Vehicle light control method, device and apparatus

Abstract

Embodiments of the present application relate to the technical field of vehicle cabin control, and disclose a vehicle light control method, device and equipment. The method comprises: acquiring driving information of a vehicle; in response to starting of an anti-car sickness function, controlling a light device inside the vehicle to display a dynamic light flow pattern according to the driving information; wherein the dynamic light flow pattern is used to compensate for a difference between vision and vestibular perception of a passenger, and an output time of the dynamic light flow pattern is set to be earlier than a time when the vehicle enters a target road section. By outputting the dynamic light flow pattern matching the driving state of the vehicle in advance, the difference between vision and vestibular perception of the passenger is compensated for, and thus the car sickness of the passenger is alleviated.

Description

Technical Field

[0001] This invention relates to the field of vehicle cockpit control technology, specifically to a vehicle lighting control method, device, and equipment. Background Technology

[0002] When a vehicle accelerates, decelerates, turns, goes up or down a slope, or travels on a bumpy road, the occupants will feel obvious changes in inertia and posture. However, the environmental information received by their line of sight may not be able to reflect the actual movement of the vehicle in time, which can easily lead to perceptual conflict and further cause discomfort symptoms such as dizziness, nausea, paleness, and cold sweats.

[0003] Given the aforementioned technological background, traditional solutions typically play ordinary music and alerts to distract passengers and alleviate motion sickness. However, auditory cues within the cabin are difficult to coordinate with the vehicle's real-time movement and complex driving scenarios, failing to effectively reduce conflicts between different perceptual information of the passengers. Summary of the Invention

[0004] In view of the above problems, embodiments of the present invention provide a vehicle lighting control method, device, and equipment to solve the problem of low matching accuracy between cabin perception prompts and the real-time motion status of the vehicle and complex driving scenarios in existing vehicle anti-drowsiness control technologies.

[0005] According to one aspect of the present invention, a vehicle lighting control method is provided, the method comprising: Obtain vehicle driving information; In response to the activation of the anti-motion sickness function, the vehicle's interior lighting equipment is controlled to display dynamic light flow patterns based on driving information; Among them, the dynamic optical flow pattern is used to compensate for the difference between the occupant's visual and vestibular perceptions. Furthermore, the output time of the dynamic optical flow pattern is set in advance before the vehicle enters the target road segment.

[0006] According to another aspect of the present invention, a vehicle lighting control device is provided, comprising: The acquisition module is used to acquire vehicle driving information; The control module is used to respond to the activation of the anti-motion sickness function and control the vehicle's interior lighting equipment to display dynamic light flow patterns based on driving information; Among them, the dynamic optical flow pattern is used to compensate for the difference between the occupant's visual and vestibular perceptions. Furthermore, the output time of the dynamic optical flow pattern is set in advance before the vehicle enters the target road segment.

[0007] According to another aspect of the present invention, a vehicle lighting control device is provided, including: a processor, a memory, a communication interface and a communication bus, wherein the processor, the memory and the communication interface communicate with each other through the communication bus; The memory is used to store at least one executable instruction that causes the processor to perform operations such as the vehicle lighting control method described above.

[0008] According to another aspect of the present invention, a computer-readable storage medium is provided, wherein at least one executable instruction is stored in the storage medium, the executable instruction causing a vehicle lighting control device / apparatus to perform the operation of the vehicle lighting control method described above.

[0009] This invention, through acquiring vehicle driving information, controls the vehicle's interior lighting equipment to display a dynamic light flow pattern adapted to the vehicle's driving state after the anti-motion sickness function is activated. The dynamic light flow pattern is also output in advance before the vehicle enters the target road segment, allowing occupants to obtain visual information corresponding to the vehicle's subsequent movement trend. This solves the problem of asynchronous visual perception and vestibular perception when the vehicle's movement state changes. Compared with existing technologies, this improves the matching degree between visual information and vehicle movement information in terms of time and movement trend, reduces the conflict between visual perception and vestibular perception, and thus alleviates motion sickness discomfort for occupants during vehicle movement.

[0010] The above description is merely an overview of the technical solutions of the embodiments of the present invention. In order to better understand the technical means of the embodiments of the present invention and to implement them in accordance with the contents of the specification, and to make the above and other objects, features and advantages of the embodiments of the present invention more apparent and understandable, specific embodiments of the present invention are described below. Attached Figure Description

[0011] The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 A flowchart illustrating a first embodiment of the vehicle lighting control method provided by the present invention is shown. Figure 2 A flowchart illustrating a second embodiment of the vehicle lighting control method provided by the present invention is shown. Figure 3 A schematic diagram illustrating the nonlinear mapping relationship between vehicle speed and light flow speed in a second embodiment of the vehicle lighting control method provided by the present invention is shown. Figure 4 A flowchart illustrating a third embodiment of the vehicle lighting control method provided by the present invention is shown; Figure 5A flowchart illustrating a fourth embodiment of the vehicle lighting control method provided by the present invention is shown; Figure 6 A schematic diagram of the vehicle lighting control process of the fourth embodiment of the vehicle lighting control method provided by the present invention is shown; Figure 7 A schematic diagram of the structure of a first embodiment of the vehicle lighting control device provided by the present invention is shown. Figure 8 A schematic diagram of an embodiment of the vehicle lighting control device provided by the present invention is shown. Detailed Implementation

[0012] Exemplary embodiments of the invention will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the invention are shown in the drawings, it should be understood that the invention can be implemented in various forms and should not be limited to the embodiments set forth herein.

[0013] Figure 1 A flowchart of a first embodiment of the vehicle lighting control method of the present invention is shown, which is executed by a vehicle lighting control device. Figure 1 As shown, the method includes the following steps: Step 110: Obtain vehicle driving information.

[0014] In this embodiment, a vehicle refers to a means of transportation equipped with lighting equipment and capable of performing motion sickness control. The vehicle can collect data related to its own motion state and the road conditions ahead during driving, providing a data basis for the display control of dynamic light flow patterns.

[0015] In one implementation, driving information refers to information that reflects the vehicle's current state of motion, its trend of motion change, and the road conditions ahead. Driving information may include at least one of the following: vehicle speed, acceleration, steering wheel angle, road gradient, navigation information, and road preview information.

[0016] For example, driving information can be obtained through the vehicle's existing sensing devices, control devices, or navigation devices, and the driving information can be summarized to determine the vehicle's current motion state or predict the vehicle's motion state after entering the target road segment.

[0017] In one implementation, the vehicle motion sickness prevention control architecture includes a perception layer, a decision layer, an execution layer, and an interaction layer. The perception layer collects information on vehicle motion status, vehicle driving environment, occupant status, and user input. The perception layer may include at least one of the following: an occupant monitoring camera, a rear-seat pressure sensor, an inertial measurement unit, a navigation device, a vehicle speed acquisition device, and an intelligent driving module. The decision layer fuses the multi-source information collected by the perception layer and executes trigger determination, mode switching, and exit control for the motion sickness prevention function. The execution layer includes at least one of an ambient lighting module, a display module, and an audio module, and outputs visual and auditory motion sickness prevention content based on the control parameters generated by the decision layer. The interaction layer may include at least one of a central control screen, a passenger-side screen, and a rear-seat screen, and receives user settings for the motion sickness prevention function and displays the current operating status of the function.

[0018] For example, the vehicle can collect longitudinal acceleration, lateral acceleration and vertical vibration information through an inertial measurement unit, obtain road information ahead through a navigation device and intelligent driving module, determine the occupant status and position through an occupant monitoring camera and rear seat pressure sensor, and determine the anti-motion sickness function to be activated by combining user input, thereby controlling the ambient lighting module, screen display module and audio module to perform the corresponding anti-motion sickness control.

[0019] Step 120: In response to the activation of the anti-motion sickness function, control the vehicle's interior lighting equipment to display a dynamic light flow pattern based on the driving information; Among them, the dynamic optical flow pattern is used to compensate for the difference between the occupant's visual and vestibular perceptions. Furthermore, the output time of the dynamic optical flow pattern is set in advance before the vehicle enters the target road segment.

[0020] In this embodiment, the anti-motion sickness function refers to a vehicle cabin control function that reduces the conflict between visual perception and vestibular perception by providing occupants with sensory stimuli that match the vehicle's motion state. The anti-motion sickness function can be activated in response to a user's active activation operation, or it can be activated when preset anti-motion sickness trigger conditions are met.

[0021] In one embodiment, lighting equipment refers to equipment installed inside a vehicle and capable of changing its display content or illumination state according to control parameters. Lighting equipment may include at least one of ambient lighting and a display screen, used to provide occupants with visual information characterizing the vehicle's motion state or motion trend.

[0022] In this embodiment, a dynamic light flow pattern refers to a visual pattern that moves continuously in a preset direction and at a preset speed. The dynamic light flow pattern can characterize the vehicle's motion state using the direction and speed of movement of visual elements. The dynamic light flow pattern may include flowing lighting effects formed by ambient lighting and dynamic dots displayed on a screen.

[0023] For example, after the anti-motion sickness function is activated, the driving information is analyzed to determine the vehicle's motion state or motion change trend, and based on this, the motion direction, motion speed and output time of the dynamic light flow pattern are determined, and then the lighting equipment is controlled to display the dynamic light flow pattern according to the determined motion direction and motion speed.

[0024] In this embodiment, an occupant refers to a person inside the vehicle who can receive visual information output by the lighting equipment. The occupant can be the driver or a passenger, and the dynamic light flow pattern can enter the occupant's visual range and indicate the vehicle's motion status or trend of motion changes to the occupant.

[0025] In one implementation, vision refers to the way occupants perceive changes in the vehicle's interior and exterior environment through their eyes. Vision can form an expectation of the vehicle's direction and trend of motion based on the dynamic light flow patterns displayed by the lighting equipment.

[0026] In this embodiment, the vestibule refers to the sensory structure that allows an occupant to perceive changes in body acceleration, direction of motion, and posture. When a vehicle accelerates, decelerates, turns, goes uphill or downhill, or traverses bumpy roads, the vestibule can sense the changes in body state caused by the vehicle's movement.

[0027] In one implementation, perceptual discrepancy refers to a mismatch between motion information obtained by an occupant through vision and motion information obtained through the vestibular system in terms of time, direction, or trend of change. Perceptual discrepancy can cause motion sickness in occupants, and dynamic optical flow patterns are used to provide visual information that matches the vehicle's motion state to reduce perceptual discrepancy.

[0028] In this embodiment, the target road segment refers to the road section ahead that can cause changes in the vehicle's motion state and requires the output of a dynamic optical flow pattern in advance. The target road segment can be a turning section, a sloping section, or a bumpy section, and can be determined based on navigation information or road preview information.

[0029] In one implementation, the output time refers to the time when the lighting equipment begins to display a dynamic light flow pattern corresponding to the target road segment. The output time is set before the vehicle enters the target road segment, so that occupants receive the corresponding visual cue in advance before their vestibular system perceives the change in the vehicle's motion.

[0030] For example, the target road segment ahead of the vehicle and the expected time when the vehicle enters the target road segment are determined based on driving information, and the output time of the dynamic optical flow pattern is set earlier than the expected entry time, so that the dynamic optical flow pattern can characterize the possible changes in the vehicle's motion state on the target road segment in advance, thereby reducing the inconsistency between visual perception and vestibular perception in terms of time and motion trend.

[0031] By acquiring driving information that reflects the vehicle's motion status and the road conditions ahead, the anti-motion sickness function controls the lighting equipment to display a dynamic light flow pattern that matches the vehicle's motion status after activation. It also outputs corresponding visual information in advance before the vehicle enters the target road segment, which can improve the matching degree between visual information and the vehicle's actual motion information in terms of time and motion trend, reduce the conflict between the occupant's visual perception and vestibular perception, and thus alleviate the occupant's motion sickness discomfort during vehicle travel.

[0032] Figure 2 A flowchart of another embodiment of the vehicle lighting control method of the present invention is shown, which is executed by a vehicle lighting control device. Figure 2 As shown, the method includes the following steps: Step 210: In response to the activation of the anti-motion sickness function, determine the first optical flow speed based on the current vehicle speed in the driving information.

[0033] In one implementation, the ambient lighting anti-motion sickness function and the screen anti-motion sickness function can each be set with corresponding function switches. When the ambient lighting anti-motion sickness function is on and the current vehicle speed is greater than the preset entry speed, the ambient lights are controlled to continuously display the basic light flow according to the current vehicle speed. When a change in longitudinal acceleration or lateral acceleration is detected, the direction and speed of the ambient light's light flow are adjusted according to the corresponding vehicle motion event.

[0034] In this embodiment, when the anti-motion sickness function is enabled and the current vehicle speed is greater than the preset entry speed, the dynamic dots on the display screen continuously display the basic optical flow according to the current vehicle speed. When a driving speed event is detected, the dynamic dots are controlled to move along the corresponding longitudinal optical flow direction. When a turning event is detected, the dynamic dots are controlled to move along the corresponding lateral optical flow direction. When a slope event is detected, the dynamic dots are controlled to move along the corresponding vertical optical flow direction. When a bump event is detected, the display screen displays the corresponding screen background content.

[0035] For example, the preset entry speed can be set to 5 kilometers per hour. The ambient lighting anti-motion sickness function and the screen anti-motion sickness function can be turned on or off independently, allowing the vehicle to determine the ambient lighting and the lighting devices on the display screen that participate in the anti-motion sickness control based on the user settings.

