CN116963337A - Head lamp, vehicle and control method of head lamp - Google Patents

Abstract

The present application relates to a head lamp, a vehicle and a control method of the head lamp, the head lamp of the present application includes: a plurality of LEDs, a plurality of photosensors, and a controller; the controller is used for acquiring first brightness data detected by the plurality of photoelectric sensors; judging whether a first target photoelectric sensor with first brightness data exceeding a first preset threshold value exists in the plurality of photoelectric sensors; when there is a first target photosensor whose first luminance data exceeds a first preset threshold, a first control signal for an LED that matches the first target photosensor is output. According to the application, the luminance data of the light emitted by the front vehicle in the sub-illumination areas corresponding to the LEDs are detected by the photoelectric sensors respectively, the controller can judge whether the front vehicle is started to enable the driver of the vehicle to glare or not according to the luminance data detected by the photoelectric sensors, and the LEDs of the corresponding sub-illumination areas are lightened according to the judging result so as to remind the front vehicle to turn off the high beam.

Description

Head lamp, vehicle and control method of head lamp

Technical Field

The application relates to the technical field of vehicles, in particular to a head lamp, a vehicle and a control method of the head lamp.

Background

In the process of driving at night, a driver often encounters the situation that the opposite lane vehicle turns on the high beam when meeting. The common response method is that the driver also turns on the high beam of the driver to remind the driver of turning off the high beam of the opposite lane vehicle.

However, in the prior art, the brightness of the high beam is too strong, so that the opening of the high beam not only reminds the vehicles of the opposite lane for opening the high beam, but also has an influence on other drivers on the road, so that the vehicles are dazzled, and more unsafe factors are easy to generate in the road driving process.

Disclosure of Invention

The application aims to provide a head lamp, a vehicle and a control method of the head lamp, which can detect whether a front vehicle is started or not to enable a driver of a vehicle 1 to glare a high beam, and accurately lighten a part of area illuminated by the head lamp according to a detection result so as to remind the front vehicle of turning off the high beam.

Embodiments of the present application are implemented as follows:

in a first aspect, the present application provides a head lamp for a vehicle, comprising: a plurality of LEDs, a plurality of photosensors, and a controller, each LED capable of being independently turned on and off, and each LED capable of illuminating a respective one of the sub-illuminated areas in front of the vehicle when turned on; the photoelectric sensors are matched with the LEDs in a one-to-one correspondence manner, and the photoelectric sensors are used for detecting brightness data of light emitted by a front vehicle in a sub-illumination area corresponding to the matched LEDs; the controller is respectively connected with the LED and the photoelectric sensor; the controller is used for acquiring first brightness data detected by the plurality of photoelectric sensors; judging whether a first target photoelectric sensor with first brightness data exceeding a first preset threshold value exists in the plurality of photoelectric sensors; when there is a first target photosensor whose first luminance data exceeds a first preset threshold, a first control signal for an LED that matches the first target photosensor is output.

In one embodiment, the controller is further configured to: continuing to acquire second brightness data detected by the plurality of photosensors after outputting the first control signal for the LED that matches the first target photosensor; judging whether a second target photoelectric sensor with second brightness data exceeding a second preset threshold value exists in the plurality of photoelectric sensors; when there is a second target photosensor whose second luminance data exceeds a second preset threshold, a second control signal for an LED that matches the second target photosensor is output.

In one embodiment, the controller is further configured to: and when the second target photoelectric sensor with the second brightness data exceeding the second preset threshold value does not exist, turning off the LED matched with the second target photoelectric sensor.

In one embodiment, the controller is further configured to: each photosensor and the matched LED are controlled to alternately operate at a predetermined duty cycle for a preset period.

In one embodiment, the headlamp further comprises: a light guiding member having a light guiding surface, the light guiding surface being disposed at a first end of the light guiding member, and a photosensor and a mating LED being disposed at another end of the light guiding member different from the first end; wherein light emitted from the front vehicle passes through the light guide surface and is guided by the light guide member to reach the photoelectric sensor, and light emitted from the LED is guided by the light guide member to reach the light guide surface and passes through the light guide surface to illuminate the corresponding sub-illumination area.

