Automotive light control method, adaptive high beam system, and vehicle

Abstract

The application discloses a kind of automobile light control method, adaptive high beam system and vehicle, it is related to intelligent driving technical field.The application is in the case where the steering state of vehicle meets preset trigger condition, based on steering state information and vehicle speed, the displacement compensation quantity and the body steering angle compensation quantity of vehicle in preset compensation duration are determined;According to the displacement compensation quantity, the displacement compensation is carried out to reference position information, and the compensation shaded area is determined according to the reference position information after displacement compensation;Based on compensation shaded area and original shaded area, determine the shaded area after displacement compensation;According to the steering direction of vehicle and the body steering angle compensation quantity, the angle compensation is carried out to the shaded area after displacement compensation, and target shaded area is obtained;According to target shaded area, the light of vehicle is controlled.According to the scheme of the application, target shaded area can better adapt to the relative position and attitude change in the process of vehicle steering, and reduce shading deviation.

Description

Technical Field

[0001] This application relates to the field of intelligent driving technology, and more specifically, to an automotive lighting control method, an adaptive high beam system, and a vehicle. Background Technology

[0002] Adaptive Driving Beam (ADB) can control the high beam of the headlights in the corresponding area based on the position of the target object in front of the vehicle, so as to create a shielding area in the direction of the target object, thereby reducing the possibility of the high beams dazzling the driver of the vehicle in front or other road users while ensuring the road lighting effect.

[0003] Existing ADB (Adaptive Driving Depth) systems typically determine the corresponding occlusion area based on the target object's position relative to the vehicle, and then control the matrix headlight units to create the corresponding dark area. When the vehicle is traveling in a straight line or turning with a small angle, the occlusion area formed based on the current target position can usually cover the target object well. However, when the vehicle enters a curve or the steering wheel angle changes significantly, due to the response time of target perception, data processing, and headlight control, if the headlights are still controlled based on the target position information obtained at the time of turning, the relative position between the target object and the vehicle may have changed by the time the headlights are actually output, causing a deviation between the original occlusion area and the actual occlusion requirements of the target object. Summary of the Invention

[0004] In view of the above problems, this application provides an automotive lighting control method, an adaptive high beam system, and a vehicle to improve steering masking accuracy. The specific solution is as follows:

[0005] In a first aspect, this application provides a method for controlling automotive lighting, comprising:

[0006] When the vehicle's steering state meets the preset triggering conditions, the vehicle's steering state information, vehicle speed, reference position information of the target object at a reference time, and the original occlusion area corresponding to the reference position information are obtained. The reference time is the time when the vehicle's steering state meets the preset triggering conditions.

[0007] Based on the steering state information and the vehicle speed, the displacement compensation amount and the vehicle body steering angle compensation amount of the vehicle within the preset compensation time are determined;

[0008] The reference position information is compensated for displacement based on the displacement compensation amount, and the compensation shading area is determined based on the reference position information after displacement compensation.

[0009] Based on the compensated shading area and the original shading area, the shading area after displacement compensation is determined;

[0010] Based on the vehicle's steering direction and the vehicle body steering angle compensation amount, the angle compensation is performed on the displacement-compensated shading area to obtain the target shading area;

[0011] The vehicle's lights are controlled according to the target occlusion area.

[0012] In one possible implementation, in another implementation of the first aspect of the embodiments of this application, the displacement compensation amount includes a lateral displacement compensation amount and a longitudinal displacement compensation amount;

[0013] The process of performing displacement compensation on the reference position information based on the displacement compensation amount, and determining the compensation occlusion area based on the displacement-compensated reference position information, includes:

[0014] Based on the lateral displacement compensation amount and the longitudinal displacement compensation amount, the lateral and longitudinal positions of the target object relative to the vehicle in the reference position information are compensated to obtain the compensated position information of the target object relative to the vehicle.

[0015] The compensated occlusion area is determined based on the position information of the target object relative to the vehicle after compensation.

[0016] In one possible implementation, in another implementation of the first aspect of the embodiments of this application, the process of determining the displacement-compensated shading region based on the compensated shading region and the original shading region includes:

[0017] The union of the compensated shading area and the original shading area is determined as the shading area after displacement compensation.

[0018] In one possible implementation, in another implementation of the first aspect of the embodiments of this application, the process of performing angle compensation on the displacement-compensated shading area based on the vehicle's steering direction and the vehicle body steering angle compensation amount to obtain the target shading area includes:

[0019] Based on the vehicle's steering direction, the boundary of the shielded area after displacement compensation on the side opposite to the steering direction is determined as the target side boundary;

[0020] The target side boundary is compensated based on the vehicle body steering angle compensation amount, and the other side boundary of the shading area after displacement compensation remains unchanged to obtain the target shading area.

[0021] In one possible implementation, in another implementation of the first aspect of the embodiments of this application, the process of performing angle compensation on the target side boundary based on the vehicle body steering angle compensation amount includes:

[0022] Obtain the tangent value of the boundary angle corresponding to the target side boundary and the tangent value of the angle corresponding to the vehicle body steering angle compensation amount;

[0023] Based on the sum-angle relationship of the tangent function, the tangent value of the boundary angle corresponding to the target side boundary and the tangent value of the angle corresponding to the vehicle body steering angle compensation amount are calculated to obtain the tangent value corresponding to the target side boundary after compensation.

[0024] In one possible implementation, in another implementation of the first aspect of the embodiments of this application, the steering state information includes the steering wheel angle, and the process of determining the displacement compensation amount and the vehicle body steering angle compensation amount of the vehicle within a preset compensation time based on the steering state information and the vehicle speed includes:

[0025] The steering wheel angle is converted into the equivalent steering angle of the vehicle, which is the steering angle of the virtual wheel determined based on the two front wheels of the vehicle.

[0026] The turning radius of the vehicle is calculated based on the equivalent steering angle and the wheelbase of the vehicle.

[0027] The vehicle body steering angle compensation amount within the preset compensation time is obtained based on the turning radius, the vehicle speed, and the preset compensation time.

[0028] Based on the vehicle body steering angle compensation amount and the steering radius, the lateral and longitudinal movement distances of the vehicle within the preset compensation duration are calculated.

[0029] In one possible implementation, in another implementation of the first aspect of the embodiments of this application, the process of detecting whether the steering state of the vehicle meets the preset triggering condition includes:

[0030] At the current detection time, the first steering change amount within the first time window and the second steering change amount within the second time window are obtained, where the first time window is shorter than the second time window.

[0031] If the first steering change is greater than the first activation threshold, or the second steering change is greater than the second activation threshold, then the vehicle's steering state is determined to meet the preset triggering condition, and steering compensation for the vehicle's lights is initiated; otherwise, the detection continues.

[0032] In one possible implementation, in another implementation of the first aspect of the embodiments of this application, after the steering compensation is initiated, the method further includes:

[0033] According to the preset detection cycle, update the first steering change amount within the first time window and the second steering change amount within the second time window;

[0034] If the updated first steering change is less than the first exit threshold and the updated second steering change is less than the second exit threshold, then the steering compensation is terminated, wherein the first exit threshold is less than the first start threshold and the second exit threshold is less than the second start threshold.

[0035] Secondly, this application provides an adaptive high beam system, including: a lighting device and a lighting control module;

[0036] The lighting control module is used to implement the automotive lighting control method described in any of the first aspects of this application, so as to control the lighting device.

[0037] Thirdly, this application provides a vehicle including the adaptive high beam system described in any of the second aspects of this application.

