Vehicle-mounted panoramic camera, vehicle monitoring system and vehicle

Abstract

The utility model discloses a vehicle-mounted panoramic camera, a vehicle monitoring system and an automobile. The vehicle-mounted panoramic camera comprises a panoramic annular lens and an image sensor. Wherein the image sensor is located on the image side of the panoramic annulus lens, and wherein the panoramic annulus lens comprises a panoramic annulus head unit and a subsequent lens group arranged from the object side to the image side.

Description

Technical Field

[0001] This application relates to the field of automotive monitoring technology, and in particular to an in-vehicle panoramic camera, a vehicle monitoring system, and an automobile. Background Technology

[0002] The automotive industry is developing rapidly, and various video monitoring systems are used in vehicles, such as DVRs (Dashcams), DMSs (Driver Monitoring Systems), and OMSs (Occupant Monitoring Systems). These video monitoring systems are all equipped with corresponding cameras. For example, DVRs use forward-facing cameras, installed inside or outside the vehicle cabin, to record video and audio of the entire driving process. DMS cameras are mounted facing the driver's area inside the cabin to capture video of the driver. OMS cameras are mounted facing the non-driver's area inside the cabin to capture video of passengers.

[0003] However, existing video monitoring systems for vehicles use cameras that are independently configured, with limited functionality and cannot be integrated. This leads to an increase in the total number of cameras on the vehicle, higher costs, more in-vehicle communication channels, and greater computational demands when processing the video data captured by the cameras.

[0004] The existing technology for vehicle video monitoring systems addresses the problem that each camera is independently installed, with limited functionality and no ability to be integrated. This leads to an increase in the total number of cameras in the vehicle, higher costs, more in-vehicle communication channels, and greater computational demands for processing the video data collected by the cameras. Currently, no effective solution has been proposed. Utility Model Content

[0005] This invention provides a vehicle-mounted panoramic camera, a vehicle monitoring system, and a vehicle, addressing at least the technical problems of existing video monitoring systems for vehicles, where each camera is independently installed, has a single function, and cannot be integrated. This leads to an increase in the total number of cameras in the vehicle, higher costs, more in-vehicle communication channels, and greater computational power consumption when processing the video data collected by the cameras.

[0006] According to one aspect of this application, a vehicle-mounted panoramic camera is provided, comprising: a panoramic ring lens and an image sensor. The image sensor is located on the image-side of the panoramic ring lens, and the panoramic ring lens includes a panoramic ring head unit and a subsequent lens group arranged from the object-side to the image-side.

[0007] According to another aspect of this application, a vehicle monitoring system is provided, comprising: an in-vehicle panoramic camera as described above, and a processor device communicatively connected to the in-vehicle panoramic camera.

[0008] According to another aspect of this application, an automobile is provided, including the vehicle monitoring system described above.

[0009] Therefore, the vehicle-mounted panoramic camera provided in this application embodiment includes a panoramic surround lens and an image sensor, with the image sensor located on the image side of the panoramic surround lens. Thus, the vehicle-mounted panoramic camera can capture panoramic surround video images of the vehicle. This integrates the three functions of DMS (Driver Monitoring System), OMS (Occupant Monitoring System), and DVR (Dashcam) into a single vehicle-mounted panoramic camera within the limited space of a vehicle environment. This solves the technical problem in the prior art where each video monitoring system for a vehicle is independently configured, with limited functionality and no ability to be integrated. This leads to an increase in the total number of cameras in the vehicle, higher costs, more in-vehicle communication channels, and greater computational power consumption when processing the video data captured by the cameras.

[0010] The above and other objects, advantages and features of this invention will become more apparent to those skilled in the art from the following detailed description of specific embodiments of this application in conjunction with the accompanying drawings. Attached Figure Description

[0011] The following sections will describe some specific embodiments of this application in detail by way of example and not limitation, with reference to the accompanying drawings. The same reference numerals in the drawings denote the same or similar parts or components. Those skilled in the art should understand that these drawings are not necessarily drawn to scale. In the drawings:

[0012] Figure 1 and Figure 2 This is a schematic diagram of an in-vehicle panoramic camera according to one embodiment of this application;

[0013] Figure 3 This is a schematic diagram of video images captured by a vehicle-mounted panoramic camera according to an embodiment of this application;

[0014] Figure 4 Yes Figure 3 This is a schematic diagram of the video image after being cropped and spliced.