In a second aspect, the present application provides a vehicle comprising a headlight according to any one of the embodiments described above and an electric power source for supplying electric power.

In a third aspect, the present application provides a control method of a headlamp, the method being applied to a controller; the controller is connected with the LEDs and the photoelectric sensors; each LED can be independently turned on and off, and each LED, when turned on, can illuminate a respective one of the sub-illuminated areas in front of the vehicle; the plurality of photoelectric sensors are matched with the plurality of LEDs in a one-to-one correspondence manner, and the photoelectric sensors are used for detecting brightness data of light emitted by a front vehicle in a sub-illumination area corresponding to the matched LEDs: the method comprises the following steps: acquiring first brightness data detected by a plurality of photoelectric sensors; judging whether a first target photoelectric sensor with first brightness data exceeding a first preset threshold value exists in the plurality of photoelectric sensors; when there is a first target photosensor whose first luminance data exceeds a first preset threshold, a first control signal for an LED that matches the first target photosensor is output.

In an embodiment, the control method of the headlamp further includes: acquiring second brightness data detected by the plurality of photosensors after outputting a first control signal for an LED that matches the first target photosensor; judging whether a second target photoelectric sensor with second brightness data exceeding a second preset threshold value exists in the plurality of photoelectric sensors; when there is a second target photosensor whose second luminance data exceeds a second preset threshold, a second control signal for an LED that matches the second target photosensor is output.

In one embodiment, the first control signal is to control the LED to be turned on, and the second control signal is to control the LED to flash.

In one embodiment, the first predetermined threshold is equal to the second predetermined threshold.

In an embodiment, the control method of the headlamp further includes: and when the second target photoelectric sensor with the second brightness data exceeding the second preset threshold value does not exist, turning off the LED matched with the second target photoelectric sensor.

Compared with the prior art, the application has the beneficial effects that:

according to the application, the photoelectric sensors respectively detect the luminous brightness data of the front vehicle in the sub-illumination areas corresponding to the LEDs, and the controller can judge whether the front vehicle is started to make the driver of the vehicle 1 glare or not according to the luminous brightness data detected by the photoelectric sensors, and lighten the corresponding LEDs according to the judgment result to remind the front vehicle to turn off the high beam, so that the driving safety is improved.

In addition, each LED can be independently controlled, so that a local accurate lighting function can be realized, and when a front vehicle needs to be reminded of turning off a high beam, a controller can only turn on a specific LED, so that the whole high beam is not required to be turned on, glare is avoided, no glare illumination is realized, the influence on the front vehicle and other drivers on a road is reduced, and unsafe factors in the road driving process are eliminated.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are needed in the embodiments will be briefly described below, it being understood that the following drawings only illustrate some embodiments of the present application and therefore should not be considered as limiting the scope, and other related drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

Fig. 1 is a schematic view showing a vehicle having an antiglare lighting function while running.

Fig. 2 is a schematic view showing a vehicle having a glare-free lighting function according to the related art.

Fig. 3 is a schematic view illustrating that LEDs of a head lamp emit light toward corresponding sub-illumination areas according to an exemplary embodiment of the present disclosure.

Fig. 4 is a schematic view illustrating detection of light emitted from a front vehicle within a sub-illumination area corresponding to a matched LED by a photosensor of a head lamp according to an exemplary embodiment of the present disclosure.

Fig. 5A is a schematic cross-sectional view illustrating a light guide member, a lens, and a heat sink according to an exemplary embodiment of the present disclosure.

Fig. 5B is a schematic cross-sectional view illustrating the light guide member of the exemplary embodiment shown in fig. 5A.

Fig. 6A is a schematic perspective view illustrating a light guide member and a lens according to another exemplary embodiment of the present disclosure.

Fig. 6B is a schematic side view illustrating the light guide member, the lens, and the heat sink of the exemplary embodiment shown in fig. 6A.