[0038] By employing the above technical solution, the automotive lighting control method proposed in this application, when the vehicle's turning state meets preset triggering conditions, uses the target reference position information and the original occlusion area corresponding to the turning occurrence as compensation references, and combines the vehicle's turning state information and vehicle speed to determine the displacement compensation amount and the vehicle body steering angle compensation amount within a preset compensation time. Furthermore, by compensating the target reference position with the displacement compensation amount, the relative position change of the target caused by the vehicle's own position change during turning can be estimated, and the occlusion area after displacement compensation can be formed accordingly. Further, by combining the vehicle's turning direction and the vehicle body steering angle compensation amount to perform angle compensation on the occlusion area after displacement compensation, the impact of changes in vehicle orientation on the occlusion area can be corrected. Therefore, the target occlusion area can better adapt to the relative position and attitude changes during vehicle turning, reducing occlusion deviations caused by perception, processing, and lighting response delays, and improving the accuracy and stability of lighting occlusion control under vehicle turning conditions. Attached Figure Description

[0039] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0040] Figure 1 This is a schematic diagram illustrating an application scenario of the automotive lighting control method provided in the embodiments of this application;

[0041] Figure 2 A schematic diagram of an implementation system architecture for the automotive lighting control method provided in this application embodiment;

[0042] Figure 3A flowchart illustrating an automotive lighting control method provided in an embodiment of this application;

[0043] Figure 4 This is a schematic diagram illustrating the principle of vehicle turning radius calculation provided in an embodiment of this application;

[0044] Figure 5 This is a schematic diagram illustrating the relationship between the vehicle's turning radius and the vehicle's steering angle, provided in an embodiment of this application.

[0045] Figure 6 This is a schematic diagram illustrating the principle of vehicle steering displacement calculation provided in an embodiment of this application;

[0046] Figure 7 This is a schematic diagram of ADB shading area displacement compensation provided in an embodiment of this application;

[0047] Figure 8 This is a schematic diagram of ADB occlusion area angle compensation provided in an embodiment of this application;

[0048] Figure 9(a) is the first sub-graph of a flowchart illustrating another automotive lighting control method;

[0049] Figure 9(b) is the second sub-graph of a flowchart illustrating another method for controlling automotive lighting. Detailed Implementation

[0050] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0051] This application relates to the field of intelligent vehicle lighting control technology, and more particularly to a steering compensation control technology applicable to Adaptive Driving Beam (ADB) systems. In intelligent driving vehicles, the headlight system not only needs to meet the driver's road lighting needs at night or in low-light environments, but also needs to dynamically adjust the high beam illumination area based on the distribution of traffic participants around the vehicle to reduce the glare caused by the high beam to other drivers, pedestrians, etc. Specifically, the ADB system can acquire information about target objects in front of the vehicle through sensing devices such as cameras and radar, and adjust the high beam illumination area according to the positional relationship of the target object relative to the vehicle, creating a shaded area in the direction of the target object while maintaining the high beam illumination effect in other areas.

[0052] This application can be applied to intelligent vehicles equipped with ADB (Adaptive Driving Deployment) functionality, such as passenger cars, commercial vehicles, and autonomous vehicles. Specifically, during nighttime driving, when there are vehicles traveling in the same direction, oncoming vehicles, or other objects requiring glare avoidance ahead, the ADB system can control the vehicle's lights to create a corresponding shaded area based on the object's location. For example, such as... Figure 1 As shown on the left, when the vehicle is traveling in a straight line, the target object in front of the vehicle is within the range of high beam illumination. The ADB system generates a corresponding shading area based on the position of the target object, so that the area where the target object is located is not illuminated by high beam, while the areas on both sides of the target object are still illuminated by high beam.

[0053] However, in actual road driving, vehicles do not always maintain a straight line. When a vehicle enters a curve, performs a lane change, or the driver quickly turns the steering wheel, the vehicle's position and orientation change over time. Because target detection, data processing, and lighting control in the ADB system all require a certain response time, the relative positional relationship between the vehicle and the target object may have changed within this response time, causing the occlusion area determined based on the initial target position to no longer accurately cover the target object. For example, as... Figure 1 As shown on the right, when the vehicle turns, the vehicle's direction of travel and body posture change, and the original shielding area determined based on the target position before the turn will shift, which may cause the target object to re-enter the high beam illumination area and reduce the anti-glare effect of the ADB system.

[0054] Currently, vehicle ADB (Adaptive Driving Control) systems typically determine the occlusion area corresponding to the target object based on the location of the target object obtained by sensing devices such as cameras. Based on this occlusion area, they control the matrix LED headlights and other lighting units to shut off the corresponding light source area, thus creating a dark occlusion effect for the target object. This method can meet basic occlusion control requirements when the vehicle is traveling in a straight line or has minimal steering changes.

[0055] However, when the vehicle makes a sharp turn or the steering wheel angle changes significantly, the existing ADB control method usually only calculates the occlusion area based on the currently detected target object position, without fully considering the occlusion area offset caused by changes in vehicle position and body posture during the vehicle's turn.

[0056] Based on the actual needs in the above application scenarios and the shortcomings of the existing technology, this application provides a method for controlling automotive lighting. The following is a detailed description of the automotive lighting control method according to the embodiments of this application with reference to the accompanying drawings.

[0057] See Figure 2 , Figure 2A schematic diagram of a system architecture is shown. The system may include a terminal 100 and a server 200, wherein the server 200 may include one or more servers (…). Figure 1 (This example uses a server as an illustration).

[0058] Either terminal 100 or server 200 can be used independently to execute the automotive lighting control method provided in the embodiments of this application. Alternatively, terminal 100 and server 200 can also be used collaboratively to execute the automotive lighting control method provided in the embodiments of this application.

[0059] In this embodiment, the terminal 100 can be a device in the vehicle capable of acquiring vehicle operating status information and executing lighting control logic, such as a lighting control module, on-board controller, electronic control unit (ECU), intelligent driving domain controller, or on-board computing platform. The terminal 100 in this embodiment can interact with sensors, cameras, lighting devices, etc., in the vehicle via a vehicle communication network to obtain vehicle steering status information, vehicle speed, target object location information, etc., and execute adaptive high beam control based on the above information. This embodiment does not limit the specific implementation of the terminal 100.

[0060] This application provides a method for controlling automotive lighting. The method is illustrated using a lighting control module in a vehicle's adaptive high beam system as an example. Specifically, this lighting control module can be... Figure 2 The system consists of terminal 100 or a combination of terminal 100 and server 200. (Refer to...) Figure 3 The present application provides a flowchart of an automotive lighting control method, which may include steps S110 to S170, and these steps are described in detail below.

[0061] Step S110: Determine whether the vehicle's steering state meets the preset triggering conditions. If yes, proceed to step S120 to activate steering compensation; otherwise, continue driving normally and continue testing, while prohibiting the activation of steering compensation.

[0062] In this embodiment of the application, in order to avoid the vehicle from continuously performing steering compensation calculations when driving in a straight line or making slight turns, and to reduce the system's computing resource consumption, preset trigger conditions corresponding to steering compensation can be set in advance, and it can be determined whether steering compensation needs to be activated based on the vehicle's current steering state.

[0063] The preset trigger conditions characterize whether the degree of vehicle steering change reaches a point where compensation for the ADB (Autopilot Deflector) obscuring area is required. When the vehicle is traveling in a straight line or the steering change is small, the impact of changes in the vehicle's position and orientation on the high beam obscuring area is minimal. In this case, the original ADB control mode can be maintained without initiating steering compensation to reduce additional data processing. When the vehicle's steering state is detected to meet the preset trigger conditions, it indicates that there may be significant changes in the vehicle's position or attitude during subsequent driving, requiring predictive adjustment of the ADB obscuring area. Therefore, the steering compensation process is initiated.

