure 6 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer device to which the present application is applied. Specific computer devices may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0045] In one embodiment, a computer device is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to perform the following steps: including: include: S1. Obtain the real-time steering wheel angle and real-time vehicle speed when the vehicle is driving on a curve. S2. Determine whether the curve follow-up triggering condition is met based on the real-time steering wheel angle and real-time vehicle speed. If the absolute value of the real-time steering wheel angle is greater than the preset angle threshold and the real-time vehicle speed is greater than the preset speed threshold, determine that the vehicle has entered the curve driving state and execute step S3; otherwise, return to step S1. S3. Based on the real-time steering wheel angle and real-time vehicle speed, calculate the target deflection angle θ that the lens module in the headlight zone anti-glare lens system should deflect towards the inside of the curve according to the preset mapping relationship. S4. Drive the lens module to deflect horizontally, so that the lens module deflects relative to the front of the vehicle body to an angle consistent with the target deflection angle θ; S5. Establish the vehicle coordinate system and obtain the horizontal azimuth angle α of the oncoming vehicle relative to the center line directly in front of the vehicle according to the preset rules. S6. Establish the vehicle coordinate system, subtract the deflection angle θ from the horizontal azimuth angle α to obtain the relative azimuth angle β of the oncoming vehicle in the lens coordinate system, i.e., β=α-θ; compare β with the preset fixed angle boundary of each independent light zone in the lens coordinate system to determine the independent light zone that β falls into, which is used as the target occlusion zone. S7. Determine whether the target shading zone is the same as the currently shading zone: if they are the same, keep the current shading state unchanged; if they are different, send a drive signal to the linear drive actuator corresponding to the target shading zone, so that it drives the light-shielding plate to rotate and cut in, blocking the high beam of the zone; at the same time, reset the linear drive actuator corresponding to the originally shading zone to release the high beam of the zone. S8. Repeat steps S1 to S7. With the real-time changes in steering wheel angle and vehicle speed, dynamically update the target deflection angle θ and target occlusion zone to achieve real-time dynamic adjustment of anti-glare occlusion under the curve following working condition. S9. If the absolute value of the real-time steering wheel angle falls below the preset exit threshold and continues for more than the preset time, it is determined that the vehicle exits the curve driving state and returns to step S1.

[0046] In one embodiment, step S10 is further executed in parallel with steps S1 to S9; step S10 includes: acquiring the vehicle pitch angle signal in real time, and when the absolute value of the pitch angle exceeds a preset pitch threshold, driving the pitch motor to compensate the pitch angle of the lens, tilting the lens down when going uphill and raising the lens when going downhill, so as to keep the beam always horizontally illuminating the road surface.

[0047] In one embodiment, the preset turning angle threshold is 15° to 30°, and the preset vehicle speed threshold is 30 km / h.

[0048] In one embodiment, the preset mapping relationship includes: the target deflection angle θ is directly proportional to the real-time steering wheel angle and inversely proportional to the real-time vehicle speed, wherein the value of θ ranges from 0° to ±10° to ±15° of the maximum mechanical deflection angle of the lens module.

[0049] In one embodiment, in step S6 When N=2, the angular boundaries of the two independent optical regions are defined by the center line of the lens coordinate system, with the left half corresponding to β≤0° and the right half corresponding to β>0°. When N=3, the angular boundaries of the three independent light regions are left region -15°≤β<-10°, middle region -10°≤β≤+10°, and right region +10°<β≤+15°, respectively. When N=4, the angular boundaries of the four independent light regions are -15°≤β<-7.5° for the left outer region, -7.5°≤β<0° for the left inner region, 0°≤β<+7.5° for the right inner region, and +7.5°≤β≤+15° for the right outer region.

[0050] In one embodiment, in step S7, when the light-shielding sheet is in the light-shielding position, it covers 80%-100% of the light-emitting surface of the corresponding independent light zone.

[0051] In one embodiment, in step S9, the preset exit threshold is 10° and the preset time is 2 seconds.

[0052] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, storage, databases, or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), dual data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), Rambus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), etc.

[0053] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0054] The above description is merely a preferred embodiment of the present invention, and the scope of protection of the present invention is not limited to the above embodiments. All technical solutions falling within the scope of the present invention's concept are within the scope of protection of the present invention. It should be noted that for those skilled in the art, any improvements and modifications made without departing from the principle of the present invention should also be considered within the scope of protection of the present invention.