Fig. 6C is a schematic cross-sectional view illustrating a light guide member, a lens, and a heat sink according to still another exemplary embodiment of the present disclosure.

Fig. 7A is a schematic view showing the operation of the LED and the photosensor.

Fig. 7B is a schematic diagram showing the operation of the LEDs and the photosensors during running of the vehicle.

Fig. 8 is a flowchart showing a control method of the headlamp in an embodiment.

Fig. 9 is a flowchart showing a control method of the headlamp in an embodiment.

Detailed Description

The terms "first," "second," "third," and the like are used merely for distinguishing between descriptions and not for indicating a sequence number, nor are they to be construed as indicating or implying relative importance.

Furthermore, the terms "horizontal," "vertical," "overhang," and the like do not denote a requirement that the component be absolutely horizontal or overhang, but rather may be slightly inclined. As "horizontal" merely means that its direction is more horizontal than "vertical", and does not mean that the structure must be perfectly horizontal, but may be slightly inclined.

In the description of the present application, it should be noted that, directions or positional relationships indicated by terms such as "inner", "outer", "left", "right", "upper", "lower", etc., are based on directions or positional relationships shown in the drawings, or directions or positional relationships conventionally put in use of the product of the application, are merely for convenience of describing the present application and simplifying the description, and are not indicative or implying that the apparatus or element to be referred to must have a specific direction, be configured and operated in a specific direction, and thus should not be construed as limiting the present application.

In the description of the present application, unless explicitly stated and limited otherwise, the terms "disposed," "mounted," "connected," and "coupled" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements.

The technical solutions of the present application will be clearly and completely described below with reference to the accompanying drawings.

The non-glare lighting function of the vehicle 1 will be described in detail below with reference to fig. 1 first.

The front vehicle 1' is a vehicle located in front of the host vehicle 1, and includes a vehicle in a lane or other lanes in which the host vehicle 1 is located. The preceding vehicle 1' may be a vehicle traveling opposite to the host vehicle 1 or may be a vehicle traveling in the same direction as the host vehicle 1. If the preceding vehicle 1' is a vehicle traveling opposite to the host vehicle 1, the two high beam lights are opposed to each other, which is more likely to affect each other.

Referring to fig. 1, in the case where the host vehicle 1 turns on the high beam in the headlight 10, when the vehicle 1 detects the presence of the front vehicle 1', the host vehicle 1 automatically turns off the high beam of the headlight 10, which is directed to the front vehicle 1' by the corresponding LED 101, to prevent the driver of the front vehicle 1' from being glared.

In the case where the host vehicle 1 does not turn on the high beam in the headlight 10, when the vehicle 1 detects that the forward vehicle 1 'traveling in the opposite direction has turned on the high beam, the host vehicle 1 automatically turns on the high beam of the corresponding LED 101 in the headlight 10 to direct the forward vehicle 1' traveling in the opposite direction to turn off the high beam.

Specifically, as shown in fig. 1, the illumination area of the headlamp 10 of the vehicle 1 may include 10 sub-illumination areas. In the case where the host vehicle 1 turns on the high beam in the headlamp 10, when it is determined that there is a front vehicle 1' in the sub-illumination areas 6, 7, 8 (not shown in the drawing, located between the sub-illumination areas 5 to 9), the vehicle 1 turns off the illumination to the sub-illumination areas 6, 7, 8. In this way, the head lamp 10 of the vehicle 1 will emit high beam light only toward the area other than the front vehicle 1 '(the sub-illumination areas 1-5, 9, 10 in fig. 1), thereby providing the driver of the vehicle 1 with the greatest degree of illumination without causing glare to the driver of the front vehicle 1'. Therefore, when the vehicle 1 having the non-glare lighting function travels on a road with a relatively dark light, the high beam can be always turned on, and the driving safety can be greatly improved.