[0015] Figure 5 yes Figure 1 A schematic diagram showing the markings on each side of the vehicle-mounted panoramic camera; and

[0016] Figure 6 This is a schematic diagram of a vehicle monitoring system according to an embodiment of this application. Detailed Implementation

[0017] It should be noted that, where there is no conflict, the embodiments and features in the embodiments of this utility model can be combined with each other. The present utility model will now be described in detail with reference to the accompanying drawings and embodiments.

[0018] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the protection scope of the present invention.

[0019] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this utility model are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate for the embodiments of the utility model described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0020] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0021] Figure 1 and Figure 2 This is a schematic diagram of a vehicle-mounted panoramic camera 100 according to an embodiment of this application.

[0022] refer to Figure 1 As shown, the vehicle-mounted panoramic camera 100 is installed on the roof at the front of the vehicle body 200. Preferably, the vehicle-mounted panoramic camera is positioned between the driver's seat and the passenger seat at the front of the vehicle body 200.

[0023] Figure 2 A structural schematic diagram of the vehicle-mounted panoramic camera 100 is further shown. (Reference) Figure 2As shown, the vehicle-mounted panoramic camera 100 includes a panoramic ring lens LENS and an image sensor SEN, wherein the image sensor SEN is located on the image side of the panoramic ring lens LENS. Furthermore, the panoramic ring lens LENS includes a panoramic ring head unit PAL and a subsequent lens group RL arranged from the object side to the image side.

[0024] in Figure 3 A schematic diagram showing a panoramic surround video image captured by a vehicle-mounted panoramic camera 100 is provided. (Reference) Figure 3 As shown, the lower half of the image is the video image of the front of the vehicle, the upper right half is the video image of the driver's seat, and the upper left half is the video image of the passenger seat. Therefore, a panoramic video image captured by the vehicle-mounted camera 100 can include the video images captured by the DVR, DMS, and OMS monitoring devices. Subsequent image processing equipment only needs to perform simple image cropping operations to extract the video images corresponding to the DVR, DMS, and OMS respectively.

[0025] in Figure 4 The video images obtained by cropping and stitching from the vehicle-mounted panoramic camera 100 are shown, displaying video images of the driver's seat, the front of the vehicle, and the passenger seat from left to right.

[0026] As described in the background section, existing video monitoring systems for vehicles use cameras that are independently configured, have limited functionality, and cannot be combined. This results in an increase in the total number of cameras in the vehicle, higher costs, more in-vehicle communication channels, and greater computational power required to process the video data collected by the cameras.

[0027] In view of this, this application provides a vehicle-mounted panoramic camera 100. Since the vehicle-mounted panoramic camera 100 includes a panoramic ring lens LENS and an image sensor SEN, and the image sensor SEN is located on the image side of the panoramic ring lens LENS, the vehicle-mounted panoramic camera 100 can capture panoramic ring video images of the vehicle.

[0028] This allows for the integration of three functions—DMS (Driver Monitoring System), OMS (Occupant Monitoring System), and DVR (Dashcam)—into a single in-vehicle panoramic camera within the limited space of an in-vehicle environment, effectively reducing the number of hardware devices. This necessitates only one installation location, providing greater flexibility for the vehicle's interior layout and avoiding the installation difficulties caused by multiple devices competing for space.

[0029] Furthermore, for automakers, reducing the installation space required for hardware equipment helps optimize the overall interior design of the vehicle. This allows for a cleaner, more aesthetically pleasing interior without sacrificing functionality, enhancing the user experience. In terms of hardware costs, in-vehicle panoramic cameras offer a significant advantage in material procurement costs compared to three separate cameras. This is because mass-producing a single, multi-functional camera leverages economies of scale, reducing the production cost per unit. For example, it reduces the number of components such as camera housings and lenses required, while also reducing costs on core components like chipsets through integrated functionality.

[0030] Furthermore, reducing the number of cameras installed reduces installation time and the use of related accessories (such as connecting cables and mounting brackets). This not only lowers direct costs in the car production process but also indirectly reduces after-sales maintenance costs that might result from installing multiple devices.