[0036] In this embodiment, the anti-motion sickness function refers to a vehicle cabin control function that compensates for the difference between the occupant's visual perception and vestibular perception by outputting dynamic visual information that matches the vehicle's motion state through lighting equipment. The anti-motion sickness function can be activated in response to a user's active activation operation, or it can be activated when preset anti-motion sickness trigger conditions are met.

[0037] In one implementation, the current vehicle speed refers to the vehicle's speed at the current moment. The current vehicle speed reflects the vehicle's real-time speed and is used to determine the base motion speed of the dynamic optical flow pattern. The current vehicle speed can be obtained through the vehicle's existing speed detection device or vehicle control device.

[0038] In this embodiment, the first optical flow velocity refers to the initial motion speed of the dynamic optical flow pattern determined based on the current vehicle speed. The first optical flow velocity characterizes the basic flow speed of visual elements in the dynamic optical flow pattern on the lighting equipment. The first optical flow velocity is adapted to the current vehicle speed, providing a basis for subsequently determining the target optical flow velocity based on vehicle motion events. The formula for calculating the first optical flow velocity is as follows:

[0039] In the formula, The first optical flow velocity is the flow velocity of the ambient light (m / s). The maximum speed of the lamp is set to 2.0 m / s in this embodiment. Vehicle speed (km / h); The inflection point speed, in this embodiment, is preset to 40 km / h, which determines the curve curvature and can be calibrated based on user experience.

[0040] In one implementation, the system can be divided into low-speed, medium-speed, and high-speed segments based on the current vehicle speed. In the low-speed segment, the first optical flow velocity increases slowly with the current vehicle speed to accommodate vehicle start-up and low-speed following scenarios. In the medium-speed segment, the first optical flow velocity continuously increases with the current vehicle speed to reflect changes in vehicle speed. In the high-speed segment, the first optical flow velocity gradually approaches the upper limit of the optical flow velocity to maintain the display stability of the dynamic optical flow pattern.

[0041] For example, after the motion sickness prevention function is activated, the current vehicle speed in the driving information is obtained, and the first optical flow speed is determined according to the preset correspondence between the current vehicle speed and the movement speed of the dynamic optical flow pattern, so that the basic flow speed of the dynamic optical flow pattern can reflect the current driving speed of the vehicle.

[0042] Step 220: Determine vehicle motion events based on driving information.

[0043] In this embodiment, a vehicle motion event refers to a change in the vehicle's current or impending motion state. Vehicle motion events can include speed events, steering events, slope events, and bump events, with different vehicle motion events used to characterize changes in the vehicle's motion in different directions.

[0044] For example, at least one of the vehicle speed, vehicle acceleration, steering wheel angle, road slope, navigation information and road preview information in the driving information is analyzed to identify the current motion state of the vehicle or predict the subsequent motion change trend of the vehicle, and the identification result is determined as the corresponding vehicle motion event.

[0045] Step 230: Based on the type of vehicle motion event, determine the multidimensional optical flow direction of the dynamic optical flow pattern through driving information, and determine the target optical flow velocity of the dynamic optical flow pattern through the first optical flow velocity, wherein the multidimensional optical flow direction includes at least one of the longitudinal optical flow direction, the transverse optical flow direction and the vertical optical flow direction; In this embodiment, "type" refers to the event category obtained by classifying vehicle motion events according to the form of changes in vehicle motion state. Different types of vehicle motion events can characterize changes in vehicle speed, steering direction, road slope, or vertical vibration, and correspond to different optical flow control methods.

[0046] In one implementation, the multidimensional optical flow direction refers to the flow direction of visual elements in a dynamic optical flow pattern in at least one of the longitudinal, lateral, and vertical directions of the vehicle. The multidimensional optical flow direction is used to convert the vehicle's motion state in different spatial directions into dynamic cues that occupants can visually perceive.

[0047] In this embodiment, the longitudinal optical flow direction refers to the flow direction formed by the dynamic optical flow pattern along the front-rear direction of the vehicle. The longitudinal optical flow direction is used to characterize the change in longitudinal motion state caused by the acceleration or deceleration of the vehicle.

[0048] In one embodiment, the lateral optical flow direction refers to the flow direction formed by the dynamic optical flow pattern along the left and right directions of the vehicle. The lateral optical flow direction is used to characterize the change in lateral motion state caused by the vehicle turning.

[0049] In this embodiment, the vertical optical flow direction refers to the flow direction formed by the dynamic optical flow pattern along the vertical direction of the vehicle. The vertical optical flow direction is used to characterize the changes in vertical motion state generated when the vehicle passes through a sloping road section or a bumpy road section.

[0050] In one implementation, the target optical flow velocity refers to the velocity ultimately used to control the speed of the dynamic optical flow pattern. The target optical flow velocity is determined based on a first optical flow velocity and in conjunction with the degree of motion change corresponding to the vehicle motion event, so that the motion speed of the dynamic optical flow pattern is adapted to the vehicle motion state.

[0051] For example, firstly, the driving information to be analyzed is determined based on the type of vehicle motion event. Then, the direction of change in the vehicle's motion state is determined based on the corresponding driving information, thereby determining at least one of the longitudinal optical flow direction, the lateral optical flow direction, and the vertical optical flow direction. Simultaneously, the target optical flow velocity is determined based on the first optical flow velocity and the degree of motion change corresponding to the vehicle motion event.

[0052] Step 240: Determine the optical flow control parameters based on the multidimensional optical flow direction and the target optical flow velocity, and control the lighting equipment inside the vehicle to display a dynamic optical flow pattern based on the optical flow control parameters. The lighting equipment includes ambient lights and / or a display screen.

[0053] In this embodiment, optical flow control parameters refer to a set of parameters used to control the display state of dynamic optical flow patterns. The optical flow control parameters can at least characterize the flow direction and speed of the dynamic optical flow pattern, so that the lighting equipment outputs dynamic visual information according to the display method corresponding to vehicle movement events.

[0054] In one embodiment, ambient lighting refers to lighting fixtures installed inside the vehicle cabin that can create flowing lighting effects through changes in their light emission state. Ambient lighting can adjust the direction and speed of light flow according to optical flow control parameters, thereby creating continuous dynamic visual cues within the vehicle cabin.

[0055] In this embodiment, the display screen refers to a display device installed inside the vehicle cabin that can display dynamic images. The display screen can control the movement direction and speed of visual elements such as dynamic dots according to optical flow control parameters, thereby forming a dynamic optical flow pattern that matches the vehicle's movement state.

[0056] For example, the multidimensional optical flow direction is set as the display direction of the dynamic optical flow pattern, and the target optical flow speed is set as the display speed of the dynamic optical flow pattern to form optical flow control parameters. Based on these optical flow control parameters, ambient lighting is controlled to create corresponding flowing lighting effects, and / or dynamic dots on the display screen are controlled to move according to corresponding directions and speeds, providing occupants with visual information corresponding to the vehicle's movement state.

[0057] By determining the first optical flow velocity based on the current vehicle speed after the anti-motion sickness function is activated, identifying the vehicle motion events corresponding to the driving information, and determining the multi-dimensional optical flow direction and target optical flow velocity in combination with the type of vehicle motion events, the vehicle's longitudinal, lateral, and vertical motion changes can be converted into optical flow control parameters that can be executed by the ambient lights and / or displays. This improves the matching degree between the dynamic optical flow pattern and the actual vehicle motion state in terms of direction and speed, and reduces the difference between the occupant's visual perception and vestibular perception.

[0058] Based on the foregoing embodiments, in the vehicle lighting control method provided by this invention, the multidimensional optical flow direction of the dynamic optical flow pattern is determined by driving information according to the type of vehicle motion event, and the target optical flow velocity of the dynamic optical flow pattern is determined by the first optical flow velocity. This can be achieved through steps A1 to A3: Step A1: When the vehicle motion event is a driving speed event, obtain the longitudinal acceleration in the driving information, and update the first optical flow velocity according to the longitudinal acceleration to obtain the target optical flow velocity.

[0059] In this embodiment, a driving speed event refers to a motion event in which the longitudinal driving speed of the vehicle changes. The driving speed event can reflect whether the vehicle is accelerating or decelerating, and is used to determine the display method of the dynamic optical flow pattern along the longitudinal direction of the vehicle.

[0060] In one implementation, longitudinal acceleration refers to the degree of change in speed of a vehicle per unit time when it travels in the forward-backward direction. The direction of longitudinal acceleration can indicate whether the vehicle is accelerating or decelerating, and the magnitude of longitudinal acceleration can indicate the degree of change in the vehicle's speed.

[0061] In this embodiment, the target optical flow velocity refers to the final flow velocity of the dynamic optical flow pattern determined by combining the current vehicle speed and longitudinal acceleration. The target optical flow velocity is used to match the flow speed of the dynamic optical flow pattern with the current longitudinal motion state of the vehicle.

[0062] For example, when the vehicle motion event is a driving speed event, the first optical flow velocity is adjusted based on the first optical flow velocity determined according to the current vehicle speed and the degree of change in vehicle driving speed characterized by longitudinal acceleration. The adjusted first optical flow velocity is determined as the target optical flow velocity, so that the vehicle motion change corresponding to longitudinal acceleration can be reflected in the flow velocity of the dynamic optical flow pattern.

[0063] In one implementation, the driving speed event can be divided into a first acceleration event, a second acceleration event, a first deceleration event, and a second deceleration event based on the acceleration range of the longitudinal acceleration. The first acceleration event and the first deceleration event are used to characterize rapid acceleration and rapid deceleration events where the longitudinal motion state of the vehicle changes significantly, while the second acceleration event and the second deceleration event are used to characterize gradual acceleration and gradual deceleration events where the longitudinal motion state of the vehicle changes smoothly.

[0064] In this embodiment, when the longitudinal acceleration is greater than a first longitudinal acceleration threshold, the driving speed event can be determined as a first acceleration event, and a first speed adjustment amount is determined based on the longitudinal acceleration and a preset speed adjustment coefficient, so as to update the first optical flow velocity through the first speed adjustment amount. When the longitudinal acceleration is within the acceleration range defined by the first longitudinal acceleration threshold and the second longitudinal acceleration threshold, the driving speed event can be determined as a second acceleration event, and a second speed adjustment amount is added to the first optical flow velocity.

[0065] In one implementation, when the longitudinal acceleration is less than a third longitudinal acceleration threshold, the driving speed event can be determined as a first deceleration event, and a third speed adjustment amount can be determined based on the longitudinal acceleration and a preset speed adjustment coefficient to update the first optical flow velocity. When the longitudinal acceleration is within the deceleration range defined by the third and fourth longitudinal acceleration thresholds, the driving speed event can be determined as a second deceleration event, and the fourth speed adjustment amount can be reduced based on the first optical flow velocity.

[0066] For example, the preset speed adjustment coefficient can be set to 0.3, and the target optical flow velocity corresponding to the first acceleration event and the first deceleration event can be determined based on the longitudinal acceleration and the preset speed adjustment coefficient. The second speed adjustment amount corresponding to the second acceleration event can be determined in the range of 0.3 m / s to 0.5 m / s, and the fourth speed adjustment amount corresponding to the second deceleration event can also be determined in the range of 0.3 m / s to 0.5 m / s.

[0067] In one implementation, after the first acceleration event or the first deceleration event ends, the dynamic optical flow pattern can be controlled to gradually recover to the first optical flow velocity corresponding to the current vehicle speed within a preset fading time, which can be set to 1 second. During the second acceleration event or the second deceleration event, a smooth transition method can be used to adjust the target optical flow velocity to avoid abrupt changes in the flow velocity of the dynamic optical flow pattern.

[0068] Step A2: When the longitudinal acceleration is greater than the first longitudinal acceleration threshold, the driving speed event is determined as an acceleration event, and the direction from the front of the vehicle to the rear of the vehicle is determined as the longitudinal optical flow direction.

[0069] In this embodiment, the first longitudinal acceleration threshold refers to the longitudinal acceleration comparison benchmark used to determine whether the vehicle is in an acceleration state. The first longitudinal acceleration threshold is used to exclude longitudinal motion changes that do not meet the acceleration event determination conditions, thereby improving the accuracy of acceleration event identification.

[0070] In one implementation, an acceleration event refers to a speed event where the longitudinal acceleration meets the acceleration determination criteria, indicating that the vehicle's speed is increasing. The acceleration event is used to trigger a longitudinal dynamic optical flow display corresponding to the vehicle's acceleration state.

[0071] In this embodiment, the front part of the vehicle refers to the portion of the vehicle located in front along the normal driving direction, and the rear part of the vehicle refers to the portion of the vehicle located behind along the normal driving direction. The front and rear parts of the vehicle are used together to define the starting and extending orientations of the longitudinal optical flow direction.

[0072] In one implementation, the longitudinal optical flow direction refers to the flow direction formed by the dynamic optical flow pattern along the longitudinal direction of the vehicle. The longitudinal optical flow direction is used to provide occupants with visual compensation information corresponding to the longitudinal motion state of the vehicle through the directional movement of visual elements.

[0073] For example, the longitudinal acceleration is compared with a first longitudinal acceleration threshold. When the longitudinal acceleration is greater than the first longitudinal acceleration threshold, it is determined that the vehicle speed is increasing, the speed event is identified as an acceleration event, and the dynamic optical flow pattern is controlled to flow from the front of the vehicle to the rear of the vehicle to form a reverse visual compensation corresponding to the vehicle acceleration state.

[0074] Step A3: When the longitudinal acceleration is less than the second longitudinal acceleration threshold, the driving speed event is determined as a deceleration event, and the direction from the rear of the vehicle to the front of the vehicle is determined as the longitudinal optical flow direction, wherein the first longitudinal acceleration threshold is greater than the second longitudinal acceleration threshold.