In the case where the host vehicle 1 does not turn on the high beam in the headlamp 10, when the vehicle 1 detects that the front vehicle 1 'traveling in the opposite direction in the sub-illumination areas 6, 7, 8 (not shown in the drawing, located between the sub-illumination areas 5 to 9) has turned on the high beam, the vehicle 1 turns on the illumination to the sub-illumination areas 6, 7, 8, in such a manner that the headlamp 10 of the vehicle 1 will emit the high beam light only toward the area of the front vehicle 1' traveling in the opposite direction (the sub-illumination areas 6, 7, 8 in fig. 1), thereby alerting the driver of the front vehicle 1 'traveling in the opposite direction that the high beam can be turned off, and not affecting the other drivers on the road (the drivers of the areas other than the front vehicle 1' traveling in the opposite direction, the sub-illumination areas 1 to 5, 9, 10 in fig. 1). Therefore, the vehicle 1 having the non-glare lighting function can remind the front vehicle 1' traveling in the opposite direction to turn off the high beam when traveling, thereby improving traveling safety.

It should be noted that although illustrated in fig. 1 as a non-glare illumination of the head lamp 10 of the vehicle 1 when the vehicle 1 meets the preceding vehicle 1'. However, other application scenarios without glare lighting functions can be envisaged. For example, when there is a vehicle in front of the vehicle 1, the head lamp 10 of the vehicle 1 may also provide a non-glare lighting function that creates a dark area in the high beam.

Next, a vehicle 1 that provides the aforementioned glaring-free illumination according to the related art will be described in detail with reference to fig. 2. Referring to fig. 2, in the related art, each of the head lamps 10 of the vehicle 1 may include a plurality of LEDs 101, the number of LEDs 101 being the same as the number of pixels that the head lamp 10 can achieve, each LED 101 corresponding to one pixel of the head lamp 10, respectively, and each pixel being capable of illuminating a sub-illumination area of a specific angle. As shown in fig. 2, the head lamp 10 may include 15 LEDs 101, and thus 15 sub-illumination areas may be formed. In the case where the host vehicle 1 turns on the high beam in the headlamp 10, when it is determined that the preceding vehicle 1' exists in at least one of the 15 sub-illumination areas, the vehicle 1 may turn off the illumination of the corresponding at least one sub-illumination area; in the case where the host vehicle 1 does not turn on the high beam in the headlamp 10, when it is determined that there is a front vehicle 1' that turns on the high beam and is traveling in the opposite direction in at least one of the 15 sub-illumination areas, the vehicle 1 may turn on the illumination of the corresponding at least one sub-illumination area.

In an embodiment, in order to identify the vehicle 1' in front, as shown in fig. 2, the vehicle 1 is equipped with a camera 20 for capturing the surroundings of the vehicle 1. During the running of the vehicle 1, the camera 20 is configured to capture an image of an object on the road, and then process the captured image by an on-vehicle algorithm to identify whether the captured object is a vehicle. When it is determined by the image captured by the camera 20 that the front vehicle 1' exists in at least one sub-illumination area of the head lamp 10 of the vehicle 1, the vehicle 1 controls the head lamp 10 to turn off at least one LED 101 corresponding to the at least one sub-illumination area, thereby realizing a glare-free illumination function of the vehicle 1.

The inventors of the present disclosure have noted that there is still room for improvement in the vehicle 1 of the related art. For example, as shown in fig. 2, the head lamp 10 is mounted separately from the camera 20. It is therefore necessary to perform final assembly commissioning of the head lamp 10 and the camera 20 after the vehicle 1 is assembled. Further, according to the vehicle 1 of the related art, it is necessary to develop a corresponding control system for the vehicle 1 and to perform a corresponding road test, thus increasing the cost of the product. In addition, the vehicle 1 according to the related art must identify the front vehicle 1' using the camera 20 installed separately from the head lamp 10, which itself also increases the cost of the product.

For this reason, the inventors of the present disclosure have proposed a headlamp 10 capable of realizing an antiglare lighting function without using the camera 20. Such a head lamp 10 can effectively improve the problem of matching of the camera 20 with the head lamp 10, which is present in the related art, and can reduce production costs since the use of the camera 20 is avoided.