[0031] Furthermore, from the perspective of in-vehicle electronic systems, a single three-in-one camera only requires one interface to communicate with the vehicle's central control system, significantly simplifying the system's connection complexity compared to three separate cameras. This makes the wiring of the vehicle's electronic systems simpler and reduces the risk of wiring failures.

[0032] Furthermore, at the software level, the control and data processing of the three-in-one camera can be carried out within a relatively unified software framework, reducing the complexity of interaction between software modules. For example, the system can use an algorithm to initially filter and classify the data collected by the camera, and then distribute it to the corresponding DMS, OMS, and DVR functional modules for processing, thereby improving the software's operating efficiency and stability.

[0033] Furthermore, in terms of after-sales maintenance, only one camera device needs maintenance and updates. Whether it's hardware fault repair or software upgrade, technicians only need to operate on one device, reducing maintenance workload and repair time. For car owners, it's also easier to understand and manage the monitoring devices in their vehicles. For example, when a problem occurs, the owner only needs to focus on the status of one camera, rather than checking three cameras with different functions separately, improving the user experience.

[0034] This solves the technical problem in existing technologies where each video monitoring system for a vehicle is independently configured, has a single function, and cannot be integrated. This leads to an increase in the total number of cameras in the vehicle, higher costs, more in-vehicle communication channels, and greater computational power consumption when processing the video data collected by the cameras.

[0035] Optionally, the panoramic ring head unit includes a first lens PAL1 and a second lens PAL2 arranged sequentially from the object side to the image side. The first lens PAL1 is a meniscus lens with positive optical power, and the second lens PAL2 is a biconvex lens with positive optical power. The convex surface of the first lens PAL1 faces the object side, and the concave surface faces the image side. Furthermore, the subsequent lens group includes a third lens RL1, a fourth lens RL2, a fifth lens RL3, and a sixth lens RL4 arranged sequentially from the object side to the image side, wherein the fifth lens RL3 and the sixth lens RL4 form a cemented lens.

[0036] Optionally, the radius of curvature of the first surface A1 of the first lens PAL1 on the object side is 16.90–18.50 mm, the radius of curvature of the reflecting surface (A6) on the object side is -28.90–34.90 mm, and the radius of curvature of the second surface A2 on the image side is 24.00–26.00 mm. The main function of the first surface A1 of the first lens PAL1 is to initially collect the field of view light through refraction. Therefore, the first surface A1 should have sufficient curvature to ensure that the light can be received by the fourth surface A3 of the second lens on the image side after refraction. At the same time, since the refraction of light in a large field of view will introduce large optical aberrations, the radius of curvature of the first surface A1 of the first lens PAL1 should not be too small. The second surface A2 on the image side is the double-cemented surface of the panoramic ring head unit. Its function is to match the materials of the first lens PAL1 and the second lens PAL2, and reduce the chromatic aberration introduced into the overall lens by adjusting the optical power of the two lenses simultaneously. The radius of curvature of the third surface A4 of the second lens on the object side is 24.00–26.00 mm, and the radius of curvature of the fourth surface A3 on the image side is -8.90–-7.90 mm. The radius of curvature of the fourth surface A3 on the image side of the second lens is -8.90–-7.90 mm, and the radius of curvature of the reflecting surface A6 of the first lens on the object side is -28.90–-34.90 mm. The third surface A3 and the reflecting surface A6 use reflection to compress the angle of light rays in a large field of view, making it closer to the optical axis, which facilitates aberration correction by subsequent lenses. The radii of curvature of both lenses (A3 and A6) should be selected to ensure they have the same sign, minimizing the field curvature effect introduced by the panoramic ring head unit. The radius of curvature of the fifth surface B1 of the third lens RL1 on the object side is -2.85 to -2.25 mm, and the radius of curvature of the sixth surface B2 on the image side is -4.30 to -2.90 mm. Using a meniscus lens near the pupil, which conforms to the light transmission trend, can specifically correct spherical aberration in the system. The radius of curvature of the seventh surface C1 of the fourth lens RL2 on the object side is 12.50 mm. The eighth surface C2, located on the image side, has a radius of curvature of -8.10 to -6.00 mm, which is used to further balance spherical aberration in the lens; the ninth surface D1 of the fifth lens RL3, located on the object side, has a radius of curvature of 7.00 to 8.20 mm, and the tenth surface D2, located on the image side, has a radius of curvature of -5.60 to -4.20 mm; and the sixth lens RL4 has an object side surface that coincides with the tenth surface D2, and the eleventh surface D3, located on the image side, has a radius of curvature of 36 to 42 mm.