[0075] In this embodiment, the second longitudinal acceleration threshold refers to the longitudinal acceleration comparison benchmark used to determine whether the vehicle is in a deceleration state. The second longitudinal acceleration threshold and the first longitudinal acceleration threshold together form the distinguishing condition between acceleration events and deceleration events.

[0076] In one implementation, a deceleration event refers to a speed event where the longitudinal acceleration meets the deceleration determination criteria, indicating that the vehicle's speed is decreasing. The deceleration event is used to trigger a longitudinal dynamic optical flow display corresponding to the vehicle's deceleration state.

[0077] In one implementation, the specific type of the driving speed event can be determined based on the acceleration range of the longitudinal acceleration, and the target optical flow velocity can be adjusted using a corresponding reverse optical flow compensation method. Specifically, the first acceleration event is a rapid acceleration event, the first deceleration event is a rapid deceleration event, the second acceleration event is a gradual acceleration event, and the second deceleration event is a gradual deceleration event.

[0078] In this embodiment, when the longitudinal acceleration exceeds a first longitudinal acceleration threshold, the driving speed event is determined as the first acceleration event, and the dynamic optical flow pattern is controlled to flow in the opposite direction to the vehicle's acceleration direction, i.e., the dynamic optical flow pattern flows from the front of the vehicle to the rear. The target optical flow velocity corresponding to the first acceleration event can be determined based on the longitudinal acceleration and a preset speed adjustment coefficient. The target optical flow velocity v is equal to the negative of the product of the preset speed adjustment coefficient K and the longitudinal acceleration a_x. The preset speed adjustment coefficient K can be set to 0.3. During the duration of the first acceleration event, the dynamic optical flow pattern is displayed according to the determined target optical flow velocity, and after the first acceleration event ends, the dynamic optical flow pattern is controlled to gradually return to the first optical flow velocity corresponding to the current vehicle speed within 1 second.

[0079] In one implementation, when the longitudinal acceleration is less than a third longitudinal acceleration threshold, the driving speed event is determined as a first deceleration event, and the dynamic optical flow pattern is controlled to flow in the opposite direction to the vehicle deceleration direction, i.e., the dynamic optical flow pattern is controlled to flow from the rear of the vehicle to the front of the vehicle. The target optical flow velocity corresponding to the first deceleration event can be determined based on the longitudinal acceleration and a preset speed adjustment coefficient. The target optical flow velocity v is equal to the negative of the product of the preset speed adjustment coefficient K and the longitudinal acceleration a_x, and the preset speed adjustment coefficient K can be set to 0.3. During the duration of the first deceleration event, the dynamic optical flow pattern is displayed according to the determined target optical flow velocity, and after the first deceleration event ends, the dynamic optical flow pattern is controlled to gradually return to the first optical flow velocity corresponding to the current vehicle speed within 1 second.

[0080] In one implementation, when the longitudinal acceleration is within the acceleration range defined by a second longitudinal acceleration threshold, the driving speed event can be determined as a second acceleration event, and the unidirectional optical flow can be enhanced based on the first optical flow velocity corresponding to the current vehicle speed, increasing the target optical flow velocity by 0.3 m / s to 0.5 m / s. During the duration of the second acceleration event, a smooth transition method can be used to adjust the target optical flow velocity to avoid abrupt changes in the flow velocity of the dynamic optical flow pattern.

[0081] In one implementation, when the longitudinal acceleration is within the deceleration range defined by a fourth longitudinal acceleration threshold, the driving speed event can be determined as a second deceleration event. Based on the first optical flow velocity corresponding to the current vehicle speed, the unidirectional optical flow is reduced, decreasing the target optical flow velocity by 0.3 m / s to 0.5 m / s. During the duration of the second deceleration event, a smooth transition method can be used to adjust the target optical flow velocity to ensure continuous change in the dynamic optical flow pattern.

[0082] In one implementation, the vehicle speed can be divided into low-speed, medium-speed, and high-speed segments, and the light flow speed can be determined based on the current vehicle speed segment. The low-speed segment corresponds to a vehicle speed range of 0 km / h to 40 km / h, with a light flow speed between 0 m / s and 1.25 m / s. This segment is primarily suitable for urban starting and following scenarios, providing passengers with a smooth visual motion reference by controlling the light flow slowly. The medium-speed segment corresponds to a vehicle speed range of 40 km / h to 80 km / h, with a light flow speed between 1.25 m / s and 1.73 m / s. This segment is primarily suitable for urban roads and expressways, where the light flow speed increases synchronously with the current vehicle speed, allowing the dynamic light flow pattern to reflect changes in vehicle speed. The high-speed section corresponds to vehicle speeds greater than 80 km / h, with the light flow speed ranging from 1.73 m / s to 2.0 m / s. This speed gradually saturates as the vehicle speed increases, primarily suitable for high-speed cruising scenarios. By gradually bringing the light flow speed close to the preset upper limit, excessive visual stimulation to occupants is avoided when the vehicle is traveling at high speeds. This allows the light flow speed to adapt to the driving characteristics of different speed ranges, ensuring a smooth and stable display of the dynamic light flow pattern under various driving conditions.

[0083] For example, the longitudinal acceleration is compared with a second longitudinal acceleration threshold. When the longitudinal acceleration is less than the second longitudinal acceleration threshold, the vehicle speed is determined to be decreasing, the speed event is identified as a deceleration event, and the dynamic optical flow pattern is controlled to flow from the rear of the vehicle to the front of the vehicle to form a visual compensation in the opposite direction corresponding to the vehicle's deceleration state. The first longitudinal acceleration threshold is greater than the second longitudinal acceleration threshold, thereby limiting the determination range of acceleration and deceleration events respectively.

[0084] By adjusting the first optical flow velocity in conjunction with longitudinal acceleration when a vehicle speed event occurs, and distinguishing between acceleration and deceleration events based on the comparison results of longitudinal acceleration with the first longitudinal acceleration threshold and the second longitudinal acceleration threshold, it is possible to control the dynamic optical flow pattern to flow along the compensation direction corresponding to the longitudinal motion change of the vehicle, thereby improving the matching degree between dynamic visual information and the longitudinal motion state of the vehicle in terms of direction and degree of change, and thus reducing the difference between the occupant's visual perception and vestibular perception.

[0085] like Figure 3 As shown, Figure 3 A schematic diagram illustrating the nonlinear mapping relationship between vehicle speed and light flow speed provided by this invention is shown. Figure 3As shown, the nonlinear mapping relationship between vehicle speed and light flow speed is represented by the x-axis as vehicle speed v_car (km / h), ranging from 0 to 200 km / h, and the y-axis as light flow speed v_light (m / s), ranging from 0 to 2.25 m / s. The vehicle speed range is divided into low, medium, and high speed segments. The low speed segment corresponds to a relatively low range of vehicle speeds, the medium speed segment corresponds to speeds increasing from approximately 40 km / h to 80 km / h, and the high speed segment corresponds to speeds greater than approximately 80 km / h. The light flow speed v_light is calculated using an exponential saturation function. The formula is: light flow speed v_light equals the product of the upper limit of light flow speed V_max and the speed mapping coefficient. The speed mapping coefficient is equal to 1 minus the exponent, which is a factor of the ratio of vehicle speed v_car to inflection point vehicle speed V_tau, with the natural constant e as the base. In other words, v_light equals V_max multiplied by 1 minus e, which is the negative v_car divided by V_tau. In the diagram, the upper limit of the light flow speed V_max is 2.0 meters per second, and the inflection point vehicle speed V_tau is 40 kilometers per hour. When the vehicle speed v_car is 0 km / h, 20 km / h, 40 km / h, 60 km / h, 80 km / h, 100 km / h, 120 km / h, and 150 km / h, the light flow speed v_light is approximately 0 m / s, 0.79 m / s, 1.26 m / s, 1.55 m / s, 1.73 m / s, 1.84 m / s, 1.90 m / s, and 1.95 m / s, respectively. As the vehicle speed v_car increases, the light flow speed v_light initially increases rapidly, then the rate of increase gradually decreases, and gradually approaches the upper limit of the light flow speed V_max of 2.0 meters per second. At low speeds, the light flow speed v_light is more sensitive to changes in vehicle speed, and can promptly reflect the vehicle's starting and low-speed driving status. At medium speeds, the light flow speed v_light continues to increase smoothly. At high speeds, the light flow speed v_light gradually stabilizes, thereby avoiding excessively high flow speeds of the dynamic light flow pattern when the vehicle is traveling at high speeds, reducing excessive visual stimulation, and enabling the dynamic light flow pattern to provide occupants with a stable and continuous visual motion reference as the vehicle's speed changes.

[0086] Based on the foregoing embodiments, in the vehicle lighting control method provided by this invention, determining the multidimensional optical flow direction of the dynamic optical flow pattern based on driving information according to the type of vehicle motion event can be achieved through steps A4 to A6: Step A4: When the vehicle motion event is a turning event, obtain the lateral acceleration from the driving information.

[0087] In this embodiment, a turning event refers to a vehicle motion event in which the vehicle's direction of travel changes laterally. Lateral acceleration is used to characterize the vehicle's motion state in the lateral direction and can be acquired by an inertial measurement unit or lateral acceleration sensor configured in the vehicle. By acquiring the lateral acceleration, the vehicle's turning direction can be determined, providing a basis for determining the lateral optical flow direction.

[0088] Step A5: When the lateral acceleration is greater than the first lateral acceleration threshold, the turning event is determined as the first turning event, and the direction from the right side of the vehicle to the left side of the vehicle is determined as the lateral optical flow direction.

[0089] In this embodiment, the first lateral acceleration threshold is a lateral acceleration comparison benchmark used to identify the first turning event. When the lateral acceleration is greater than the first lateral acceleration threshold, it indicates that the vehicle is in a first turning state. Therefore, this turning event is identified as the first turning event, and the dynamic optical flow pattern is controlled to flow from the right side of the vehicle to the left side. This lateral optical flow direction is adapted to the lateral movement trend of the vehicle caused by the first turning event, and is used to provide the occupants with a corresponding visual motion reference.

[0090] For example, the first turning event could be a left turn event. When the vehicle turns left, the dynamic light flow pattern in the ambient lighting or display flows from the right side of the vehicle to the left side, and the corresponding target light flow velocity is determined based on the lateral acceleration. The greater the lateral acceleration, the greater the target light flow velocity can be, so that the dynamic light flow pattern matches the actual turning state of the vehicle.

[0091] Step A6: When the lateral acceleration is less than the second lateral acceleration threshold, the turning event is determined as the second turning event, and the direction from the left side of the vehicle to the right side of the vehicle is determined as the lateral optical flow direction, wherein the first lateral acceleration threshold is greater than the second lateral acceleration threshold.

[0092] In this embodiment, the second lateral acceleration threshold is a lateral acceleration comparison benchmark used to identify the second turning event, and the first lateral acceleration threshold is greater than the second lateral acceleration threshold. When the lateral acceleration is less than the second lateral acceleration threshold, it indicates that the vehicle is in a second turning state. Therefore, this turning event is identified as a second turning event, and the dynamic optical flow pattern is controlled to flow from the left side of the vehicle to the right side. This lateral optical flow direction is adapted to the lateral movement trend of the vehicle caused by the second turning event, and is used to provide the occupants with a corresponding visual motion reference.

[0093] For example, the second turning event could be a right turn event. When the vehicle turns right, the dynamic light flow pattern in the ambient lighting or display screen flows from the left side of the vehicle to the right side, and the corresponding target light flow velocity is determined based on the lateral acceleration. The greater the change in lateral acceleration, the greater the target light flow velocity can be, and the target light flow velocity can be limited to the range of 0.5 m / s to 1.5 m / s to avoid the light flow velocity being too low to form a clear visual cue, or too high to cause excessive visual stimulation to the occupants.

[0094] In one implementation, the type of turning event can be determined based on the lateral acceleration G, and the lateral optical flow direction can be determined based on the type of turning event. When the lateral acceleration G is greater than 0.2g, it is determined that the vehicle is in a left turn, and the dynamic optical flow pattern is controlled to flow from the right side of the vehicle to the left side. When the lateral acceleration G is less than -0.2g, it is determined that the vehicle is in a right turn, and the dynamic optical flow pattern is controlled to flow from the left side of the vehicle to the right side.

[0095] In this embodiment, the target optical flow velocity corresponding to left turns and right turns can be within a preset lateral optical flow velocity range of 0.5 m / s to 1.5 m / s. The target optical flow velocity can be determined based on the magnitude of the lateral acceleration G. The larger the absolute value of the lateral acceleration G, the larger the target optical flow velocity, thereby adapting the lateral optical flow direction and the target optical flow velocity to the actual turning state of the vehicle.

[0096] By acquiring the lateral acceleration of the vehicle and determining the turning event type based on the relationship between the lateral acceleration and the first and second lateral acceleration thresholds, the corresponding lateral optical flow direction can be determined for different turning directions, so that the dynamic optical flow pattern matches the lateral motion state of the vehicle, thereby reducing the difference between the occupant's visual perception and vestibular perception.

[0097] Based on the foregoing embodiments, in the vehicle lighting control method provided by this invention, determining the multidimensional optical flow direction of the dynamic optical flow pattern based on driving information according to the type of vehicle motion event can be achieved through steps A7 to A9: Step A7: When the vehicle movement event is a slope event, obtain the road slope from the driving information.

[0098] In this embodiment, a slope event refers to a vehicle motion event that occurs when a vehicle is currently entering or about to enter a road segment where the slope changes. Slope events can characterize the vertical motion changes of a vehicle and are used to trigger the vertical display control of the dynamic optical flow pattern.