[0064] In one possible implementation, the vehicle can acquire its current steering state information through onboard sensors, a vehicle control network, or an intelligent driving perception system, and determine whether the vehicle has entered a steering compensation state based on this information. For example, the presence of an effective steering trend can be determined by comprehensively considering information such as the steering wheel status, the status of the vehicle's steering actuator, or the vehicle's motion state.

[0065] Step S120: Obtain the vehicle's steering status information, vehicle speed, reference position information of the target object at the reference time, and the original occlusion area corresponding to the reference position information.

[0066] After determining that the vehicle has entered the steering compensation state, it is necessary to acquire the basic data for performing shading area compensation. Specifically, the vehicle can acquire the steering state information and vehicle speed information corresponding to the current moment. The steering state information characterizes the vehicle's current steering trend or steering change, while the vehicle speed information characterizes the degree of positional change the vehicle may undergo during the subsequent compensation period. Simultaneously, environmental perception devices such as cameras and radar on the vehicle can be used to acquire the reference position information of the target object at the reference moment. The target object can be any road participant requiring high-beam shading, such as vehicles ahead, oncoming vehicles, or other targets that need to avoid high-beam illumination. The reference position information characterizes the positional relationship of the target object relative to the vehicle at the reference moment. The reference moment is the moment when the vehicle's steering state meets the preset trigger conditions; this moment can serve as a reference time point for subsequent predictions of vehicle motion changes and relative positional changes of the target object.

[0067] Furthermore, based on this reference position information, the original occlusion area corresponding to the target object can be determined. The original occlusion area represents the range of high beam occlusion determined based on the current position of the target object, without considering the impact of subsequent vehicle steering changes. The vehicle can then perform compensation calculations based on this original occlusion area to obtain a target occlusion area that better reflects the actual needs of the vehicle under steering conditions.

[0068] Step S130: Based on the steering state information and vehicle speed, determine the displacement compensation amount and vehicle steering angle compensation amount of the vehicle within the preset compensation time.

[0069] It is understandable that the factors causing the ADB (Autonomous Drone) shielding area to shift during vehicle turning mainly include changes in vehicle position and vehicle orientation. Therefore, when determining the compensation amount, both the positional and angular changes of the vehicle within the preset compensation duration can be considered.

[0070] Specifically, the methods for determining the displacement compensation and vehicle steering angle compensation can be configured according to the vehicle type, motion control strategy, and actual application requirements, and there can be multiple implementation methods. For example, based on the vehicle's kinematics model, the vehicle's trajectory within a preset compensation time period can be predicted according to the vehicle's current steering state information, speed, and structural parameters, and the corresponding displacement compensation and vehicle steering angle compensation can be determined based on the prediction results. Alternatively, based on the correlation between the vehicle's historical motion state data and current motion state data, a pre-established motion state prediction model can be used to determine the vehicle's position and attitude changes within a preset time period in the future. Furthermore, the corresponding compensation amounts can also be directly obtained from the motion state parameters output by the vehicle control system.

[0071] Among them, the displacement compensation amount is used to characterize the amount of position change of the vehicle due to driving motion within a preset compensation time. This amount of change can be used to correct the positional relationship between the target object and the vehicle. The vehicle body steering angle compensation amount is used to characterize the amount of body orientation change of the vehicle due to steering motion within a preset compensation time. This amount of change can be used to correct the influence of vehicle attitude change on the direction of headlight illumination.

[0072] Step S140: Perform displacement compensation on the reference position information based on the displacement compensation amount, and determine the compensation shielding area based on the reference position information after displacement compensation.

[0073] After obtaining the displacement compensation amount of the vehicle within the preset compensation time, the position of the target object corresponding to the reference time can be corrected based on the displacement compensation amount to determine the position change of the target object relative to the vehicle caused by the vehicle's own movement.

[0074] Specifically, the reference position information of the target object can be adjusted based on the displacement compensation amount to obtain the compensated target object position information. This compensated target object position information characterizes the relative positional relationship between the target object and the vehicle after considering the influence of changes in the vehicle's own position. Since the vehicle does not maintain a fixed position during turning, directly using the target object position information obtained at the reference moment to determine the shading area may lead to a deviation between the target object position and the shading area during actual light output. Therefore, by performing displacement compensation on the reference position information, the target object position information can be made more consistent with the actual situation of the vehicle's future motion.

[0075] Furthermore, after obtaining the compensated target object location information, the corresponding occlusion area can be redefined based on this compensated location information to obtain the compensated occlusion area. The compensated occlusion area represents the occlusion range of the target object after considering vehicle position changes, reflecting the impact of position changes on ADB occlusion requirements during vehicle movement.

[0076] In one possible implementation, the occlusion range of the target object within the vehicle's headlight illumination range can be determined based on information such as the relative distance and direction between the compensated target object and the vehicle; alternatively, the corresponding compensated occlusion area can be determined based on the pre-configured mapping relationship between the target position and the occlusion area, according to the compensated target object's position information. This application does not limit the specific method for determining the compensated occlusion area.

[0077] Through the above processing, this step uses displacement compensation to correct the relative position change of the target object caused by vehicle movement, so that the determined compensation shading area can be closer to the actual shading requirements during vehicle turning, providing a basis for further eliminating the impact of vehicle body posture changes on the ADB shading area.

[0078] Step S150: Determine the displacement-compensated shading area based on the compensated shading area and the original shading area.

[0079] Because the motion state of a vehicle during steering is continuously changing, determining the shading area solely based on the compensated target position may not fully cover the target shading requirements before and after the vehicle's steering. Therefore, after obtaining the compensated shading area, multiple shading areas can be combined with the original shading area at the reference time to determine the shading area after displacement compensation.

[0080] Specifically, the vehicle can obtain the original occlusion area determined in step S120 and the compensated occlusion area determined in step S140, and based on the positional relationship and range relationship between the two, determine the displacement-compensated occlusion area that can simultaneously characterize the current target object position and the corresponding requirements of the predicted position.

[0081] The original occlusion area reflects the occlusion range determined based on the actual detection position of the target object at the start of vehicle steering compensation; the compensated occlusion area reflects the predicted occlusion range after considering changes in the vehicle's own motion. This embodiment, by combining the original and compensated occlusion areas, avoids the lack of occlusion range caused by relying solely on target position information at a single moment, ensuring that the determined occlusion area can accommodate both pre- and post-steering lighting control requirements.

[0082] In one possible implementation, a new occlusion range can be determined based on the original occlusion region and the compensated occlusion region through region fusion, range expansion, or other comprehensive region processing methods. For example, the union of the compensated occlusion region and the original occlusion region can be determined as the displacement-compensated occlusion region. This can simultaneously cover the occlusion requirements of the target object at both the reference position and the predicted position after displacement compensation, avoiding local omissions of the target due to using only a single compensation region, thereby improving the continuity and reliability of ADB occlusion during vehicle turning.

[0083] Step S160: Based on the vehicle's steering direction and body steering angle compensation, perform angle compensation on the displacement-compensated shading area to obtain the target shading area.

[0084] Understandably, during vehicle turning, not only does the vehicle's position change, but its orientation also changes. Since the direction of ADB headlight illumination is usually related to the vehicle's orientation, even if the occlusion deviation caused by the change in vehicle position is eliminated, the change in vehicle attitude may still lead to a discrepancy between the actual illumination area and the target area.

[0085] To address this, after obtaining the masked area after displacement compensation, the angle of this masked area can be further adjusted by combining the vehicle's steering direction and the vehicle's steering angle compensation. The vehicle's steering direction determines the adjustment direction corresponding to changes in vehicle orientation, and the vehicle's steering angle compensation characterizes the degree of attitude change experienced by the vehicle within a preset compensation period. By compensating the angle of the masked area after displacement compensation, the change in headlight illumination direction caused by changes in vehicle orientation can be corrected, ensuring that the adjusted masked area matches the vehicle's actual driving posture, thus obtaining the final target masked area used to control the lights.