[0037] Optionally, the center thickness of the first lens PAL1 is 6.49 mm; the center thickness of the second lens PAL2 is 6.37 mm; the center thickness of the third lens RL1 is 1.52 mm, and the third lens RL1 adopts a thick meniscus structure, which can effectively compensate for the residual field curvature of the panoramic ring head unit; the center thickness of the fourth lens RL2 is 2.76 mm; the center thickness of the fifth lens RL3 is 1.60 mm; and the center thickness of the sixth lens RL4 is 3.50 mm.

[0038] Optionally, the refractive index of the first lens PAL1 is 1.63 to 1.67; the refractive index of the second lens PAL2 is 1.63 to 1.67, and the refractive index of the second lens PAL2 should be close to that of the first lens PAL1 to avoid total internal reflection at the overlapping surface; the refractive index of the third lens RL1 is 1.81 to 1.87; the refractive index of the fourth lens RL2 is 1.63 to 1.69; the refractive index of the fifth lens RL3 is 1.62 to 1.69; and the refractive index of the sixth lens RL4 is 1.81 to 1.87.

[0039] Optionally, the Abbe number of the first lens PAL1 is 54-62; the Abbe number of the second lens PAL2 is 54-62; the Abbe number of the third lens RL1 is 22-26; the Abbe number of the fourth lens RL2 is 55-60; the Abbe number of the fifth lens RL3 is 57-62; and the Abbe number of the sixth lens RL4 is 22-26. Using a sixth lens with a significantly different Abbe number from the fifth lens RL3 for cementation can reduce chromatic aberration of the optical system while ensuring the optical power of the lens group.

[0040] Optionally, the effective half-aperture of the first lens PAL1 is 11.00–13.00 mm; the effective half-aperture of the second lens PAL2 is 5.00–7.50 mm; the effective half-aperture of the third lens RL1 is 0.70–1.20 mm; the effective half-aperture of the fourth lens RL2 is 1.50–2.10 mm; the effective half-aperture of the fifth lens RL3 is 1.70–2.40 mm; and the effective half-aperture of the sixth lens RL4 is 1.80–2.20 mm.

[0041] Specifically, Table 1 shows a schematic diagram of the parameters of each facet of the panoramic ring lens. For the facet labels in Table 1, please refer to [link to Table 1]. Figure 5 The face labels of each face in the middle.

[0042] Table 1

[0043]

[0044]

[0045] Furthermore, according to another aspect of this embodiment, a vehicle monitoring system is provided, with reference to... Figure 1 and Figure 6 As shown, the vehicle monitoring system includes: an in-vehicle panoramic camera 100 as described in any of the above, and a processor device 310 that is communicatively connected to the in-vehicle panoramic camera 100.

[0046] Optionally, the system also includes an infrared supplementary light source 320, a temperature sensor 330, and a microphone 340 that are communicatively connected to the processor device 310.

[0047] The infrared supplementary light source 320 emits infrared light under low-light conditions (such as at night or in tunnels). Since infrared light is invisible to the human eye but can be detected by the camera's image sensor, it allows for clear acquisition of images inside and outside the vehicle even in dark environments. For the DMS (Driver Monitoring System) function, it better monitors the driver's condition; for the OMS (Occupant Monitoring System) function, it effectively observes passenger behavior; and for the DVR (Dashcam) function, it improves the visibility of the dashcam at night. The infrared supplementary light source 320 can use the near-infrared (NIR) band, with a wavelength range typically between 780-2500nm. Infrared light in this band is safe for the human eye and can be well received by most image sensors, while also having good penetration, reducing the impact of environmental factors (such as fog and dust) on imaging. When driving at night, the infrared supplementary light automatically activates when the vehicle enters an area with poor lighting conditions. For the DMS component, it can clearly capture details such as the driver's facial expressions and eye movements, accurately determining whether there is fatigue or distracted driving. For the OMS component, it can observe whether there are abnormal movements or sudden situations involving passengers inside the vehicle. In the footage recorded by DVR, pedestrians, vehicles, and road signs on the road can be recorded more clearly, providing more complete information for accident analysis and other purposes.