[0099] In one implementation, road gradient refers to the degree of inclination of the road on which the vehicle is located or the road into which the vehicle is about to enter relative to the horizontal plane. Road gradient can characterize the direction and degree of inclination of the road and can be obtained based on vehicle attitude information, navigation information, or road preview information.

[0100] For example, when the vehicle motion event is a slope event, the road slope is extracted from the driving information. The road slope represents the tilt direction of the road where the vehicle is currently located or the road ahead, providing a basis for distinguishing different slope events and determining the vertical flow direction of the dynamic optical flow pattern.

[0101] Step A8: When the road slope is greater than the first slope threshold, determine the slope event as the first slope event and determine the upward direction as the vertical optical flow direction.

[0102] In this embodiment, the first slope threshold refers to the slope comparison benchmark used to determine whether the road meets the first slope event determination condition. The first slope threshold can exclude small road slope changes and avoid triggering the corresponding vertical optical flow control when the road slope change is not significant.

[0103] In one implementation, the first slope event refers to a slope event determined when the road slope meets the first slope determination condition. The first slope event is used to characterize a vehicle entering or about to enter an uphill section and triggers a dynamic optical flow pattern to flow in an upward direction.

[0104] In this embodiment, the upward direction refers to the direction in which visual elements in the dynamic optical flow pattern flow from a lower position to a higher position within the vehicle cabin. The upward direction can create a vertical visual cue corresponding to the first ramp event.

[0105] In one implementation, the vertical optical flow direction refers to the flow direction of the dynamic optical flow pattern along the vertical direction of the vehicle. The vertical optical flow direction is used to convert the changes in the vertical motion of the vehicle caused by the sloping road section into dynamic visual information that can be perceived by the occupants.

[0106] For example, the road gradient is compared with a first gradient threshold. When the road gradient is greater than the first gradient threshold, it is determined that the vehicle has entered or is about to enter an uphill section, the gradient event is identified as the first gradient event, and the dynamic optical flow pattern is controlled to flow in the upward direction to provide the occupants with visual information corresponding to the uphill movement trend in advance.

[0107] Step A9: When the road slope is less than the second slope threshold, the slope event is determined as the second slope event, and the downward direction is determined as the vertical optical flow direction, wherein the first slope threshold is greater than the second slope threshold.

[0108] In this embodiment, the second slope threshold refers to the slope comparison benchmark used to determine whether a road meets the criteria for a second slope event. The second slope threshold and the first slope threshold together form the distinguishing criteria for different slope events, thereby identifying different inclination directions corresponding to road slopes.

[0109] In one implementation, the second slope event refers to a slope event determined when the road slope meets the second slope determination condition. The second slope event is used to characterize a vehicle entering or about to enter a downhill section and triggers a dynamic optical flow pattern to flow in the downward direction.

[0110] In this embodiment, the downward direction refers to the direction in which visual elements in the dynamic optical flow pattern flow from a higher position to a lower position within the vehicle cabin. This downward direction can create a vertical visual cue corresponding to the second ramp event.

[0111] For example, the road slope is compared with a second slope threshold. When the road slope is less than the second slope threshold, it is determined that a vehicle has entered or is about to enter a downhill section, the slope event is identified as the second slope event, and the dynamic optical flow pattern is controlled to flow in the downward direction. The first slope threshold is greater than the second slope threshold, thereby limiting the determination range of the first slope event and the second slope event, respectively.

[0112] In one implementation, the target optical flow velocity corresponding to a slope event can be determined based on the current vehicle speed. When the vehicle is in a first slope event, the dynamic optical flow pattern is controlled to flow upwards based on the first optical flow velocity corresponding to the current vehicle speed. When the vehicle is in a second slope event, the dynamic optical flow pattern is controlled to flow downwards based on the first optical flow velocity corresponding to the current vehicle speed. This allows the vertical optical flow direction to characterize the road slope direction, and the target optical flow velocity to characterize the vehicle's speed when passing through the slope section.

[0113] For example, the target optical flow velocity corresponding to the slope event can be determined based on the current vehicle speed and the preset nonlinear mapping relationship, so that when the vehicle speed increases, the speed of the dynamic optical flow pattern flowing vertically increases accordingly, and the target optical flow velocity gradually approaches the preset upper limit of optical flow velocity when driving at high speed.

[0114] In one implementation, the type of slope event can be determined based on the slope of the road where the vehicle is located, and the vertical optical flow direction can be determined based on the type of slope event. When the slope is greater than 5%, it is determined that the vehicle is in a climbing state, and the dynamic optical flow pattern is controlled to flow vertically upward along the vehicle. When the slope is less than -5%, it is determined that the vehicle is in a descending state, and the dynamic optical flow pattern is controlled to flow vertically downward along the vehicle.

[0115] In this embodiment, the target optical flow velocity corresponding to the climbing and descending states can be associated with the current vehicle speed. The higher the current vehicle speed, the higher the target optical flow velocity in the vertical optical flow direction, so that the dynamic optical flow pattern can simultaneously reflect the road slope direction and the vehicle's speed when passing through the sloping road section, providing occupants with a visual reference adapted to the vehicle's vertical motion state.

[0116] By acquiring the road slope when a vehicle experiences a slope event, and distinguishing between the first slope event and the second slope event based on the comparison results of the road slope with the first slope threshold and the second slope threshold, it is possible to control the dynamic optical flow pattern to flow along the vertical optical flow direction corresponding to the road tilt direction, thereby improving the matching degree between dynamic visual information and the vehicle slope movement trend in direction, and thus reducing the difference between the occupant's visual perception and vestibular perception.

[0117] Based on the foregoing embodiments, in the vehicle lighting control method provided by this invention, controlling the display of dynamic light flow patterns by the vehicle's interior lighting equipment according to light flow control parameters can be achieved through steps A10 to A13: Step A10: Obtain the vertical vibration frequency from the driving information.

[0118] In this embodiment, the vertical vibration frequency refers to the frequency at which the vehicle generates periodic vibrations in the vertical direction. The vertical vibration frequency can reflect the speed of vertical vibration of the vehicle body when it passes over uneven road surfaces and is used to determine whether the vehicle has experienced a bumpy event.

[0119] For example, the vehicle's vertical acceleration can be collected using the vehicle's existing sensing devices, and frequency analysis of the vertical acceleration can be performed to obtain the vertical vibration frequency, providing a basis for identifying bumpy events.

[0120] Step A11: When the vertical vibration frequency is less than or equal to the first vibration frequency threshold and greater than or equal to the second vibration frequency threshold, determine that the vehicle motion event includes a bump event, wherein the first vibration frequency threshold is greater than the second vibration frequency threshold.

[0121] In this embodiment, the first vibration frequency threshold refers to the upper limit of the vibration frequency range corresponding to the bump event, and the second vibration frequency threshold refers to the lower limit of the vibration frequency range corresponding to the bump event. The first vibration frequency threshold and the second vibration frequency threshold are used together to distinguish bump vibration from other types of vehicle vibration.

[0122] In one implementation, a bump event refers to a vehicle motion event that causes vertical vibration when the vehicle passes over uneven road surfaces, potholes, or other irregular sections. Bump events can cause occupant body movement in the vertical direction and trigger corresponding visual compensation controls.

[0123] For example, the vertical vibration frequency is compared with a first vibration frequency threshold and a second vibration frequency threshold. When the vertical vibration frequency is within the frequency range defined by the first and second vibration frequency thresholds, it is determined that the vertical vibration generated by the vehicle conforms to the characteristics of a bump, and the vehicle motion event is determined to include a bump event.

[0124] Step A12: When the target motion event is determined to be a bump event based on the visual control priority, the screen background display content is determined based on the bump event.

[0125] In this embodiment, visual control priority refers to the priority used to determine the execution order of visual controls corresponding to each vehicle motion event when multiple vehicle motion events are simultaneously identified. Visual control priority can prevent interference between the visual display content corresponding to different vehicle motion events.

[0126] In one implementation, the target motion event refers to a vehicle motion event selected from one or more currently identified vehicle motion events according to visual control priority, for which visual control is to be performed. When the target motion event is a bumpy event, screen background display control corresponding to bumpy road conditions is executed.

[0127] In this embodiment, the screen background display content refers to the background image displayed on the screen during a bumpy event. The screen background display content is used to construct a visual reference environment adapted to the vertical motion state of the vehicle, so that the dynamic light flow pattern in the display screen can be displayed in the corresponding background image.

[0128] For example, when multiple vehicle motion events exist simultaneously, the multiple vehicle motion events are selected according to the visual control priority. When a bump event is identified as the target motion event, the screen background display content corresponding to the bump event is invoked to provide a background image for the display of the dynamic light flow pattern.

[0129] In one implementation, the screen background display content may include at least one stable visual element, such as the horizon, mountains, and sky. The position of the stable visual element on the display screen may remain stable or be adjusted at a rate lower than the rate of change of the vehicle's vertical vibration, thereby providing occupants with a relatively stable visual reference when the vehicle travels over bumpy roads.

[0130] For example, when the target motion event is determined to be a bump event, the horizon can be rendered in the center of the display screen, and mountains and sky background can be rendered on both sides or above and below the horizon, so that the occupants can still obtain a relatively stable spatial position reference through the screen background when the vehicle experiences vertical vibration.

[0131] In one implementation, when high-frequency vibrations in the range of 2 Hz to 4 Hz are detected in the vehicle, it can be determined that the vehicle is in a state of continuous bumping, and the display screen can be controlled to display background content to counteract the visual conflict of the bumps.

[0132] In this embodiment, the screen background display content may include at least one background element among the horizon, mountains, and sky. Specifically, the horizon can be rendered in the center of the display screen, while mountains and sky are rendered around the horizon, creating a relatively stable visual reference and reducing the conflict between visual perception and vestibular perception caused by continuous vehicle bumps.

[0133] In one implementation, the audio frequency, audio amplitude, channel balance parameters, audio playback duration, audio waveform, and audio sampling parameters corresponding to the anti-dizziness audio can be determined, and the anti-dizziness audio can be generated based on the above parameters.

[0134] In this embodiment, the audio frequency can be set to 100 Hz, and a bandpass filter with a center frequency of 100 Hz and a deviation of 5 Hz above and below is used to filter the anti-nausea audio. The pure 100 Hz audio can stimulate the otoliths and vestibular pathways of the occupant, and the bandpass filter can reduce sound components outside the target frequency range, so as to keep the anti-nausea audio stable.

[0135] In one implementation, the audio amplitude can be determined based on the actual sound pressure received at the occupant's inner ear position, ensuring that the sound pressure received by the occupant's inner ear is within a preset sound pressure range of 80 to 85 dB. This preset sound pressure range allows the anti-motion sickness audio to reach an effective stimulation threshold while avoiding discomfort to the occupant due to excessively high audio sound pressure.

[0136] In this embodiment, a binaural equalization method can be used to control the left and right channels of the anti-nausea audio, so that the sound pressure difference between the left and right channels is less than 1 dB, thereby avoiding the formation of obvious unilateral sound stimulation by the anti-nausea audio and keeping the audio stimulation received by the occupant's two ears balanced.

[0137] In one implementation, the playback duration of the anti-motion sickness audio can be set to 1 minute. After the vehicle meets the entry conditions for the audio anti-motion sickness function, the audio module is controlled to stably play the anti-motion sickness audio, and playback stops after the audio playback duration ends, thereby forming a vestibular adjustment time window adapted to the anti-motion sickness control process.

[0138] In this embodiment, the audio waveform of the anti-nausea audio can be a sine wave, and the total harmonic distortion of the audio waveform is less than 0.5% to reduce the harmonic components in the anti-nausea audio and ensure the purity of the audio waveform.

[0139] In one implementation, the audio sampling parameters may include the audio sampling rate and the audio sampling bit depth. The audio sampling rate may be set to 48 kHz, and the audio sampling bit depth may be set to 24 bits to improve the sampling accuracy and signal reproduction capability of the anti-nausea audio.

[0140] For example, anti-motion sickness audio can be generated according to an audio frequency of 100 Hz, an inner ear receiving sound pressure level of 80 to 85 dB, a sound pressure difference of less than 1 dB between the left and right channels, an audio playback duration of 1 minute, a sine wave with a total harmonic distortion of less than 0.5%, an audio sampling rate of 48 kHz, and an audio sampling bit depth of 24 bits. The anti-motion sickness audio can then be played through the vehicle's audio module to provide stable stimulation to the occupant's vestibular pathway and alleviate the difference between visual perception and vestibular perception during vehicle movement.

[0141] Step A13: Determine the optical flow control parameters based on the content displayed on the screen background, and control the lighting equipment inside the vehicle to display a dynamic optical flow pattern based on the optical flow control parameters.

[0142] For example, the display area, pattern form, and display state of the dynamic light flow pattern are determined based on the content displayed on the screen background. These determined display area, pattern form, and display state are then converted into light flow control parameters that the lighting device can execute, thereby controlling the display screen to show the dynamic light flow pattern in the background image corresponding to the turbulence event. When the ambient light and the display screen work together, the ambient light output can also be controlled according to the light flow control parameters to produce a flowing lighting effect that matches the content displayed on the screen background.

[0143] By acquiring the vertical vibration frequency of the vehicle and identifying bump events based on the frequency range of the vertical vibration frequency, the target motion event can be determined according to the visual control priority when there are multiple vehicle motion events. The screen background display content and optical flow control parameters are determined for the bump event, thereby improving the matching degree between the dynamic optical flow pattern and the vertical vibration state of the vehicle and reducing display conflicts between visual controls corresponding to different vehicle motion events.