[0086] In one possible implementation, the adjustment trend of the shading area can be determined based on the vehicle's steering direction, and the shading area can be rotated and adjusted based on the vehicle's steering angle compensation; alternatively, the spatial range corresponding to the shading area can be angularly mapped based on the vehicle's current attitude change information to obtain the adjusted target shading area.

[0087] Through the above processing method, this step further considers the impact of vehicle body posture changes on the ADB illumination range during vehicle turning, so that the target occlusion area can not only adapt to changes in vehicle position, but also to changes in vehicle orientation, achieving comprehensive compensation for the vehicle turning process and improving the occlusion accuracy of the ADB system in turning scenarios.

[0088] Step S170: Control the vehicle's lights according to the target occlusion area.

[0089] After determining the target occlusion area, a corresponding lighting control strategy can be generated based on this area to control the vehicle's lighting output to meet the current driving conditions. Specifically, the vehicle's lighting control module can acquire the spatial range corresponding to the target occlusion area and determine the area within the high beam illumination region that needs occlusion adjustment based on this spatial range. Subsequently, the lighting control module can send corresponding control commands to the vehicle's lighting system, causing the system to adjust its illumination state according to the target occlusion area.

[0090] The vehicle's lighting system can dynamically adjust the high beam illumination range according to control commands, creating a corresponding shielding effect in the area where the target object is located, while ensuring that other non-target areas can still receive effective lighting.

[0091] In summary, the automotive lighting control method proposed in this application, when the vehicle's turning state meets preset triggering conditions, uses the target reference position information and the original occlusion area corresponding to the turning occurrence as compensation references. It then combines the vehicle's turning state information and speed to determine the displacement compensation amount and the vehicle body steering angle compensation amount within a preset compensation time. Furthermore, by compensating the target reference position with the displacement compensation amount, the relative position change of the target caused by the vehicle's own position change during turning can be estimated, and the occlusion area after displacement compensation can be formed accordingly. Further, by combining the vehicle's turning direction and the vehicle body steering angle compensation amount to perform angle compensation on the occlusion area after displacement compensation, the impact of changes in vehicle orientation on the occlusion area can be corrected. Therefore, the target occlusion area can better adapt to the relative position and attitude changes during vehicle turning, reducing occlusion deviations caused by perception, processing, and lighting response delays, and improving the accuracy and stability of lighting occlusion control under vehicle turning conditions.

[0092] Next, other possible implementations of the automotive lighting control method proposed in this application will be described in detail through the following embodiments.

[0093] In this embodiment of the application, in order to avoid frequent activation of steering compensation when the vehicle is driving in a straight line, making slight turns or making minor adjustments to the steering wheel, which would cause unnecessary consumption of computing resources, the current steering state of the vehicle can be detected, and the preset triggering conditions can be determined based on the detection results.

[0094] The vehicle can acquire steering state information that characterizes the degree of steering change according to a preset detection cycle, and determine the amount of steering change within the corresponding time range based on this steering state information. The amount of steering change characterizes the degree of change in the vehicle's steering state within a certain time range and can be determined based on the steering parameters actually collected by the vehicle, such as changes in steering wheel angle, changes in the state of the steering actuator, or other information that reflects changes in vehicle steering.

[0095] In one possible implementation, the steering change within a first time window and a second time window can be acquired at the current detection moment. The first time window is shorter than the second time window; the first time window reflects rapid steering changes within a short period, while the second time window reflects continuous steering changes over a longer period. By simultaneously setting detection windows with different time scales, the impact of both rapid and continuous steering maneuvers on the ADB (Autonomous Driving Optical Mapping) occlusion area can be considered.

[0096] Furthermore, the first steering change corresponding to the first time window can be compared with a first trigger threshold, and the second steering change corresponding to the second time window can be compared with a second trigger threshold. The first and second trigger thresholds are used to determine whether the current degree of vehicle steering change reaches a level requiring steering compensation. When the first steering change is greater than the first trigger threshold, or the second steering change is greater than the second trigger threshold, it indicates that the vehicle currently exhibits a significant steering trend, and the vehicle may experience substantial positional or body posture changes during subsequent driving. At this point, it can be determined that the vehicle's steering state meets the preset trigger conditions, and the steering compensation process is initiated.

[0097] Conversely, when the first steering change is not greater than the first activation threshold and the second steering change is not greater than the second activation threshold, it indicates that the current steering change of the vehicle is small. The original ADB occlusion area determined based on the current vehicle state can still meet the occlusion requirements of the target object. Therefore, the vehicle steering state can continue to be detected without activating steering compensation.

[0098] Through the above detection method, the embodiments of this application can use the steering change amount at different time scales to jointly determine whether the vehicle has entered a steering state that requires compensation, so that the steering compensation mechanism can be triggered according to the actual movement change of the vehicle, avoiding the compensation function from starting too early or missing obvious steering scenarios, thereby improving the applicability and stability of steering compensation control.

[0099] In this embodiment, after the vehicle enters the steering compensation state, the vehicle's steering state does not remain significantly unchanged. When the vehicle completes the steering operation, the steering trend weakens, or the vehicle gradually returns to a stable driving state, continuing to perform steering compensation may lead to a mismatch between the compensation result and the actual vehicle motion state. Therefore, after steering compensation is initiated, the vehicle's current steering state can be continuously monitored, and a decision can be made based on the monitoring results to exit steering compensation.

[0100] Specifically, after steering compensation is initiated, the vehicle can continuously acquire vehicle steering status information according to a preset detection cycle, and recalculate the first steering change within the first time window and the second steering change within the second time window based on the updated steering status information. The first and second time windows can correspond to the detection window used when steering compensation is initiated, respectively reflecting the vehicle's steering changes in a short period of time and the steering change trend over a longer period of time.

[0101] Furthermore, after obtaining the updated first and second steering change values, they can be compared with their corresponding exit thresholds to determine whether the vehicle is still in a state requiring steering compensation. The first exit threshold is used to determine whether the vehicle's steering change has weakened over a short timescale, while the second exit threshold is used to determine whether the vehicle continues to exhibit a sustained steering trend over a longer timescale.

[0102] In one possible implementation, when the updated first steering change is less than the first exit threshold and the updated second steering change is less than the second exit threshold, it can be determined that the current steering change of the vehicle has been reduced and no longer meets the requirement to continue performing steering compensation. Therefore, the steering compensation state is exited and the normal ADB control mode based on the current target object position to determine the occlusion area is restored.

[0103] To avoid frequent switching between compensation activation and deactivation conditions, this application sets a first deactivation threshold lower than a first activation threshold, and a second deactivation threshold lower than a second activation threshold. In other words, the vehicle needs to experience a significant change in steering to activate steering compensation, and it will only deactivate steering compensation once the steering change decreases to a smaller degree, thus forming a compensation control mechanism with hysteresis characteristics.

[0104] By using the above continuous detection method, the duration of steering compensation can be dynamically adjusted according to the real-time steering status of the vehicle. This ensures that steering compensation is only activated when there is a significant steering impact on the vehicle and is deactivated in a timely manner after the steering impact on the vehicle decreases, thus avoiding long-term occupation of computing resources. At the same time, it ensures that the ADB system can adaptively adjust according to the actual motion state of the vehicle.

[0105] By continuously monitoring the vehicle's steering state, it can be determined whether the vehicle has entered or exited the steering compensation state. When the vehicle's steering state meets the preset trigger conditions, it indicates that there may be significant changes in position and body posture during the subsequent movement of the vehicle. At this time, steering compensation can be activated, and the compensation process described in the aforementioned embodiment can be further executed. Specifically, after steering compensation is activated, the operations described in steps S120-S170 can be performed.