[0048] Microphone 340 can collect in-vehicle sound information, such as conversations between the driver and passengers, vehicle operating sounds (e.g., engine and tire sounds), and external environmental sounds (e.g., alarms and horns from other vehicles). This sound data can be combined with image data to provide richer information. Microphone 340 operates based on sound-to-electrical conversion. When sound waves cause the microphone 340 diaphragm to vibrate, the sound signal is converted into an electrical signal through electromagnetic induction or capacitance changes. After amplification and digitization, it can be recorded or transmitted. In terms of DMS (Driver Monitoring System), if signs of driver fatigue are detected, and the microphone 340 also captures the sound of the driver yawning, the accuracy of the judgment can be enhanced. For OMS (Occupational Monitoring System), when passengers argue or make unusual sounds due to sudden illness, microphone 340 can promptly capture this information and use it along with image data as evidence or to trigger appropriate safety mechanisms. In DVR (Dual Audio Recording) functionality, recorded sound can help reconstruct the scene of an accident, such as the sound of a collision or emergency braking, which plays an important auxiliary role in determining accident liability.

[0049] The temperature sensor 330 can detect the camera's own temperature and the temperature of the surrounding environment (inside or outside the vehicle). By monitoring the temperature, it can prevent the camera from being damaged by overheating and provide a reference for image optimization. For example, the performance of the image sensor may vary under different temperature conditions; temperature compensation can make the image quality more stable. Common temperature sensors 330 include thermocouples and thermistors. Thermocouples are based on the Seebeck effect, measuring temperature through the thermoelectric potential difference between two different metals; thermistors measure temperature by utilizing the characteristic that their resistance changes with temperature. In hot weather, when the temperature sensor 330 detects that the camera temperature is too high, it can activate a heat dissipation mechanism (such as fan cooling or reducing the camera's operating power) to ensure the camera's normal operation. At the same time, it can dynamically adjust parameters such as image sensor gain and exposure time according to changes in ambient temperature. For example, in cold environments, the exposure time can be appropriately increased to compensate for the decrease in image sensor sensitivity caused by the temperature drop, thereby ensuring the image quality of DMS, OMS, and DVR functions.

[0050] Alternatively, according to another aspect of this embodiment, an automobile is provided, including the vehicle monitoring system described in any of the above embodiments.

[0051] Therefore, the vehicle-mounted panoramic camera provided in this application embodiment includes a panoramic surround lens and an image sensor, with the image sensor located on the image side of the panoramic surround lens. Thus, the vehicle-mounted panoramic camera can capture panoramic surround video images of the vehicle. This integrates the three functions of DMS (Driver Monitoring System), OMS (Occupant Monitoring System), and DVR (Dashcam) into a single vehicle-mounted panoramic camera within the limited space of a vehicle environment. This solves the technical problem in the prior art where each video monitoring system for a vehicle is independently configured, with limited functionality and no ability to be integrated. This leads to an increase in the total number of cameras in the vehicle, higher costs, more in-vehicle communication channels, and greater computational power consumption when processing the video data captured by the cameras.

[0052] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps described in these embodiments do not limit the scope of this invention. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following drawings denote similar items; therefore, once an item is defined in one drawing, it need not be further discussed in subsequent drawings.

[0053] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0054] In the description of this utility model, it should be understood that the directional terms such as "front, back, up, down, left, right", "horizontal, vertical, horizontal" and "top, bottom" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description. Unless otherwise stated, these directional terms do not indicate or imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on the scope of protection of this utility model. The directional terms "inner" and "outer" refer to the inner and outer contours of each component itself.

[0055] The above description is merely a preferred embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A vehicle-mounted panoramic camera, characterized in that, include: A panoramic ring lens (LENS) and an image sensor (SEN), wherein the image sensor (SEN) is located on the image side of the panoramic ring lens (LENS), and wherein, The panoramic ring lens (LENS) includes a panoramic ring head unit (PAL) and a follower lens group (RL) arranged from the object side to the image side.

2. The vehicle-mounted panoramic camera according to claim 1, characterized in that, The panoramic ring head unit includes a first lens (PAL1) and a second lens (PAL2) arranged sequentially from the object side to the image side. The first lens (PAL1) is a meniscus lens with positive optical power, and the second lens (PAL2) is a biconvex lens with positive optical power. The convex surface of the first lens (PAL1) faces the object side, and the concave surface faces the image side. The subsequent lens group includes a third lens (RL1), a fourth lens (RL2), a fifth lens (RL3), and a sixth lens (RL4) arranged sequentially from the object side to the image side, wherein the fifth lens (RL3) and the sixth lens (RL4) form a cemented lens.