[0144] Figure 4 A flowchart of another embodiment of the vehicle lighting control method of the present invention is shown, which is executed by a vehicle lighting control device. Figure 4 As shown, the method includes the following steps: Step 410: In response to the activation of the anti-motion sickness function, acquire the audio frequency, audio waveform, channel balance parameters, audio playback duration, and audio sampling parameters of the vehicle audio module.

[0145] For example, when the vehicle's current speed is greater than 5,000 meters per hour and the duration is greater than 5 seconds, the vehicle is determined to meet the entry conditions for the audio anti-motion sickness function.

[0146] In this embodiment, the audio playback duration can be set to 1 minute. After the vehicle meets the entry conditions for the audio anti-motion sickness function, the audio module is controlled to continuously play anti-motion sickness audio for 1 minute, and then stop playing after 1 minute.

[0147] For example, the playback status of the anti-motion sickness audio can be recorded during the current power-on cycle of the vehicle. When the playback status indicates that the anti-motion sickness audio has completed one playback, the audio anti-motion sickness function will not be triggered again during the current power-on cycle until the vehicle enters the next power-on cycle.

[0148] In this embodiment, the vehicle audio module refers to a functional module installed inside the vehicle and capable of playing audio through speakers. The vehicle audio module may include an audio controller, front speakers, and rear speakers, used to play anti-motion sickness audio according to audio control parameters.

[0149] In one implementation, the audio frequency refers to the number of times the anti-nausea audio changes periodically per unit time, and the audio frequency is used to define the sound frequency band of the anti-nausea audio. The audio frequency can be a preset fixed frequency, for example, the audio frequency can be set to 100 Hz.

[0150] In this embodiment, the audio waveform refers to the waveform formed by the change of the anti-nausea audio signal over time. The audio waveform can be a sine wave, giving the anti-nausea audio continuous and stable sound change characteristics.

[0151] In one implementation, channel balance parameters refer to parameters used to adjust the output relationship between different channels. Channel balance parameters can be used to maintain the audio output balance between the left and right channels, so that occupants in different positions within the vehicle can receive relatively stable audio stimuli.

[0152] In this embodiment, the audio playback duration refers to the duration for which the vehicle audio module continuously plays anti-motion sickness audio. The audio playback duration can be preset according to the control requirements of the anti-motion sickness function; for example, the audio playback duration can be set to one minute.

[0153] In one implementation, audio sampling parameters refer to parameters used to characterize the accuracy and reproduction capability of audio signal acquisition during the generation or playback of digital audio. Audio sampling parameters may include audio sampling rate and audio sampling bit depth, enabling the vehicle audio module to play anti-motion sickness audio at the corresponding audio quality.

[0154] For example, after the anti-motion sickness function is activated, the pre-set audio frequency, audio waveform, channel balance parameters, audio playback duration, and audio sampling parameters are invoked to provide a parameter basis for determining the playback mode of the anti-motion sickness audio.

[0155] In one implementation, the audio frequency can be set to 100 Hz, and the audio frequency can be limited to a frequency range centered at 100 Hz with a deviation of 5 Hz above and below it by bandpass filtering, so as to improve the frequency stability of the anti-nausea audio.

[0156] In this embodiment, the audio waveform can be a sine wave, and the total harmonic distortion (THD) of the audio waveform is less than a preset distortion threshold. The preset distortion threshold can be set to 0.5% to reduce harmonic components in the anti-nausea audio and maintain sound purity.

[0157] In one implementation, a channel balance parameter is used to maintain balance between the left and right channels. The sound pressure difference between the left and right channels can be less than a preset sound pressure difference threshold, which can be set to 1 dB, to avoid causing significant unilateral sound stimulation to the occupants due to the anti-nausea audio.

[0158] In this embodiment, the audio sampling parameters may include the audio sampling rate and the audio sampling bit depth. The audio sampling rate can be set to 48 kHz, and the audio sampling bit depth can be set to 24 bits to improve the signal restoration capability of the anti-nausea audio.

[0159] For example, the vehicle audio module can generate anti-nausea audio according to a 100 Hz audio frequency, sine wave audio waveform, left and right channel equalization, a duration of 1 minute, an audio sampling rate of 48 kHz, and a 24-bit audio sampling bit depth, and control the total harmonic distortion and sound pressure difference between the left and right channels of the anti-nausea audio to meet the corresponding parameter requirements.

[0160] Step 420: Determine the audio sound pressure level corresponding to the rear speaker as the first audio sound pressure level.

[0161] In this embodiment, the rear speaker refers to a speaker installed in the rear passenger area of ​​the vehicle cabin and used to play audio to the rear passengers. The rear speaker can be installed in the rear door, near the rear seats, or in the rear of the vehicle cabin.

[0162] In one implementation, the audio sound pressure level refers to the sound pressure generated when the speaker plays anti-nausea audio, and the audio sound pressure level can reflect the intensity of the anti-nausea audio received by the occupant. The first audio sound pressure level refers to the target audio sound pressure level set for the rear speakers.

[0163] For example, the audio sound pressure of the rear speaker can be set to the first audio sound pressure level based on the distance between the rear passenger and the rear speaker and the sound propagation characteristics of the rear area, so that the rear passenger can receive audio stimulation that meets the requirements of anti-motion sickness control.

[0164] Step 430: Determine the audio sound pressure level corresponding to the front speaker as the second audio sound pressure level, wherein the first audio sound pressure level is greater than the second audio sound pressure level.

[0165] In this embodiment, the front speaker refers to a speaker installed in the front area of ​​the vehicle cabin and used to play audio to the front passengers. The front speaker can be installed in the front door, dashboard, or front of the vehicle cabin.

[0166] In one implementation, the second audio sound pressure level refers to the target audio sound pressure level set for the front speakers. The first audio sound pressure level is greater than the second audio sound pressure level, causing the anti-nausea audio output intensity of the rear speakers to be higher than that of the front speakers.

[0167] For example, the first audio sound pressure level and the second audio sound pressure level can be determined according to the spatial location of the front and rear areas, the speaker arrangement, and the actual sound intensity received by the occupants, thereby enabling differentiated control of the front and rear speakers.

[0168] In one embodiment, a first audio sound pressure level and a second audio sound pressure level can be determined based on the sound propagation distance from the speaker to the occupant's inner ear and the degree of sound attenuation, so that the anti-nausea audio sound pressure level received at the occupant's inner ear is within a preset sound pressure level range. The preset sound pressure level range can be from 80 dB to 85 dB.

[0169] For example, since rear passengers are more likely to lack forward visual information about vehicle movement than front passengers, the first audio sound pressure level corresponding to the rear speakers can be made greater than the second audio sound pressure level corresponding to the front speakers. At the same time, through cabin sound field calibration, the actual audio sound pressure level received by the inner ear positions of both front and rear passengers is within the preset sound pressure level range.

[0170] Step 440: Determine the audio control parameters based on the audio frequency, audio waveform, channel balance parameters, audio playback duration, audio sampling parameters, first audio sound pressure level, and second audio sound pressure level.

[0171] In this embodiment, audio control parameters refer to the set of parameters used to control the vehicle audio module to play anti-motion sickness audio. These audio control parameters can define the frequency characteristics, waveform characteristics, channel output relationship, duration, audio quality, and output intensity of speakers in different areas of the anti-motion sickness audio.

[0172] For example, the audio frequency and audio waveform are set as the target frequency and target waveform of the anti-nausea audio, respectively. The channel balance parameter is set as the output ratio of different channels. The audio playback duration is set as the continuous playback time of the anti-nausea audio. Combined with the audio sampling parameters, the first audio sound pressure level and the second audio sound pressure level, the audio control parameters that the vehicle audio module can execute are generated.

[0173] Step 450: Control the speaker module to play anti-dizziness audio according to the audio control parameters.

[0174] In this embodiment, the anti-motion sickness audio refers to audio played to vehicle occupants according to preset sound characteristics to alleviate motion sickness discomfort. The anti-motion sickness audio can be played synchronously through the front and rear speakers, and the playback intensity of the front and rear areas can be controlled according to the second and first audio sound pressure levels, respectively.

[0175] For example, an anti-motion sickness audio playback command is generated based on the audio control parameters and sent to the vehicle audio module, so that the vehicle audio module plays the anti-motion sickness audio according to the corresponding audio frequency, audio waveform, channel balance parameters, audio playback duration and audio sampling parameters. At the same time, the rear speakers are controlled to output according to the first audio sound pressure level and the front speakers are controlled to output according to the second audio sound pressure level.

[0176] By acquiring the frequency, waveform, channel balance, playback duration, and sampling parameters of the anti-motion sickness audio after the anti-motion sickness function is activated, and determining the audio sound pressure of the rear speakers and front speakers respectively, audio control parameters adapted to different areas of the vehicle cabin can be formed, so that the vehicle audio module outputs anti-motion sickness audio according to stable sound characteristics and differentiated playback intensity, thereby alleviating the motion sickness discomfort of passengers during vehicle travel.

[0177] Figure 5 A flowchart of another embodiment of the vehicle lighting control method of the present invention is shown, which is executed by a vehicle lighting control device. Figure 5 As shown, the method includes the following steps: Step 510: In response to the activation of the anti-motion sickness function, determine the vehicle motion event based on the driving information and obtain the visual control priority corresponding to the vehicle motion event.

[0178] In this embodiment, a vehicle motion event refers to a change in the vehicle's current motion state or a change predicted based on road information ahead. Vehicle motion events can include at least one of the following: speed events, steering events, slope events, and bump events.

[0179] In one implementation, visual control priority refers to a pre-set visual control execution level for different vehicle motion events. Visual control priority is used to determine the processing order of visual controls corresponding to different vehicle motion events when multiple vehicle motion events are simultaneously detected.

[0180] For example, after the anti-motion sickness function is activated, at least one of the following is analyzed from the driving information: current vehicle speed, longitudinal acceleration, steering wheel angle, road slope, vertical vibration frequency, navigation information, and road preview information. One or more vehicle motion events that are currently occurring or about to occur are determined, and the visual control priority corresponding to each vehicle motion event is obtained.

[0181] In one implementation, vehicle motion events can be classified into transient events and continuous events based on their duration and intensity of motion change. Transient events may include a first acceleration event and a first deceleration event, and are characterized by a short duration and high intensity of motion change. Continuous events may include at least one of turning events, slope events, bump events, and following events, and are characterized by a longer duration and lower intensity of motion change than transient events.

[0182] For example, a first acceleration event and a first deceleration event with a duration less than a first event duration threshold can be defined as transient events, while turning events, slope events, bump events, and following events with a duration greater than a second event duration threshold can be defined as continuous events. The first event duration threshold and the second event duration threshold can be calibrated according to the vehicle's motion state, for example, both can be set to three seconds.

[0183] In one implementation, the first acceleration event and the first deceleration event correspond to a first visual control priority, the turning event corresponds to a second visual control priority, the ramp event corresponds to a third visual control priority, and the bump event corresponds to a fourth visual control priority. The first visual control priority is higher than the second visual control priority, the second visual control priority is higher than the third visual control priority, and the third visual control priority is higher than the fourth visual control priority.

[0184] For example, when a first acceleration event or a first deceleration event occurs simultaneously with a sustained event, the reverse optical flow control corresponding to the first acceleration event or the first deceleration event is executed first. When neither the first acceleration event nor the first deceleration event occurs, the corresponding lateral optical flow control, vertical optical flow control, and screen background display control are executed according to the visual control priority corresponding to the turning event, the ramp event, and the bump event, respectively.

[0185] In one implementation, vehicle motion events can be classified into transient events and continuous events based on their duration and intensity, and different optical flow processing strategies can be adopted for different event categories.

[0186] In this embodiment, transient events are classified as Class A events, which may include rapid acceleration events and rapid deceleration events. Transient events have a duration of less than 3 seconds and exhibit high motion intensity. When a transient event occurs, a replacement processing strategy can be employed to pause the currently displayed optical flow and immediately perform reverse optical flow compensation corresponding to the rapid acceleration or deceleration event.

[0187] Continuous events are classified as Class B events and can include at least one of the following: curve events, slope events, bump events, and following events. Continuous events last for more than 3 seconds and have moderate motion intensity. When a continuous event occurs, a superposition processing strategy can be used to superimpose the event optical flow corresponding to the vehicle motion event onto the base optical flow corresponding to the current vehicle speed, so as to simultaneously represent the vehicle's basic driving state and continuous motion state.

[0188] In one implementation, corresponding event priorities can be set for different vehicle motion events. When multiple vehicle motion events occur simultaneously, the optical flow control strategy is determined based on the event priority of each vehicle motion event. The event priority for rapid acceleration and rapid deceleration events is P0, for cornering events it is P1, for slope events it is P2, and for bumpy events it is P3. Specifically, event priority P0 is higher than event priority P1, event priority P1 is higher than event priority P2, and event priority P2 is higher than event priority P3.

[0189] In this embodiment, when the vehicle's longitudinal acceleration Gx is less than -0.3g, a rapid deceleration event is determined, and the dynamic optical flow pattern is controlled to execute a reverse optical flow in the x-direction along the vehicle's longitudinal direction, flowing from the rear to the front of the vehicle. When the vehicle's longitudinal acceleration Gx is greater than 0.2g, a rapid acceleration event is determined, and the dynamic optical flow pattern is controlled to execute a reverse optical flow in the x-direction along the vehicle's longitudinal direction, flowing from the front to the rear of the vehicle. Both rapid deceleration and rapid acceleration events have an event priority P0, and their corresponding reverse optical flows can cover the optical flow direction corresponding to the continuous event, freezing the optical flow control parameters corresponding to the continuous event during the coverage period.