[0106] In one possible implementation, refer to Figures 4 to 6 The steering state information may include the steering wheel angle. Then, step S130, which determines the displacement compensation amount and body steering angle compensation amount of the vehicle within a preset compensation time based on the steering state information and the vehicle speed, can be achieved by performing equivalent geometric modeling on the vehicle steering process to determine the displacement compensation amount and body steering angle compensation amount of the vehicle within the preset compensation time.

[0107] Specifically, the process may include: converting the steering wheel angle into the vehicle's equivalent steering angle, which is the steering angle of the virtual wheels determined by the equivalent steering angle of the vehicle's two front wheels; calculating the vehicle's turning radius based on the equivalent steering angle and the vehicle's wheelbase; obtaining the vehicle's body steering angle compensation amount within the preset compensation time based on the turning radius, vehicle speed, and preset compensation time; and calculating the vehicle's lateral and longitudinal movement distances within the preset compensation time based on the body steering angle compensation amount and the turning radius.

[0108] like Figure 4As shown, when a vehicle turns, since the two front wheels are located on the inner and outer sides of the vehicle's turning trajectory, respectively, the actual steering angles of the two front wheels are not the same. The steering angle of the inner front wheel is slightly larger than that of the outer front wheel, and correspondingly, the turning radii of the two front wheels also differ. The perpendicular lines corresponding to the steering directions of the two front wheels can point to the turning center of the vehicle, which is located in the direction of the rear wheel axis. If the vehicle motion is calculated directly using the steering angles of the two front wheels separately, the difference in steering angle between the two wheels needs to be considered simultaneously. To facilitate a unified description of the overall steering state of the vehicle, this application can equate the two front wheels to a virtual wheel located in the lateral center of the vehicle. This virtual wheel can be understood as a "unified wheel," that is, the different actual steering states of the two front wheels during the vehicle's turning process are equivalent to a single virtual front wheel that can characterize the overall steering state of the vehicle. The perpendicular line corresponding to the steering direction of this virtual wheel points to the same turning center of the vehicle as the perpendicular lines corresponding to the steering directions of the two actual front wheels, and intersects with the rear wheel axis. Therefore, the steering angle corresponding to this virtual wheel can be used as the equivalent steering angle γ of the vehicle.

[0109] Specifically, the steering wheel angle ω can be converted into an equivalent steering angle γ based on the steering wheel angle ω and the pre-calibrated conversion relationship between the steering wheel angle and the equivalent steering angle. For example, the ratio between the steering wheel angle and the equivalent steering angle can be 18:1, i.e., γ = ω / 18. For instance, when the steering wheel angle ω is 360°, the corresponding equivalent steering angle γ can be 20°. It should be noted that the above ratio is only an example; different vehicle models can be calibrated and adjusted according to parameters such as the vehicle's steering system and steering ratio, and are not limited to a fixed 18:1.

[0110] Furthermore, still referring to Figure 4After determining the equivalent steering angle γ, the vehicle's turning radius R can be determined by combining it with the vehicle's wheelbase d. Here, d is the longitudinal distance between the front and rear axles, R represents the turning radius corresponding to the equivalent virtual wheel; R1 represents the turning radius corresponding to the outer front wheel, and R2 represents the turning radius corresponding to the inner front wheel; γ1 represents the actual steering angle of the outer front wheel, and γ2 represents the actual steering angle of the inner front wheel. When the vehicle turns, the inner and outer front wheels move along circular arc trajectories of different radii, and the perpendicular lines corresponding to the steering directions of each front wheel point to the same turning center, which is located on the extension line of the rear wheel axle. Since the outer front wheel is farther from the turning center and the inner front wheel is closer, R1 > R > R2; correspondingly, the required steering angle of the inner front wheel is greater than that of the outer front wheel, and the equivalent steering angle γ of the equivalent virtual wheel lies between the two, i.e., γ2 > γ > γ1. By setting an equivalent virtual wheel between the two actual front wheels, the steering radius R corresponding to this virtual wheel can be used to uniformly represent the overall steering trajectory of the vehicle, without needing to perform motion calculations for the two front wheels separately based on R1 and R2. Figure 4 The geometric relationship shown, the geometric relationship between the steering direction corresponding to the equivalent virtual wheel and the turning center can be expressed as the following equation (1).

[0111] (1)

[0112] Therefore, the steering operation represented by the steering wheel angle can be converted into the steering radius corresponding to the overall motion trajectory of the vehicle.

[0113] like Figure 5 As shown, after obtaining the vehicle's turning radius, the vehicle's steering angle compensation amount θ can be further determined based on the vehicle's motion relationship along the turning trajectory within a preset compensation time. Figure 5 In this diagram, W represents the track width between the two front wheels; α represents the steering angle of the outer front wheel relative to the longitudinal direction of the vehicle; and β represents the steering angle of the inner front wheel relative to the longitudinal direction of the vehicle. Since the turning radius of the inner front wheel is smaller than that of the outer front wheel during a turn, β > α. R1 and R1′ represent the radial lines connecting the outer front wheel at two different moments during the turn, and R2 and R2′ represent the radial lines connecting the inner front wheel at two different moments. When the vehicle moves with an approximately fixed turning radius, the turning radius of the same front wheel remains essentially unchanged before and after the turn; that is, R1 and R1′ correspond to the same turning radius of the outer front wheel, and R2 and R2′ correspond to the same turning radius of the inner front wheel.

[0114] Furthermore, Figure 5The upper part shows the change in the front axle attitude of the vehicle after a preset compensation period. The front axle rotates from its initial direction before steering to a new direction, and the angle θ formed between the two represents the overall change in the vehicle's steering angle within that preset compensation period. Correspondingly, viewed from the vehicle's turning center, the radial direction corresponding to the outer front wheel changes from α to α+θ, and the radial direction corresponding to the inner front wheel changes from β to β+θ. That is, the radial directions corresponding to both front wheels rotate θ with the overall vehicle body, while the wheelbase W between the two front wheels and the vehicle's wheelbase d remain unchanged. Therefore, although the inner and outer front wheels have different steering angles α and β and different turning radii, they produce the same body attitude change angle θ around the same turning center within the same motion time. Thus, the vehicle's steering angle change can be calculated uniformly using the vehicle's equivalent turning radius.

[0115] Specifically, within a preset compensation time T, the vehicle moves at speed V along the corresponding turning trajectory, and the arc distance traversed along the turning trajectory can be expressed as L = V × T. Combined with... Figure 4 The determined vehicle equivalent turning radius R can be used to determine the vehicle body turning angle compensation θ based on the relationship between the arc length and the central angle. When expressed in radians, it can be expressed as the following formula (2).

[0116] (2)

[0117] When angles are required, the corresponding radian values ​​can be further converted into angle values. For example, if the vehicle wheelbase d is 3m, the vehicle speed V is 50km / h, and the steering wheel left turn angle ω is 360°, then the equivalent steering angle γ is 20°, and the vehicle turning radius R is approximately 8.77m. When the preset compensation time T is 50ms, the change in the vehicle's steering angle within that compensation time is approximately 4.5369°.

[0118] Further reference Figure 6 After determining the vehicle steering angle compensation amount θ, the displacement change of the vehicle within a preset compensation time can be determined based on the geometric relationship during the vehicle's steering process. Here, R' represents the equivalent steering radius of the vehicle after the preset compensation time. Since the vehicle moves along an arc trajectory within the preset compensation time, the center W of the vehicle's front wheel axle moves from its initial position to its post-steering position, and the post-steering front wheel axle direction rotates by an angle θ relative to the initial front wheel axle direction. Therefore, based on the geometric positional relationship before and after steering, the positional change generated by the overall vehicle motion can be decomposed into displacements in the lateral and longitudinal directions.