3. The vehicle-mounted panoramic camera according to claim 2, characterized in that, The first lens (PAL1) has a first surface (A1) on the object side with a radius of curvature of 16.90–18.50 mm, a reflecting surface (A6) on the object side with a radius of curvature of -28.90–-34.90 mm, and a second surface (A2) on the image side with a radius of curvature of 24.00–26.00 mm; the second lens (PAL2) has a third surface (A4) on the object side with a radius of curvature of 24.00–26.00 mm, and a fourth surface (A3) on the image side with a radius of curvature of -8.90–-7.90 mm; the third lens (RL1) has a fifth surface (B1) on the object side with a radius of curvature of -2.85–-2.25 mm, and a fifth surface (B1) on the image side with a radius of curvature of -28.90–-34.90 mm. The radius of curvature of the sixth surface (B2) of the fourth lens (RL2) is -4.30 to -2.90 mm; the radius of curvature of the seventh surface (C1) of the fourth lens (RL2) on the object side is 12.50 to 16.50 mm, and the radius of curvature of the eighth surface (C2) on the image side is -8.10 to -6.00 mm; the radius of curvature of the ninth surface (D1) of the fifth lens (RL3) on the object side is 7.00 to 8.20 mm, and the radius of curvature of the tenth surface (D2) on the image side is -5.60 to -4.20 mm; and the object side surface of the sixth lens (RL4) coincides with the tenth surface (D2), and the radius of curvature of the eleventh surface (D3) on the image side is 36 to 42 mm.

4. The vehicle-mounted panoramic camera according to claim 2, characterized in that, The center thickness of the first lens (PAL1) is 6.49 mm; the center thickness of the second lens (PAL2) is 6.37 mm; the center thickness of the third lens (RL1) is 1.52 mm; the center thickness of the fourth lens (RL2) is 2.76 mm; the center thickness of the fifth lens (RL3) is 1.60 mm; and the center thickness of the sixth lens (RL4) is 3.50 mm.

5. The vehicle-mounted panoramic camera according to claim 2, characterized in that, The first lens (PAL1) has a refractive index of 1.63 to 1.67; the second lens (PAL2) has a refractive index of 1.63 to 1.67; the third lens (RL1) has a refractive index of 1.81 to 1.87; the fourth lens (RL2) has a refractive index of 1.63 to 1.69; the fifth lens (RL3) has a refractive index of 1.62 to 1.69; and the sixth lens (RL4) has a refractive index of 1.81 to 1.

87.

6. The vehicle-mounted panoramic camera according to claim 2, characterized in that, The Abbe number of the first lens (PAL1) is 54-62; the Abbe number of the second lens (PAL2) is 54-62; the Abbe number of the third lens (RL1) is 22-26; the Abbe number of the fourth lens (RL2) is 55-60; the Abbe number of the fifth lens (RL3) is 57-62; and the Abbe number of the sixth lens (RL4) is 22-26.

7. The vehicle-mounted panoramic camera according to claim 2, characterized in that, The effective half-aperture of the first lens (PAL1) is 11.00–13.00 mm; the effective half-aperture of the second lens (PAL2) is 5.00–7.50 mm; the effective half-aperture of the third lens (RL1) is 0.70–1.20 mm; the effective half-aperture of the fourth lens (RL2) is 1.50–2.10 mm; the effective half-aperture of the fifth lens (RL3) is 1.70–2.40 mm; and the effective half-aperture of the sixth lens (RL4) is 1.80–2.20 mm.

8. A vehicle monitoring system, characterized in that, include: The vehicle-mounted panoramic camera (100) as described in any one of claims 1 to 7, and the processor device (310) communicatively connected to the vehicle-mounted panoramic camera (100).

9. The system according to claim 8, characterized in that, It also includes an infrared fill light source (320), a temperature sensor (330), and a microphone (340) that are communicatively connected to the processor device (310).

10. A car, characterized in that, Includes the vehicle monitoring system as described in any one of claims 8 to 9.

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