[0190] In one implementation, when the absolute value of the vehicle's lateral acceleration Gy is greater than 0.2g, a cornering event is determined, and a dynamic optical flow pattern is controlled to flow along the left or right side of the vehicle according to the direction of the lateral acceleration Gy to form a lateral optical flow in the y-direction. The lateral optical flow corresponding to the cornering event can be set on a separate lateral optical flow display layer, without affecting the x-direction optical flow display layer corresponding to rapid acceleration or deceleration events.

[0191] In one implementation, when the absolute value of the road slope is greater than 5%, a slope event is determined, and the dynamic optical flow pattern on the display screen is controlled to flow along the vertical direction of the vehicle according to the slope direction, so as to form a vertical optical flow in the z-direction. The vertical optical flow corresponding to the slope event can be superimposed on a separate vertical optical flow display layer, without affecting the x-direction optical flow display layer corresponding to rapid acceleration or rapid deceleration events.

[0192] In one implementation, when a vibration with a frequency in the range of 2 Hz to 4 Hz is detected in the vehicle, a bump event is determined, and the display screen is controlled to render background elements. The background elements corresponding to the bump event can be set on a separate background display layer, without affecting the horizontal optical flow display layer, the vertical optical flow display layer, and the x-direction optical flow display layer.

[0193] Step 520: Determine the target vehicle motion events and multi-scene fusion strategy based on vehicle motion events and visual control priorities.

[0194] In this embodiment, the target vehicle motion event refers to the vehicle motion event determined according to the visual control priority from one or more currently identified vehicle motion events for performing dynamic optical flow control. The target vehicle motion event may include one vehicle motion event or multiple vehicle motion events that need to be fused.

[0195] In one implementation, the multi-scene fusion strategy refers to control rules that select, combine, or coordinate the dynamic optical flow control content corresponding to each vehicle motion event when multiple vehicle motion events occur simultaneously. The multi-scene fusion strategy is used to reduce conflicts between the optical flow direction and optical flow velocity corresponding to different vehicle motion events.

[0196] For example, when only one vehicle motion event exists, that vehicle motion event can be identified as the target vehicle motion event, and the single event control strategy can be determined as a multi-scene fusion strategy. When multiple vehicle motion events exist simultaneously, the vehicle motion event with higher priority can be selected according to the visual control priority, or multiple vehicle motion events that can be displayed collaboratively can be retained, and the corresponding multi-scene fusion strategy can be determined according to the type of each vehicle motion event.

[0197] Step 530: Based on the multi-scene fusion strategy, fuse the multi-dimensional optical flow direction and target optical flow velocity corresponding to the target vehicle motion event to obtain the target optical flow control parameters.

[0198] In this embodiment, the multidimensional optical flow direction includes at least one of the longitudinal optical flow direction, the transverse optical flow direction, and the vertical optical flow direction, used to characterize the flow direction of the dynamic optical flow pattern in the vehicle's front-to-back, left-to-right, and up-down directions. The target optical flow velocity refers to the final flow velocity of the dynamic optical flow pattern corresponding to the target vehicle's motion event.

[0199] In one implementation, fusion refers to combining the multi-dimensional optical flow direction and target optical flow velocity corresponding to one or more target vehicle motion events according to a multi-scene fusion strategy. Fusion methods may include selecting optical flow directions and target optical flow velocities with higher visual control priority, combining optical flow directions of different dimensions, and adjusting the target optical flow velocity according to the visual control priority of each target vehicle motion event.

[0200] For example, when a driving speed event and a steering event occur simultaneously, the longitudinal optical flow direction and the lateral optical flow direction can be combined to form a fused optical flow direction with both longitudinal and lateral components. The fused optical flow velocity is then determined by combining the target optical flow velocities corresponding to the two vehicle motion events. When there are conflicts in the optical flow control content corresponding to multiple vehicle motion events, the optical flow control content with higher priority can be retained according to the visual control priority to obtain the target optical flow control parameters.

[0201] Step 540: Control the lighting equipment to display a dynamic optical flow pattern according to the target optical flow control parameters.

[0202] For example, the target optical flow control parameters are converted into control commands that the lighting equipment can execute, controlling the ambient lights to form a flowing lighting effect according to the fused multidimensional optical flow direction and the target optical flow speed, and / or controlling the dynamic visual elements in the display screen to move according to the fused multidimensional optical flow direction and the target optical flow speed, so as to display a dynamic optical flow pattern adapted to multiple vehicle movement events.

[0203] By identifying vehicle motion events based on driving information and obtaining corresponding visual control priorities, the target vehicle motion event and multi-scene fusion strategy can be determined when multiple vehicle motion events occur simultaneously. The multi-dimensional optical flow direction and target optical flow velocity corresponding to the target vehicle motion event are fused, thereby reducing conflicts between visual controls corresponding to different vehicle motion events. This allows the dynamic optical flow pattern displayed by the lighting equipment to comprehensively reflect the vehicle's motion changes in multiple directions.

[0204] Based on the foregoing embodiments, in the vehicle lighting control method provided by this invention, determining the target vehicle motion event and multi-scene fusion strategy according to vehicle motion events and visual control priorities can be achieved through steps B1 to B2: Step B1: When the vehicle motion event includes a first acceleration event or a first deceleration event, determine the target vehicle motion event from the first acceleration event and the first deceleration event according to the visual control priority, and determine the replacement fusion strategy as the multi-scene fusion strategy.

[0205] In this embodiment, the first acceleration event is a rapid acceleration event, the first deceleration event is a rapid deceleration event, the second acceleration event is a gradual acceleration event, and the second deceleration event is a gradual deceleration event. The first acceleration and first deceleration events are transient events and have a higher visual control priority. When the first acceleration or first deceleration event is detected, the corresponding event is identified as a target vehicle motion event, and a replacement-based fusion strategy is employed to replace other currently output optical flows with the longitudinal optical flow corresponding to the target vehicle motion event, thus prioritizing visual compensation for significant changes in the vehicle's longitudinal motion state.

[0206] In one implementation, the replacement fusion strategy refers to a strategy where, when a first acceleration event or a first deceleration event coexists with other vehicle motion events, the corresponding target vehicle motion event is selected according to visual control priority, and the optical flow control content corresponding to the target vehicle motion event is used to replace the current optical flow control content. The replacement fusion strategy is used to avoid visual conflicts caused by the simultaneous display of dynamic optical flow patterns corresponding to different vehicle motion events.

[0207] For example, when the vehicle motion event includes a first acceleration event, the vehicle motion event with the higher visual control priority among other vehicle motion events is identified as the target vehicle motion event, and the substitution fusion strategy is determined as a multi-scene fusion strategy. When the vehicle motion event includes a first deceleration event, the target vehicle motion event can be identified in the same way. If both the first acceleration event and the first deceleration event are identified, one of them can be identified as the target vehicle motion event based on their corresponding visual control priorities.

[0208] Step B2: When the vehicle motion event does not include the first acceleration event and the first deceleration event, but includes at least two of the turning event, the ramp event and the bump event, the at least two vehicle motion events are identified as the target vehicle motion events, and the superposition fusion strategy is identified as the multi-scenario fusion strategy.

[0209] In this embodiment, a turning event refers to a vehicle motion event in which the vehicle's direction of travel changes laterally; a slope event refers to a vehicle motion event in which the vehicle enters or is about to enter an uphill or downhill section; and a bump event refers to a vehicle motion event in which the vehicle experiences vertical vibrations when passing through an uneven road section.

[0210] In one implementation, the overlay fusion strategy refers to a strategy that combines the optical flow control content corresponding to different vehicle motion events when there are no first acceleration events and first deceleration events, but at least two of the turning events, slope events, and bump events are present simultaneously. The overlay fusion strategy can coordinate the lateral optical flow direction, vertical optical flow direction, target optical flow velocity, and screen background display content corresponding to each vehicle motion event, so that the dynamic optical flow pattern simultaneously reflects vehicle motion changes in multiple directions.

[0211] For example, when a vehicle simultaneously experiences a turning event and a ramp event, these two events are identified as target vehicle motion events, and the overlay fusion strategy is defined as a multi-scene fusion strategy to overlay the lateral and vertical optical flow directions. When a vehicle simultaneously experiences a turning event and a bump event, or simultaneously experiences a ramp event and a bump event, the corresponding optical flow control content can be overlaid in the same way. When a turning event, a ramp event, and a bump event occur simultaneously, all three vehicle motion events can be identified as target vehicle motion events, and the corresponding multidimensional optical flow directions and target optical flow velocities can be fused.

[0212] By employing a replacement fusion strategy when a first acceleration event or a first deceleration event exists, and a superimposed fusion strategy when there is no first acceleration event or first deceleration event but there are at least two other vehicle motion events, the appropriate fusion method can be selected for different multi-scenario concurrency situations, reducing visual display conflicts between high-priority vehicle motion events and other vehicle motion events, and enabling the combined output of multi-dimensional optical flow content that can be displayed collaboratively.

[0213] Based on the foregoing embodiments, in the vehicle lighting control method provided by this invention, the optical flow control parameters corresponding to the target vehicle motion event are fused according to a multi-scene fusion strategy to obtain the target optical flow control parameters, which can be achieved through steps B3 to B5: Step B3: Obtain the optical flow control parameters corresponding to the target vehicle motion event. The optical flow control parameters include at least one of the following: multidimensional optical flow direction, target optical flow velocity, and screen background display content.

[0214] In this embodiment, the optical flow control parameters corresponding to the target vehicle motion event refer to the dynamic optical flow display parameters that are predetermined or calculated in real time for the target vehicle motion event. Different types of target vehicle motion events can correspond to different optical flow control parameters so that the dynamic optical flow pattern matches the actual motion state of the vehicle.

[0215] In one embodiment, the multidimensional optical flow direction includes at least one of a longitudinal optical flow direction, a transverse optical flow direction, and a vertical optical flow direction. The target optical flow velocity refers to the speed at which the dynamic optical flow pattern flows according to the corresponding multidimensional optical flow direction. The screen background display content refers to the background image displayed on the display screen in response to a bumpy event, used to create a visual reference environment adapted to the vehicle's vertical vibration state.

[0216] For example, when the target vehicle motion event includes a first acceleration event or a first deceleration event, the corresponding longitudinal optical flow direction and target optical flow velocity can be obtained. When the target vehicle motion event includes a turning event, the corresponding lateral optical flow direction and target optical flow velocity can be obtained. When the target vehicle motion event includes a ramp event, the corresponding vertical optical flow direction and target optical flow velocity can be obtained. When the target vehicle motion event includes a bump event, the corresponding screen background display content can be obtained.

[0217] Step B4: When the multi-scene fusion strategy is a replacement fusion strategy, replace the current multi-dimensional optical flow direction and the current target optical flow velocity corresponding to the current dynamic optical flow pattern with the multi-dimensional optical flow direction and the target optical flow velocity corresponding to the target vehicle motion event to obtain the first fusion control parameter, and determine the first fusion control parameter as the target optical flow control parameter.

[0218] In this embodiment, the current multidimensional optical flow direction and the current target optical flow velocity refer to the optical flow direction and velocity used by the dynamic optical flow pattern currently displayed by the lighting device. The first fusion control parameter refers to the control parameter formed by replacing the current optical flow control parameter with the optical flow control parameter corresponding to the target vehicle motion event.

[0219] In one implementation, when the multi-scene fusion strategy is a replacement-based fusion strategy, the display of dynamic optical flow patterns according to the current multidimensional optical flow direction and the current target optical flow velocity is stopped, and the multidimensional optical flow direction and target optical flow velocity corresponding to the target vehicle motion event are used as the updated optical flow direction and optical flow velocity, respectively. Through parameter replacement, the lighting equipment can prioritize displaying the dynamic optical flow pattern corresponding to the target vehicle motion event.

[0220] For example, when the lighting device displays a dynamic optical flow pattern according to the lateral optical flow direction corresponding to the turning event, and identifies a first acceleration event with higher visual control priority, the longitudinal optical flow direction and the target optical flow velocity corresponding to the first acceleration event are replaced with the current lateral optical flow direction and the current target optical flow velocity to obtain the first fusion control parameter, and the first fusion control parameter is determined as the target optical flow control parameter.

[0221] In one implementation, when employing a replacement fusion strategy, the optical flow display corresponding to the current persistent event can be paused, and the optical flow control parameters corresponding to the current persistent event can be frozen. Parameter freezing means that during the execution of the first acceleration event or the first deceleration event, the multidimensional optical flow direction, target optical flow velocity, and event processing progress corresponding to the persistent event remain unchanged, and the optical flow control parameters corresponding to the persistent event are not output to the lighting equipment temporarily.

[0222] For example, if a first deceleration event is detected while the lateral optical flow corresponding to a turning event is being displayed, the lateral optical flow display is paused, the lateral optical flow control parameters corresponding to the turning event are frozen, and the current optical flow control parameters are replaced with the longitudinal optical flow direction and target optical flow velocity corresponding to the first deceleration event. After the first deceleration event ends, the lateral optical flow control parameters are unfrozen, and whether to resume the lateral optical flow display is determined based on whether the vehicle is still in a turning event.

[0223] Step B5: When the multi-scene fusion strategy is an overlay fusion strategy, at least two of the following parameters are loaded into the corresponding display layer: the lateral optical flow control parameters corresponding to the turning event, the vertical optical flow control parameters corresponding to the ramp event, and the screen background display content corresponding to the bump event. The control parameters of the display layer are then overlaid to obtain the second fusion control parameters, and the second fusion control parameters are determined as the target optical flow control parameters.