[0119] Among them, lateral movement distance The change in position of the vehicle's front axle center W in the lateral direction can be determined based on the difference in projection of the post-steering position relative to the original position in the lateral direction; longitudinal movement distance. This represents the change in position of the vehicle's front axle center W along the vehicle's longitudinal direction, which can be determined based on the difference in projection between the post-steering position and the original position in the longitudinal direction. By combining the equivalent steering angle γ, the steering radius R, and the vehicle's steering angle compensation θ, the spatial motion of the vehicle along the turning trajectory can be converted into a lateral movement distance in the vehicle coordinate system. Can move longitudinal distance For details, please refer to the following formula (3).

[0120] (3)

[0121] and lateral movement distance and longitudinal movement distance As the displacement compensation amount corresponding to the vehicle within the preset compensation time, it provides a basis for motion parameters for subsequent compensation of the target object's position based on the vehicle's own motion.

[0122] Through the above processing, the vehicle steering operation can be sequentially converted into equivalent steering angle, vehicle steering radius, body steering angle compensation amount within a preset compensation time, and lateral and longitudinal movement distance by using steering wheel angle and vehicle speed. This allows for the simultaneous acquisition of displacement compensation amount to characterize changes in vehicle position and body steering angle compensation amount to characterize changes in vehicle orientation, providing a basis for motion parameters for subsequent displacement compensation and angle compensation in the ADB occlusion area.

[0123] In the above embodiments, the lateral and longitudinal movement distances calculated based on the vehicle's steering motion relationship can be used as the lateral and longitudinal displacement compensation amounts corresponding to the vehicle within a preset compensation time, respectively. The aforementioned lateral and longitudinal directions can be determined based on the vehicle coordinate system; for example, the vehicle's driving direction can be used as the longitudinal direction, and the direction perpendicular to the vehicle's driving direction can be used as the lateral direction. Therefore, after obtaining the displacement change corresponding to the vehicle's own motion, the displacement compensation amount from step S130 can be further used to compensate for the displacement of the target object position detected at the reference time, thereby determining the predicted position of the target object relative to the vehicle after the preset compensation time, and performing displacement compensation for the ADB occlusion area accordingly.

[0124] In one possible implementation, step S130, which involves performing displacement compensation on the reference position information based on the displacement compensation amount and determining the compensation occlusion area based on the displacement-compensated reference position information, may include: compensating the lateral and longitudinal positions of the target object relative to the vehicle in the reference position information based on the lateral and longitudinal displacement compensation amounts to obtain the compensated position information of the target object relative to the vehicle; and determining the compensation occlusion area based on the compensated position information of the target object relative to the vehicle.

[0125] Specifically, refer to Figure 7 The reference position information of the target object can be used to characterize the positional relationship between the target object and the vehicle at a reference time. For example, the target object can be detected by sensing devices such as cameras installed on the vehicle, and the position of the target object output by the sensing devices can be transformed into the vehicle coordinate system to obtain the corresponding lateral and longitudinal positions of the target object. The lateral position characterizes the degree of lateral offset of the target object relative to the longitudinal center direction of the vehicle, and the longitudinal position characterizes the relative distance between the target object and the vehicle along the vehicle's direction of travel. Optionally, the relevant position of the target object can be obtained through a camera IFC, and the corresponding ADB occlusion range can be further determined based on this position.

[0126] Because the vehicle moves laterally and longitudinally within the preset compensation time, even if the target object's own position remains unchanged, its relative position in the vehicle coordinate system will change with the vehicle's movement. Based on this, the lateral and longitudinal positions in the target object's baseline position information can be corrected accordingly based on the lateral and longitudinal displacement compensation amounts, yielding the compensated position information of the target object relative to the vehicle. It is understood that this displacement compensation does not change the actual position of the target object itself, but rather, based on the target object detected at the baseline time, it considers the vehicle's expected displacement within the preset compensation time to calculate the predicted position of the target object relative to the moved vehicle.

[0127] like Figure 7 As shown, the target object detected at the reference time can be understood as the original target, and a corresponding compensated target can be constructed based on the lateral and longitudinal displacement compensation amounts. This compensated target represents the predicted position of the original target in the vehicle coordinate system after considering the vehicle's own motion.

[0128] Furthermore, after obtaining the compensated position information of the target object relative to the vehicle, the compensated occlusion area corresponding to the target object within the vehicle's headlight illumination range can be determined based on this position information. For example, the spatial orientation of the target object relative to the vehicle's headlight reference direction and the corresponding occlusion range can be determined based on the compensated relative position of the target object, and this occlusion range can be used as the compensated occlusion area. This compensated occlusion area is different from the original occlusion area corresponding to the reference time; it reflects the headlight occlusion requirement corresponding to the predicted position of the target object after considering the vehicle's own displacement within a preset compensation time.

[0129] Using the above method, the lateral and longitudinal movement distances calculated from the vehicle's motion can be further applied to the target object's reference position information. This converts the vehicle's own displacement into the target object's position relative to the moved vehicle, and determines the corresponding compensation occlusion area based on this position. Therefore, compensation can be made for the target's relative position shift caused by the vehicle's own position change during turning, providing a basis for further determining the displacement-compensated occlusion range based on the original occlusion area and the compensation occlusion area.

[0130] In the above embodiments, by using lateral and longitudinal displacement compensation amounts, displacement compensation can be performed on the relative position change of the target object caused by the vehicle's own position change during vehicle turning, and a displacement-compensated shading area can be obtained. However, during actual vehicle turning, the vehicle not only undergoes translational motion, but its orientation also changes with the turning process. Since ADB lighting devices are usually installed on the vehicle body and change their illumination direction with the overall vehicle attitude, position compensation alone may not be able to completely eliminate the shading deviation caused by vehicle turning. Based on this, this application further performs angle compensation on the displacement-compensated shading area in step S150, based on the vehicle's turning direction and the vehicle body turning angle compensation amount, to correct the impact of vehicle attitude changes on the lighting area.

[0131] In one possible implementation, step S150, the process of performing angle compensation on the displacement-compensated shielding area based on the vehicle's steering direction and the vehicle body steering angle compensation amount to obtain the target shielding area, includes: determining the boundary on the side opposite to the steering direction in the displacement-compensated shielding area as the target side boundary based on the vehicle's steering direction; performing angle compensation on the target side boundary based on the vehicle body steering angle compensation amount, while keeping the other side boundary of the displacement-compensated shielding area unchanged, to obtain the target shielding area.

[0132] Specifically, since the vehicle body rotates around the vehicle's steering center during the steering process, and the direction of the vehicle body orientation change is different for different steering directions, the target side boundary that needs to be adjusted in the shading area after displacement compensation can be determined first based on the vehicle's current steering direction.

[0133] like Figure 8As shown, when a vehicle turns in different directions, the change in the vehicle's orientation causes the headlight beam direction to shift in the corresponding direction. To make the compensated shielding area more consistent with the actual attitude changes of the vehicle, the boundary on the side opposite to the turning direction can be determined as the target side boundary based on the vehicle's turning direction, and the angle of this target side boundary can be adjusted. For example, when the vehicle turns right, the vehicle's orientation changes to the right, and the boundary on the side opposite to the right turn direction in the displacement-compensated shielding area is more significantly affected by the vehicle's rotation; therefore, the left boundary can be determined as the target side boundary. When the vehicle turns left, the other side of the shielding area, i.e., the right boundary, can be determined in a similar way as the target side boundary.