Claims

1. A dynamic adjustment and control method for partitioned anti-glare shielding of a vehicle headlight lens under cornering follow-up conditions, based on a partitioned anti-glare lens system installed on a vehicle body, wherein the partitioned anti-glare lens system comprises a horizontally deflectable lens module, N independent linear drive actuators and corresponding light-shielding plates disposed within the lens module, a follow-up motor for driving the horizontal deflection of the lens module, a pitch motor, and a control module; the N light-shielding plates divide the total light-emitting surface of the lens into N independent light-emitting zones with fixed angular boundaries, N≥2; characterized in that, include: S1. Obtain the real-time steering wheel angle and real-time vehicle speed when the vehicle is driving on a curve. S2. Determine whether the curve follow-up triggering condition is met based on the real-time steering wheel angle and real-time vehicle speed. If the absolute value of the real-time steering wheel angle is greater than the preset angle threshold and the real-time vehicle speed is greater than the preset vehicle speed threshold, it is determined that the vehicle has entered the curve driving state and step S3 is executed; otherwise, return to step S1. S3. Based on the real-time steering wheel angle and real-time vehicle speed, calculate the target deflection angle θ that the lens module in the headlight zone anti-glare lens system should deflect towards the inside of the curve according to the preset mapping relationship. S4. Drive the lens module to deflect horizontally, so that the lens module deflects relative to the front of the vehicle body to an angle consistent with the target deflection angle θ; S5. Establish a lens coordinate system and obtain the horizontal azimuth angle α of the oncoming vehicle relative to the center line directly in front of the vehicle body according to the preset rules. S6. Establish the vehicle coordinate system, subtract the deflection angle θ from the horizontal azimuth angle α to obtain the relative azimuth angle β of the oncoming vehicle in the lens coordinate system, i.e., β=α-θ; compare β with the preset fixed angle boundary of each independent light zone in the lens coordinate system to determine the independent light zone that β falls into, which is used as the target occlusion zone. S7. Determine whether the target occlusion partition is the same as the currently occluded partition: if they are the same, keep the current occlusion state unchanged; If they are different, a drive signal is sent to the linear drive actuator corresponding to the target blocking partition, causing it to drive the light-shielding plate to rotate and cut in, blocking the high beam of that partition; at the same time, the linear drive actuator corresponding to the previously blocked partition is reset to release the high beam of that partition. S8. Repeat steps S1 to S7. With the real-time changes in steering wheel angle and vehicle speed, dynamically update the target deflection angle θ and target occlusion zone to achieve real-time dynamic adjustment of anti-glare occlusion under the curve following working condition. S9. If the absolute value of the real-time steering wheel angle falls below the preset exit threshold and continues for more than the preset time, it is determined that the vehicle exits the curve driving state and returns to step S1.

2. The dynamic adjustment and control method for zoned anti-glare masking of vehicle headlight lenses under cornering follow-up conditions according to claim 1, characterized in that, It also includes step S10, which is executed in parallel with steps S1 to S9; step S10 includes: acquiring the vehicle pitch angle signal in real time, and when the absolute value of the pitch angle exceeds the preset pitch threshold, driving the pitch motor to compensate the pitch angle of the lens, tilting the lens down when going uphill and raising the lens when going downhill, so as to keep the beam always horizontally illuminating the road surface.

3. The dynamic adjustment and control method for zoned anti-glare masking of vehicle headlight lenses under cornering follow-up conditions as described in claim 1, characterized in that, The preset turning angle threshold is 15° to 30°, and the preset vehicle speed threshold is 30km / h.

4. The dynamic adjustment and control method for zoned anti-glare masking of vehicle headlight lenses under cornering follow-up conditions as described in claim 1, characterized in that, The preset mapping relationship includes: the target deflection angle θ is directly proportional to the real-time steering wheel angle and inversely proportional to the real-time vehicle speed, wherein the value of θ ranges from 0° to ±10° to ±15° of the maximum mechanical deflection angle of the lens module.

5. The dynamic adjustment and control method for zoned anti-glare masking of vehicle headlight lenses under cornering follow-up conditions according to claim 1, characterized in that, In step S6, When N=2, the angular boundaries of the two independent optical regions are defined by the center line of the lens coordinate system, with the left half corresponding to β≤0° and the right half corresponding to β>0°. When N=3, the angular boundaries of the three independent light regions are left region -15°≤β<-10°, middle region -10°≤β≤+10°, and right region +10°<β≤+15°, respectively. When N=4, the angular boundaries of the four independent light regions are -15°≤β<-7.5° for the left outer region, -7.5°≤β<0° for the left inner region, 0°≤β<+7.5° for the right inner region, and +7.5°≤β≤+15° for the right outer region.

6. The dynamic adjustment and control method for zoned anti-glare masking of vehicle headlight lenses under cornering follow-up conditions according to claim 1, characterized in that, In step S7, when the light-shielding sheet is in the light-shielding position, it covers 80%-100% of the light-emitting surface of the corresponding independent light zone.

7. The dynamic adjustment and control method for zoned anti-glare masking of vehicle headlight lenses under cornering follow-up conditions according to claim 1, characterized in that, In step S9, the preset exit threshold is 10° and the preset time is 2 seconds.

8. A dynamic adjustment and control system for zoned anti-glare shielding of vehicle headlight lenses under cornering follow-up conditions, characterized in that, include: A lens module that can be horizontally deflected; The lens module contains N independent linear drive actuators and corresponding light-shielding plates. The N light-shielding plates divide the total light-emitting surface of the lens into N independent light-emitting zones with fixed angular boundaries, where N≥2. A follower motor is used to drive the lens module to deflect horizontally; The forward-looking perception module is used to obtain the horizontal azimuth angle α of the oncoming vehicle relative to the center line directly in front of the vehicle body; The vehicle status acquisition module is used to acquire steering wheel angle signals and vehicle speed signals in real time via CAN bus or LIN bus; Pitch motor, used to drive the lens module to pitch vertically; The control module is used to execute the control methods S1 to S9 described above.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 7.

10. A computer device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 7.

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