[0224] In this embodiment, the display layer refers to the image layer used to carry the visual display content corresponding to different vehicle motion events. Turning events, slope events, and bump events each correspond to different display layers, enabling the optical flow control content corresponding to each vehicle motion event to be generated independently and superimposed during display.

[0225] In one implementation, lateral optical flow control parameters are used to control the dynamic optical flow pattern to flow laterally along the vehicle, vertical optical flow control parameters are used to control the dynamic optical flow pattern to flow vertically along the vehicle, and the screen background display content is used to form a background image adapted to the bumpy event. The second fusion control parameter refers to the control parameter formed by superimposing the control parameters of at least two display layers.

[0226] For example, when a turning event and a ramp event occur simultaneously, the lateral optical flow control parameters and the vertical optical flow control parameters are loaded onto the corresponding display layers, and the optical flow direction and optical flow velocity of the two display layers are superimposed. When a turning event and a bump event occur simultaneously, the lateral optical flow control parameters and the screen background display content are loaded onto the corresponding display layers, respectively. When a turning event, a ramp event, and a bump event occur simultaneously, the lateral optical flow control parameters, the vertical optical flow control parameters, and the screen background display content are loaded onto the corresponding display layers, and the control parameters of the three display layers are superimposed to obtain the second fusion control parameters.

[0227] In one implementation, the lateral optical flow control parameters corresponding to a turning event, the vertical optical flow control parameters corresponding to a ramp event, and the screen background display content corresponding to a bump event can be configured on independent display layers. The lateral optical flow display layer is used to carry visual elements moving along the left-right direction of the vehicle, the vertical optical flow display layer is used to carry visual elements moving along the up-down direction of the vehicle, and the background display layer is used to carry at least one background element from the horizon, mountains, and sky.

[0228] For example, when a turning event and a ramp event occur simultaneously, the lateral optical flow display layer and the vertical optical flow display layer are updated respectively, and the control parameters of the lateral optical flow display layer do not change the control parameters of the vertical optical flow display layer. When a bump event occurs simultaneously, the background display layer is further updated, and the background display layer and each optical flow display layer are kept independent of each other, so that the visual content corresponding to multiple vehicle motion events can be superimposed and output on the same display screen.

[0229] By acquiring the multidimensional optical flow direction, target optical flow velocity, and screen background display content corresponding to the target vehicle motion event, the current optical flow control parameters can be replaced with the optical flow control parameters corresponding to the target vehicle motion event when using a replacement fusion strategy, and at least two visual control contents can be superimposed on different display layers when using an overlay fusion strategy, thereby forming the corresponding target optical flow control parameters according to different multi-scene fusion strategies, reducing visual control conflicts when multiple vehicle motion events occur simultaneously.

[0230] like Figure 6 As shown, Figure 6 A schematic diagram of the vehicle lighting control process provided by this invention is shown. In the vehicle lighting control method of this invention, after the process begins, the vehicle's motion stabilization function is activated, and it is determined whether the vehicle is in Drive (D) gear, whether the vehicle speed is greater than 5 km / h, and whether there are passengers in the rear seats. When the above conditions are met simultaneously, ambient lighting comfort anti-motion sickness response, audio comfort anti-motion sickness response, and screen anti-motion sickness response are executed respectively, providing visual and auditory anti-motion sickness interventions for rear passengers through the coordinated use of ambient lighting, vehicle audio, and screen.

[0231] The ambient lighting comfort and anti-dizziness response includes ambient light flow direction control and ambient light color control. Ambient light flow direction control includes longitudinal, lateral, and vertical light flow control. For longitudinal light flow control, when the vehicle is traveling at a constant speed, the ambient light flow speed is correlated with the vehicle speed to reflect the current vehicle speed. When the vehicle accelerates rapidly, the ambient light flow changes from front to back to back to front. When the vehicle decelerates rapidly, the ambient light flow changes from back to front to front to back, using the change in light flow direction to compensate for the difference between visual perception and vestibular perception caused by the vehicle's longitudinal movement. For lateral light flow control, when the vehicle turns left, the ambient light flow flows from the right side of the vehicle to the left side, aligning the light flow direction with the vehicle's turning direction; when the vehicle turns right, the opposite light flow direction is used. For vertical light flow control, when the vehicle is climbing a slope, the ambient light flow is controlled to flow upwards; when the vehicle is descending a slope, the ambient light flow is controlled to flow downwards.

[0232] After controlling the ambient light flow direction, the ambient light color is controlled. When the vehicle is traveling at a constant speed, the ambient light uses a gradient from blue to green to create a calming and soothing visual effect. When the vehicle accelerates or decelerates, the ambient light uses a gradient from white to blue to enhance the visual cues corresponding to changes in vehicle speed. When the vehicle is turning, the ambient light uses a gradient from yellow to orange to indicate the turning direction. The ambient light control also includes a direction prediction mechanism. When the navigation system detects a curve 500 meters ahead, lateral optical flow control is activated 100 meters before the vehicle reaches the curve. When the navigation system detects an uphill or downhill section 500 meters ahead, vertical optical flow control is activated 100 meters before the vehicle reaches the uphill or downhill section. Longitudinal optical flow control resumes one second after the vehicle leaves the curve or slope. By outputting dynamic optical flows in the corresponding directions in advance, occupants can receive visual cues before changes in vehicle motion occur.

[0233] The audio comfort and anti-drowsiness response includes inquiry and confirmation of 100Hz audio, generation and playback, sound pressure calibration, and trigger recording. If the 100Hz audio has not been played within a single driving cycle, the system prompts the rear passengers via voice. Upon confirmation from the rear passengers, the generated 100Hz pure sine wave begins playback. During playback, the audio output level is dynamically calibrated based on the in-vehicle sound field to ensure the sound pressure level received by the rear passengers' inner ears is between 80 and 85 dB. The audio is prioritized for output from the rear speakers, while the front speakers play at a lower volume to ensure effective audio stimulation for the rear passengers while minimizing the impact on the front passengers. Playback stops after a precise 60 seconds, and the timestamp of this playback is recorded, preventing the 100Hz audio from being triggered again within a single driving cycle.

[0234] The screen anti-dizziness response includes control over the display direction of dynamic dots around the screen, control over the number of dynamic dots, direction prediction, and background rendering of bumpy roads. Dynamic dots with a floating direction effect are displayed around the screen. The movement of these dots includes near-far flow, left-right flow, and up-down flow. Near-far flow reflects the vehicle's longitudinal movement; when the vehicle is moving at a constant speed, the flow speed of the dynamic dots is related to the vehicle speed. When the vehicle accelerates rapidly, the flow changes from near to far. When the vehicle decelerates rapidly, the flow changes back to near to near. Left-right flow reflects the vehicle's lateral movement; when the vehicle turns left, the dynamic dots flow from the right side to the left side, aligning the light flow with the turning direction. The opposite flow direction is used when the vehicle turns right. Up-down flow reflects the vehicle's vertical movement; when the vehicle is climbing a slope, the dynamic dots flow upwards, and the opposite flow direction is used when the vehicle is descending a slope.

[0235] After controlling the display direction of the dynamic graphic dots, the number of dynamic graphic dots around the screen is controlled according to the vehicle speed. When the vehicle speed is less than 40 km / h, the width of a single dynamic graphic dot is less than 4 cm and the length is less than 10 cm. When the vehicle speed is between 40 km / h and 80 km / h, the width of a single dynamic graphic dot is less than 2 cm and the length is less than 13 cm. When the vehicle speed is greater than 80 km / h, the width of a single dynamic graphic dot is less than 1 cm and the length is less than 16 cm. Thus, as the vehicle speed increases, the width of the dynamic graphic dots gradually decreases and the length gradually increases to adjust the display shape of the dynamic graphic dots around the screen, forming a visual motion reference adapted to the vehicle's current speed.

[0236] The screen anti-dizziness response also includes a direction prediction mechanism. When the navigation detects a curve 500 meters ahead, dynamic map point left-right flow control is activated 100 meters before the vehicle reaches the curve. When the navigation detects an uphill or downhill section 500 meters ahead, dynamic map point up-down flow control is activated 100 meters before the vehicle reaches the uphill or downhill section. Dynamic map point near-far flow control resumes one second after the vehicle leaves the curve or slope. When the Intelligent Driving Domain Control (MDC) module detects the vehicle traversing a bumpy road surface, it renders background elements such as the horizon, mountains, and sky in the center of the screen to create a relatively stable visual reference and counteract the visual impact of the bumps. Longitudinal optical flow control resumes one second after the vehicle leaves the curve or slope, and dynamic map point near-far flow control resumes one second after the vehicle leaves the bumpy road surface.

[0237] After the ambient lighting comfort anti-motion sickness response, audio comfort anti-motion sickness response, and screen anti-motion sickness response are completed, the anti-motion sickness relief function is exited, and the process ends. Through the above control process, dynamic visual cues adapted to the longitudinal, lateral, and vertical movement of the vehicle can be provided by using ambient lighting and screen output, combined with auditory intervention using a 100Hz pure sine wave, thereby reducing the difference between the occupant's visual perception and vestibular perception, and alleviating motion sickness discomfort during the ride.

[0238] Figure 7 A schematic diagram of an embodiment of the vehicle lighting control device of the present invention is shown. Figure 7 As shown, the device 700 includes an acquisition module 710 and a control module 720.

[0239] The acquisition module 710 is used to acquire vehicle driving information.

[0240] The control module 720 is used to control the vehicle's interior lighting equipment to display dynamic light flow patterns in response to the activation of the anti-motion sickness function, based on driving information. Among them, the dynamic optical flow pattern is used to compensate for the difference between the occupant's visual and vestibular perceptions. Furthermore, the output time of the dynamic optical flow pattern is set in advance before the vehicle enters the target road segment.

[0241] In an alternative embodiment, the control module 720 is also configured to determine the first optical flow velocity based on the current vehicle speed in the driving information in response to the activation of the anti-motion sickness function; Determine vehicle movement events based on driving information; Based on the type of vehicle motion event, the multidimensional optical flow direction of the dynamic optical flow pattern is determined by driving information, and the target optical flow velocity of the dynamic optical flow pattern is determined by the first optical flow velocity. The multidimensional optical flow direction includes at least one of longitudinal optical flow direction, transverse optical flow direction and vertical optical flow direction. The optical flow control parameters are determined based on the multidimensional optical flow direction and the target optical flow velocity, and the lighting equipment inside the vehicle is controlled to display dynamic optical flow patterns based on the optical flow control parameters. The lighting equipment includes ambient lights and / or displays.

[0242] In an alternative embodiment, the control module 720 is further configured to acquire the longitudinal acceleration in the driving information when the vehicle motion event is a driving speed event, and update the first optical flow velocity according to the longitudinal acceleration to obtain the target optical flow velocity; When the longitudinal acceleration is greater than the first longitudinal acceleration threshold, the driving speed event is determined as an acceleration event, and the direction from the front of the vehicle to the rear of the vehicle is determined as the longitudinal optical flow direction. When the longitudinal acceleration is less than the second longitudinal acceleration threshold, the driving speed event is determined as a deceleration event, and the direction from the rear of the vehicle to the front of the vehicle is determined as the longitudinal optical flow direction, wherein the first longitudinal acceleration threshold is greater than the second longitudinal acceleration threshold.

[0243] In an alternative embodiment, the control module 720 is also configured to acquire lateral acceleration from the driving information when the vehicle motion event is a turning event; When the lateral acceleration is greater than the first lateral acceleration threshold, the turning event is determined as the first turning event, and the direction from the right side of the vehicle to the left side of the vehicle is determined as the lateral optical flow direction; When the lateral acceleration is less than the second lateral acceleration threshold, the turning event is determined as the second turning event, and the direction from the left side of the vehicle to the right side of the vehicle is determined as the lateral optical flow direction, wherein the first lateral acceleration threshold is greater than the second lateral acceleration threshold.

[0244] In an alternative embodiment, the control module 720 is also configured to acquire the road gradient from the driving information when the vehicle motion event is a slope event; When the road gradient is greater than the first gradient threshold, the slope event is determined as the first slope event, and the upward direction is determined as the vertical optical flow direction; When the road slope is less than the second slope threshold, the slope event is determined as the second slope event, and the downward direction is determined as the vertical optical flow direction, wherein the first slope threshold is greater than the second slope threshold.

[0245] In one alternative embodiment, the control module 720 is also used to acquire the vertical vibration frequency in the driving information; When the vertical vibration frequency is less than or equal to a first vibration frequency threshold and greater than or equal to a second vibration frequency threshold, the vehicle motion event is determined to include a bump event, wherein the first vibration frequency threshold is greater than the second vibration frequency threshold. When the target motion event is determined to be a bump event based on the visual control priority, the screen background display content is determined based on the bump event. The optical flow control parameters are determined based on the content displayed on the screen background, and the lighting equipment inside the vehicle is controlled to display dynamic optical flow patterns based on the optical flow control parameters.

[0246] In an alternative embodiment, the control module 720 is also configured to acquire the audio frequency, audio waveform, channel balance parameters, audio playback duration, and audio sampling parameters of the vehicle audio module in response to the activation of the anti-motion sickness function. The audio sound pressure level corresponding to the rear speaker is determined as the first audio sound pressure level; The audio sound pressure level corresponding to the front speaker is defined as the second audio sound pressure level, wherein the first audio sound pressure level is greater than the second audio sound pressure level; The audio control parameters are determined based on the audio frequency, audio waveform, channel balance parameters, audio playback duration, audio sampling parameters, first audio sound pressure level, and second audio sound pressure level. The audio module is controlled to play anti-dizziness audio based on the audio control parameters.