[0134] Furthermore, after determining the target side boundary, angle compensation can be performed on the target side boundary based on the vehicle steering angle compensation amount. The vehicle steering angle compensation amount characterizes the change in vehicle attitude caused by steering motion within a preset compensation period. By applying this vehicle steering angle compensation amount to the target side boundary, the shading direction corresponding to that boundary can be adjusted according to changes in vehicle attitude.

[0135] In one possible implementation, to achieve precise angle adjustment of the target side boundary, the tangent value corresponding to the angle can be calculated. Specifically, the tangent value of the boundary angle corresponding to the target side boundary and the tangent value of the angle corresponding to the vehicle steering angle compensation amount can be obtained. The boundary angle corresponding to the target side boundary is used to characterize the angular relationship between the boundary of the shading area after current displacement compensation and the vehicle reference direction, while the angle corresponding to the vehicle steering angle compensation amount is used to characterize the attitude change angle of the vehicle within a preset compensation time.

[0136] Furthermore, based on the sum-angle relationship of the tangent function, the tangent value of the boundary angle corresponding to the target side boundary and the tangent value of the angle corresponding to the vehicle steering angle compensation can be calculated to obtain the tangent value corresponding to the target side boundary after compensation. Specifically, if the boundary angle corresponding to the target side boundary is s and the angle corresponding to the vehicle steering angle compensation is θ, then the tangent value corresponding to the compensated boundary angle can be expressed as the following formula (4).

[0137] (4)

[0138] Wherein, tan(s) represents the tangent of the corresponding boundary angle before target side boundary compensation, tan(θ) represents the tangent of the angle corresponding to the vehicle steering angle compensation, and tan(s+θ) represents the tangent of the target side boundary after angle compensation.

[0139] By using tangent values ​​for angle compensation, we can avoid directly calculating the spatial rotation of the shading area boundary. Instead, we can directly obtain the compensated boundary angle parameters based on the angle parameter expression method commonly used in ADB control, which makes it easier to determine the corresponding lighting control range based on the target shading area.

[0140] It should be noted that this application does not perform a rotational adjustment on the entire shading area after displacement compensation. Instead, based on the vehicle's steering direction, it only performs angle compensation on the boundary side more significantly affected by changes in vehicle attitude, while keeping the other boundary unchanged. This corrects the shading offset caused by vehicle rotation and avoids unnecessary changes in the shading range of non-target areas due to overall adjustment.

[0141] In one possible implementation, the angle compensation direction can be determined based on the vehicle's steering direction, and the boundary adjustment range can be determined based on the vehicle's steering angle compensation amount, adjusting the target side boundary from its pre-compensation position to the corresponding angle position; at the same time, the other side boundary in the displacement-compensated shielding area that is not the target side boundary remains unchanged, thereby forming the angle-compensated target shielding area.

[0142] By using the above method, after completing the displacement compensation corresponding to the vehicle position change, the shading area is then adjusted according to the direction of the vehicle steering direction and the body steering angle compensation, so that the final determined target shading area can adapt to both the vehicle position change and the body orientation change, thereby improving the accuracy and continuity of ADB shading control under vehicle steering conditions.

[0143] Next, based on the flowcharts shown in Figures 9(a) and 9(b), taking the scenario of triggering ADB steering compensation during nighttime curve driving as an example, the complete technical solution of this application will be illustrated by way of example.

[0144] As shown in Figure 9(a), the vehicle activates the Adaptive High Beam (ADB) function in a nighttime road environment. When a target object, such as a vehicle traveling in the same direction, is present in front of the vehicle, the vehicle's cameras and other environmental perception devices continuously detect the position of the target object and determine the original shielding area corresponding to the current high beam based on the target object's position relative to the vehicle, so as to avoid the high beam directly illuminating the target object.

[0145] Before the vehicle enters a curve, the vehicle's lighting control module continuously acquires the steering wheel angle ω and the direction of change of the steering wheel angle, sign. The steering wheel angle ω represents the driver's current steering input, while the sign represents the vehicle's current steering direction. For example, when sign indicates a left turn, the steering wheel angle ω can be converted to a negative value; when sign indicates a right turn, the steering wheel angle ω can be converted to a positive value, thus uniformly representing the vehicle's steering direction and steering amplitude.

[0146] Subsequently, the vehicle lighting control module can determine the vehicle's current steering state based on the current steering wheel angle value ω and the steering wheel angle change Δω. Specifically, it can acquire the first steering change within a short time window and the second steering change within a long time window, and compare them with the corresponding activation thresholds. For example, if the steering wheel angle change exceeds the first activation threshold by 0.1 degrees within a short time window of 10 ms, or exceeds the second activation threshold by 0.5 degrees within a long time window of 100 ms, it can be considered that the vehicle is performing a significant steering operation, and the vehicle's steering state meets the preset trigger conditions, at which point steering compensation is activated.

[0147] When the vehicle initiates steering compensation, the vehicle lighting control module obtains the current vehicle status information, including the steering wheel angle, the amount of change in steering wheel angle, and the vehicle speed V, and calculates the amount of motion change of the vehicle within the preset compensation time based on the above information.

[0148] Specifically, as shown in Figure 9(b), the two front wheels of the vehicle can first be considered as a single virtual wheel, i.e., a single wheel, and the steering angle corresponding to this virtual wheel is taken as the equivalent steering angle γ corresponding to the overall steering state of the vehicle. Further, the steering radius of the vehicle can be calculated based on the equivalent steering angle γ and the vehicle wheelbase, and the change in the vehicle's steering angle θ during the compensation time can be calculated based on the steering radius, vehicle speed V, and preset compensation duration. Simultaneously, the lateral movement distance Δx and longitudinal movement distance Δy of the vehicle during the preset compensation duration can be calculated based on the vehicle's equivalent steering angle γ and the change in the vehicle's steering angle θ.

[0149] After obtaining the vehicle's lateral movement distance Δx and longitudinal movement distance Δy, the vehicle lighting control module can compensate for the position of the target object based on these displacement changes. Specifically, it first obtains the reference position of the target object at the moment of steering compensation triggering, including the horizontal distances Dist_Hor_S1 and Dist_Hor_S3 and the longitudinal distances Dist_Ver_S1 and Dist_Ver_S3 relative to the vehicle. Here, S1 and S3 can represent different boundary positions of the occlusion area corresponding to the target object.

[0150] Subsequently, based on the lateral movement distance Δx and longitudinal movement distance Δy generated during the vehicle's turning process, the position of the aforementioned target object is compensated to obtain the compensated position of the target object relative to the vehicle, including the compensated horizontal distances Dist_Hor_Comp_S1 and Dist_Hor_Comp_S3 and the compensated longitudinal distances Dist_Ver_Comp_S1 and Dist_Ver_Comp_S3.

[0151] Based on the compensated target object position, the tangent values ​​tans1 and tans3 of the corresponding shading area boundary can be further calculated to obtain the compensated shading area considering the vehicle position change. Furthermore, to avoid losing the original shading area by using only the compensated shading area, the compensated shading area can be merged with the original shading area to obtain a displacement-compensated shading area that covers both the original target object position and the compensated shading area.

[0152] After displacement compensation, the vehicle lighting control module further performs angle compensation to eliminate the impact of vehicle body posture changes on the ADB illumination direction. Specifically, the boundary of the shading area that needs adjustment can be determined based on the vehicle's current turning direction. For example, when the vehicle turns left, the right shading boundary can be determined as the target side boundary that needs adjustment; when the vehicle turns right, the left shading boundary can be determined as the target side boundary that needs adjustment.

[0153] Subsequently, the target side boundary is adjusted based on the vehicle steering angle compensation amount θ. The tangent value of the corresponding boundary angle of the target side boundary, tans1 or tans3, can be obtained, and combined with the tangent value of the angle corresponding to the vehicle steering angle compensation amount, tanθ, the tangent value of the compensated boundary angle is calculated based on the tangent function and angular relationships. For example, when the vehicle turns left, the boundary of the left-side obscured area can be kept unchanged, and the boundary of the right-side obscured area can be angle-compensated so that the compensated right-side boundary angle satisfies tan(s3+θ). When the vehicle turns right, the boundary of the right-side obscured area can be kept unchanged, and the boundary of the left-side obscured area can be angle-compensated so that the compensated left-side boundary angle satisfies tan(s1+θ).

[0154] After angle compensation is completed, the final target occlusion area is obtained and output to the vehicle lighting control module. The vehicle lighting control module determines the lighting area that needs to be adjusted based on the target occlusion area, and controls the matrix LED lighting units to turn off, reduce brightness, or adjust the corresponding luminous area, so that the area where the target object is located remains occluded, while ensuring that other areas maintain normal high beam illumination.

[0155] In addition, during the steering compensation process, the vehicle lighting control module can continuously monitor the vehicle's steering status. As shown in Figure 9(a), when the steering change is less than the first exit threshold of 0.05 degrees within the updated first time window of 10 ms, and the steering change is less than the second exit threshold of 0.3 degrees within the second time window of 100 ms, it indicates that the vehicle has completed the obvious steering process. At this time, the steering compensation state can be exited and the normal ADB control mode can be restored.

[0156] Through the above application examples, this application decomposes the occlusion deviation caused by vehicle steering into two factors: vehicle position change and vehicle body posture change, and corrects them respectively through displacement compensation and angle compensation. This enables the ADB system to dynamically adjust the occlusion area during vehicle cornering, reducing the occlusion deviation caused by vehicle steering, target detection delay, and light response delay, and improving the accuracy and stability of light control in vehicle steering scenarios.

[0157] In addition to the aforementioned automotive lighting control method, this application also proposes an adaptive high beam system. This adaptive high beam system includes a lighting device and a lighting control module. The lighting control module can execute the automotive lighting control method described in the above embodiments, acquire relevant data such as vehicle steering state information and target object position information, and determine the target occlusion area based on the position and attitude changes during vehicle steering. It further controls the lighting device to output lighting effects corresponding to the target occlusion area. By applying the aforementioned automotive lighting control method to the adaptive high beam system, the lighting device can dynamically adjust the occlusion range during vehicle steering, improving the accuracy of the ADB system's lighting control in complex driving scenarios such as curves.

[0158] Furthermore, this application also proposes a vehicle including the aforementioned adaptive high beam system. This vehicle can achieve ADB adaptive compensation control during turning through its onboard lighting devices and lighting control module. During vehicle operation, the adaptive high beam system can dynamically adjust the high beam obstruction area according to the current turning state, ensuring effective obstruction of the target area while maintaining good lighting for other road areas, thereby improving the lighting control effect during nighttime driving.

Claims

1. A method for controlling automotive lighting, characterized in that, include: When the vehicle's steering state meets the preset triggering conditions, the vehicle's steering state information, vehicle speed, reference position information of the target object at a reference time, and the original occlusion area corresponding to the reference position information are obtained. The reference time is the time when the vehicle's steering state meets the preset triggering conditions. Based on the steering state information and the vehicle speed, determine the displacement compensation amount and the vehicle body steering angle compensation amount of the vehicle within the preset compensation time. The reference position information is compensated for displacement based on the displacement compensation amount, and the compensation shading area is determined based on the reference position information after displacement compensation. Based on the compensated shading area and the original shading area, the shading area after displacement compensation is determined; Based on the vehicle's steering direction and the vehicle body steering angle compensation amount, the angle compensation is performed on the displacement-compensated shading area to obtain the target shading area; The vehicle's lights are controlled according to the target occlusion area.

2. The automotive lighting control method according to claim 1, characterized in that, The displacement compensation includes lateral displacement compensation and longitudinal displacement compensation; The process of performing displacement compensation on the reference position information based on the displacement compensation amount, and determining the compensation occlusion area based on the displacement-compensated reference position information, includes: Based on the lateral displacement compensation amount and the longitudinal displacement compensation amount, the lateral and longitudinal positions of the target object relative to the vehicle in the reference position information are compensated to obtain the compensated position information of the target object relative to the vehicle. The compensated occlusion area is determined based on the position information of the target object relative to the vehicle after compensation.

3. The automotive lighting control method according to claim 1, characterized in that, The process of determining the displacement-compensated shading area based on the compensated shading area and the original shading area includes: The union of the compensated shading area and the original shading area is determined as the shading area after displacement compensation.

4. The automotive lighting control method according to claim 1, characterized in that, The process of performing angle compensation on the displacement-compensated shielding area based on the vehicle's steering direction and the vehicle body steering angle compensation to obtain the target shielding area includes: Based on the vehicle's steering direction, the boundary of the shielded area after displacement compensation on the side opposite to the steering direction is determined as the target side boundary; The target side boundary is compensated based on the vehicle body steering angle compensation amount, and the other side boundary of the shading area after displacement compensation remains unchanged to obtain the target shading area.

5. The automotive lighting control method according to claim 4, characterized in that, The process of compensating the target side boundary based on the vehicle steering angle compensation includes: Obtain the tangent value of the boundary angle corresponding to the target side boundary and the tangent value of the angle corresponding to the vehicle body steering angle compensation amount; Based on the sum-angle relationship of the tangent function, the tangent value of the boundary angle corresponding to the target side boundary and the tangent value of the angle corresponding to the vehicle body steering angle compensation amount are calculated to obtain the tangent value corresponding to the target side boundary after compensation.

6. The automotive lighting control method according to claim 1, characterized in that, The steering state information includes the steering wheel angle. Based on the steering state information and the vehicle speed, the process of determining the vehicle's displacement compensation and body steering angle compensation within a preset compensation time period includes: The steering wheel angle is converted into the equivalent steering angle of the vehicle, which is the steering angle of the virtual wheel determined based on the two front wheels of the vehicle. The turning radius of the vehicle is calculated based on the equivalent steering angle and the wheelbase of the vehicle. The vehicle body steering angle compensation amount within the preset compensation time period is obtained based on the turning radius, the vehicle speed, and the preset compensation time period; Based on the vehicle body steering angle compensation amount and the steering radius, the lateral and longitudinal movement distances of the vehicle within the preset compensation duration are calculated.

7. The automotive lighting control method according to any one of claims 1-6, characterized in that, The process of detecting whether the vehicle's steering state meets the preset triggering condition includes: At the current detection time, the first steering change amount within the first time window and the second steering change amount within the second time window are obtained, where the first time window is shorter than the second time window. If the first steering change is greater than the first activation threshold, or the second steering change is greater than the second activation threshold, then the vehicle's steering state is determined to meet the preset triggering condition, and steering compensation for the vehicle's lights is initiated; otherwise, the detection continues.

8. The automotive lighting control method according to claim 7, characterized in that, After the steering compensation is initiated, the method further includes: According to the preset detection cycle, update the first steering change amount within the first time window and the second steering change amount within the second time window; If the updated first steering change is less than the first exit threshold and the updated second steering change is less than the second exit threshold, then the steering compensation is terminated, wherein the first exit threshold is less than the first start threshold and the second exit threshold is less than the second start threshold.

9. An adaptive high beam system, characterized in that, include: Lighting fixtures and lighting control modules; The lighting control module is used to implement the automotive lighting control method according to any one of claims 1-8, so as to control the lighting device.

10. A vehicle, characterized in that, Including the adaptive high beam system as described in claim 9.

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