[0247] In an alternative embodiment, the control module 720 is also configured to, in response to the activation of the anti-motion sickness function, determine the vehicle motion event based on driving information and obtain the visual control priority corresponding to the vehicle motion event. Based on vehicle motion events and visual control priorities, determine the target vehicle motion events and multi-scenario fusion strategies; Based on the multi-scenario fusion strategy, the multi-dimensional optical flow direction and target optical flow velocity corresponding to the target vehicle motion event are fused to obtain the target optical flow control parameters; The lighting equipment is controlled to display dynamic optical flow patterns based on the target optical flow control parameters.

[0248] In one alternative, the control module 720 is further configured to determine the target vehicle motion event from the first acceleration event and the first deceleration event according to the visual control priority when the vehicle motion event includes the first acceleration event or the first deceleration event, and to determine the replacement fusion strategy as the multi-scene fusion strategy. When a vehicle motion event does not include the first acceleration event and the first deceleration event, but includes at least two of the following: turning event, slope event, and bump event, at least two vehicle motion events are identified as target vehicle motion events, and the superposition fusion strategy is identified as a multi-scenario fusion strategy.

[0249] In one alternative approach, the control module 720 is further configured to acquire optical flow control parameters corresponding to the target vehicle motion event, the optical flow control parameters including at least one of multidimensional optical flow direction, target optical flow velocity, and screen background display content; When the multi-scene fusion strategy is a replacement fusion strategy, the current multi-dimensional optical flow direction and the current target optical flow velocity corresponding to the current dynamic optical flow pattern are replaced according to the multi-dimensional optical flow direction and the target optical flow velocity corresponding to the target vehicle motion event to obtain the first fusion control parameter, and the first fusion control parameter is determined as the target optical flow control parameter; When the multi-scene fusion strategy is an overlay fusion strategy, at least two of the following parameters are loaded into the corresponding display layer: the lateral optical flow control parameters corresponding to the turning event, the vertical optical flow control parameters corresponding to the ramp event, and the screen background display content corresponding to the bump event. The control parameters of the display layer are then overlaid to obtain the second fusion control parameter, which is then determined as the target optical flow control parameter.

[0250] The vehicle lighting control device provided in this embodiment can execute the method provided in the above method embodiment. Its implementation principle and technical effect are similar, and will not be described in detail here.

[0251] Figure 8 The diagram shows a structural schematic of an embodiment of the vehicle lighting control device of the present invention. The specific embodiments of the present invention do not limit the specific implementation of the vehicle lighting control device.

[0252] like Figure 8 As shown, the vehicle lighting control device may include: a processor 802, a communications interface 804, a memory 806, and a communications bus 808.

[0253] The processor 802, communication interface 804, and memory 806 communicate with each other via communication bus 808. Communication interface 804 is used to communicate with other network elements such as clients or other servers. Processor 802 executes program 810, specifically performing the relevant steps described above in the embodiment of the vehicle lighting control method.

[0254] Specifically, program 810 may include program code, which includes computer-executable instructions.

[0255] The processor 802 may be a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits configured to implement embodiments of the present invention. The vehicle lighting control device includes one or more processors, which may be processors of the same type, such as one or more CPUs; or processors of different types, such as one or more CPUs and one or more ASICs.

[0256] Memory 806 is used to store program 810. Memory 806 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0257] Specifically, program 810 can be called by processor 802 to cause the vehicle lighting control device to execute the method provided in the above method embodiment. Its implementation principle and technical effect are similar, and will not be described in detail here.

[0258] This invention provides a computer-readable storage medium storing at least one executable instruction that, when executed on a vehicle lighting control device, causes the vehicle lighting control device to perform the vehicle lighting control method in any of the above-described method embodiments.

[0259] The executable instructions can be used to cause the vehicle lighting control device / app to perform the method provided in the above method embodiment. The implementation principle and technical effect are similar, and will not be described in detail here.

[0260] The algorithms or displays provided herein are not inherently related to any particular computer, virtual system, or other device. Furthermore, the embodiments of this invention are not directed to any particular programming language.

[0261] Numerous specific details are set forth in the specification provided herein. However, it will be understood that embodiments of the invention may be practiced without these specific details. Similarly, for the sake of brevity and to aid in understanding one or more aspects of the invention, in the description of exemplary embodiments of the invention above, various features of the embodiments are sometimes grouped together in a single embodiment, figure, or description thereof. The claims, which follow the detailed description, are hereby expressly incorporated into that detailed description, wherein each claim itself is a separate embodiment of the invention.

[0262] Those skilled in the art will understand that the modules in the device of the embodiment can be adaptively changed and placed in one or more devices different from that embodiment. Modules, units, or components in the embodiment can be combined into a single module, unit, or component, and further, they can be divided into multiple sub-modules, sub-units, or sub-components, except that at least some of such features and / or processes or units are mutually exclusive.

[0263] It should be noted that the above embodiments are illustrative of the invention and not restrictive, and that those skilled in the art can devise alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses should not be construed as limiting the claims. The word "comprising" does not exclude the presence of elements or steps not listed in the claims. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. The invention can be implemented by means of hardware comprising several different elements and by means of a suitably programmed computer. In the unit claims enumerating several means, several of these means may be embodied by the same item of hardware. The use of the words first, second, and third, etc., does not indicate any order. These words can be interpreted as names. The steps in the above embodiments, unless otherwise specified, should not be construed as limiting the order of execution.

Claims

1. A vehicle lighting control method, characterized in that, The method includes: Obtain vehicle driving information; In response to the activation of the anti-motion sickness function, the vehicle's interior lighting equipment is controlled to display a dynamic light flow pattern based on the driving information. The dynamic optical flow pattern is used to compensate for the difference between the occupant's visual and vestibular perceptions. Furthermore, the output time of the dynamic optical flow pattern is set in advance before the vehicle enters the target road segment.

2. The method according to claim 1, characterized in that, In response to the activation of the anti-motion sickness function, controlling the vehicle's interior lighting equipment to display a dynamic light flow pattern based on the driving information includes: In response to the activation of the anti-motion sickness function, the first optical flow velocity is determined based on the current vehicle speed in the driving information; Vehicle motion events are determined based on the driving information; Based on the type of vehicle motion event, the multidimensional optical flow direction of the dynamic optical flow pattern is determined by the driving information, and the target optical flow velocity of the dynamic optical flow pattern is determined by the first optical flow velocity, wherein the multidimensional optical flow direction includes at least one of longitudinal optical flow direction, transverse optical flow direction and vertical optical flow direction; The optical flow control parameters are determined based on the multidimensional optical flow direction and the target optical flow velocity, and the lighting equipment inside the vehicle is controlled to display the dynamic optical flow pattern based on the optical flow control parameters, wherein the lighting equipment includes ambient lights and / or a display screen.

3. The method according to claim 2, characterized in that, The step of determining the multidimensional optical flow direction of the dynamic optical flow pattern based on the driving information according to the type of vehicle motion event, and determining the target optical flow velocity of the dynamic optical flow pattern based on the first optical flow velocity, includes: When the vehicle motion event is a driving speed event, the longitudinal acceleration in the driving information is obtained, and the first optical flow velocity is updated according to the longitudinal acceleration to obtain the target optical flow velocity; When the longitudinal acceleration is greater than the first longitudinal acceleration threshold, the driving speed event is determined to be an acceleration event, and the direction from the front of the vehicle to the rear of the vehicle is determined to be the longitudinal optical flow direction; When the longitudinal acceleration is less than the second longitudinal acceleration threshold, the driving speed event is determined to be a deceleration event, and the direction from the rear of the vehicle to the front of the vehicle is determined to be the longitudinal optical flow direction, wherein the first longitudinal acceleration threshold is greater than the second longitudinal acceleration threshold.

4. The method according to claim 2, characterized in that, Based on the type of vehicle motion event, the multidimensional optical flow direction of the dynamic optical flow pattern is determined using the driving information, including: When the vehicle motion event is a turning event, the lateral acceleration in the driving information is obtained; When the lateral acceleration is greater than the first lateral acceleration threshold, the turning event is determined as the first turning event, and the direction from the right side of the vehicle to the left side of the vehicle is determined as the lateral optical flow direction; When the lateral acceleration is less than the second lateral acceleration threshold, the turning event is determined to be the second turning event, and the direction from the left side of the vehicle to the right side of the vehicle is determined as the lateral optical flow direction, wherein the first lateral acceleration threshold is greater than the second lateral acceleration threshold.

5. The method according to claim 2, characterized in that, Based on the type of vehicle motion event, the multidimensional optical flow direction of the dynamic optical flow pattern is determined using the driving information, including: When the vehicle movement event is a slope event, the road slope in the driving information is obtained; When the road slope is greater than the first slope threshold, the slope event is determined as the first slope event, and the upward direction is determined as the vertical optical flow direction; When the road slope is less than the second slope threshold, the slope event is determined to be the second slope event, and the downward direction is determined to be the vertical optical flow direction, wherein the first slope threshold is greater than the second slope threshold.

6. The method according to claim 2, characterized in that, Controlling the vehicle's interior lighting equipment to display the dynamic light flow pattern according to the optical flow control parameters includes: Obtain the vertical vibration frequency from the driving information; When the vertical vibration frequency is less than or equal to a first vibration frequency threshold and greater than or equal to a second vibration frequency threshold, the vehicle motion event is determined to include a bump event, wherein the first vibration frequency threshold is greater than the second vibration frequency threshold. When the target motion event is determined to be the bump event based on the visual control priority, the screen background display content is determined based on the bump event; The optical flow control parameters are determined based on the content displayed on the screen background, and the lighting equipment inside the vehicle is controlled to display the dynamic optical flow pattern based on the optical flow control parameters.

7. The method according to claim 1, characterized in that, The method further includes: In response to the activation of the anti-motion sickness function, the audio frequency, audio waveform, channel balance parameters, audio playback duration, and audio sampling parameters of the vehicle audio module are obtained. The audio sound pressure level corresponding to the rear speaker is determined as the first audio sound pressure level; The audio sound pressure level corresponding to the front speaker is determined as the second audio sound pressure level, wherein the first audio sound pressure level is greater than the second audio sound pressure level; The audio control parameters are determined based on the audio frequency, the audio waveform, the channel balance parameters, the audio playback duration, the audio sampling parameters, the first audio sound pressure level, and the second audio sound pressure level. The audio module is controlled to play anti-dizziness audio according to the audio control parameters.

8. The method according to claim 1, characterized in that, The step of controlling the vehicle's interior lighting equipment to display a dynamic light flow pattern in response to the activation of the anti-motion sickness function includes: In response to the activation of the anti-motion sickness function, the vehicle motion event is determined based on the driving information, and the visual control priority corresponding to the vehicle motion event is obtained. Based on the vehicle motion events and the visual control priority, the target vehicle motion events and multi-scene fusion strategy are determined. According to the multi-scene fusion strategy, the multi-dimensional optical flow direction and target optical flow velocity corresponding to the target vehicle motion event are fused to obtain the target optical flow control parameters; The lighting device is controlled to display the dynamic optical flow pattern according to the target optical flow control parameters.

9. The method according to claim 8, characterized in that, The steps of determining the target vehicle motion event and multi-scene fusion strategy based on the vehicle motion event and the visual control priority include: When the vehicle motion event includes a first acceleration event or a first deceleration event, the target vehicle motion event is determined from the first acceleration event and the first deceleration event according to the visual control priority, and the replacement fusion strategy is determined as a multi-scene fusion strategy. When the vehicle motion event does not include the first acceleration event and the first deceleration event, but includes at least two of the turning event, the ramp event and the bump event, the at least two vehicle motion events are determined as the target vehicle motion event, and the superposition fusion strategy is determined as the multi-scene fusion strategy.

10. The method according to claim 8, characterized in that, According to the multi-scene fusion strategy, the optical flow control parameters corresponding to the target vehicle motion event are fused to obtain the target optical flow control parameters, including: Obtain optical flow control parameters corresponding to the target vehicle motion event. The optical flow control parameters include at least one of the following: multidimensional optical flow direction, target optical flow velocity, and screen background display content. When the multi-scene fusion strategy is a replacement fusion strategy, the current multi-dimensional optical flow direction and the current target optical flow velocity corresponding to the current dynamic optical flow pattern are replaced according to the multi-dimensional optical flow direction and the target optical flow velocity corresponding to the target vehicle motion event to obtain the first fusion control parameter, and the first fusion control parameter is determined as the target optical flow control parameter; When the multi-scene fusion strategy is an overlay fusion strategy, at least two of the following parameters are loaded into the corresponding display layer: the lateral optical flow control parameters corresponding to the turning event, the vertical optical flow control parameters corresponding to the ramp event, and the screen background display content corresponding to the bump event. The control parameters of the display layer are then overlaid to obtain the second fusion control parameter, which is then determined as the target optical flow control parameter.

11. A vehicle lighting control device, characterized in that, The device includes: The acquisition module is used to acquire vehicle driving information; The control module is used to control the vehicle's interior lighting equipment to display a dynamic light flow pattern in response to the activation of the anti-motion sickness function, based on the driving information. The dynamic optical flow pattern is used to compensate for the difference between the occupant's visual and vestibular perceptions. Furthermore, the output time of the dynamic optical flow pattern is set in advance before the vehicle enters the target road segment.

12. A vehicle lighting control device, characterized in that, include: The processor, memory, communication interface, and communication bus are provided, wherein the processor, memory, and communication interface communicate with each other via the communication bus. The memory is used to store at least one executable instruction that causes the processor to perform the operation of the vehicle lighting control method as described in any one of claims 1-10.

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