According to the head lamp 10 proposed by the inventor of the present disclosure, by effectively integrating the recognition system for recognizing the front vehicle 1 'on the road on which the own vehicle 1 is traveling into the head lamp 10 of the own vehicle 1, the head lamp 10 of the own vehicle 1 itself has the front vehicle 1' recognition function, thereby not only being able to realize the no-glare lighting function, helping the own vehicle 1 travel on the road where the light is darker, improving the safety of traveling, but also being able to effectively reduce the difficulty of using the no-glare lighting technology, improving and even completely eliminating the combined debugging required when the head lamp 10 and the camera 20 are mounted on the vehicle 1, and reducing the production cost because the use of the camera 20 is also avoided, contributing to the popularization of the no-glare lighting technology on the market.

The disclosure will be described in detail below with the aid of exemplary embodiments with reference to the accompanying drawings. It is noted that the following detailed description of the present disclosure is for purposes of illustration only and is in no way limiting of the present disclosure. Furthermore, the same reference numerals are used to denote the same parts throughout the various figures.

It should also be noted that, for the sake of clarity, not all features of an actual particular implementation are described and shown in the specification and drawings, and, to avoid obscuring the technical solutions of interest to the present disclosure, only device structures closely related to the technical solutions of the present disclosure are described and shown in the drawings and the specification, while other details not greatly related to the technical content of the present disclosure and known to those skilled in the art are omitted.

The following will describe a headlamp 10 for a vehicle 1 having a non-glare lighting function according to an exemplary embodiment of the present disclosure with reference to fig. 3 to 7B.

Referring to fig. 3 to 7B, according to an exemplary embodiment of the present disclosure, there is provided a head lamp 10 for a vehicle 1, the head lamp 10 may include a plurality of LEDs 101, a plurality of photosensors 102, and a controller. In an embodiment, each LED 101 can be independently turned on and off, and each LED 101, when turned on, can illuminate a respective one of the sub-illuminated areas in front of the vehicle 1, as shown in fig. 3. In addition, the head lamp 10 may further include a plurality of photosensors 102, and the plurality of photosensors 102 are matched with the plurality of LEDs 101 in a one-to-one correspondence. The controller may receive an electrical signal from the photosensor 102.

It should be noted that in this context, when the term "a matches B in a one-to-one correspondence" is used, it is to be understood that each a matches one and only one B. For example, it should be understood herein that each photosensor 102 is matched to one and only one LED 101.

As shown in fig. 3 and 4, the head lamp 10 may include 15 LEDs 101 and 15 photosensors 102. However, it should be understood that the number of LEDs 101 and photosensors 102 is not limited as long as the photosensors 102 can be arranged in a one-to-one correspondence with the LEDs 101. For example, the head lamp 10 may also include 10 LEDs 101 and 10 photosensors 102.

According to an exemplary embodiment of the present disclosure, each of the photosensors 102 may be configured to detect luminance data of light emitted from the front vehicle 1 'within the sub-illumination region corresponding to the matched LED 101 and transmit an electrical signal to the controller when light emitted from the front vehicle 1' is detected. The controller may be configured to: the LED 101 that matches the photosensor 102 that sent the electrical signal is turned off in response to the received electrical signal from the photosensor 102.

According to the headlamp 10 for the vehicle 1 provided in the exemplary embodiment of the present disclosure, a plurality of photosensors 102 provided in a one-to-one correspondence with the plurality of LEDs 101 are provided in the headlamp 10 to detect the front vehicle 1' in the sub-illumination area corresponding to the matched LEDs 101. In this way, in the illumination system of the head lamp 10 of the vehicle 1, there are both the LEDs 101 capable of illuminating the respective sub-illumination areas and the photosensors 102 capable of detecting the light emitted from the preceding vehicle 1' within the respective sub-illumination areas. Thus, the respective LEDs 101, the respective sub-illumination areas, and the respective photosensors 102 can be fully corresponded. In this way, by purposefully controlling the turning on and off of the corresponding LEDs 101, the controller may turn on only specific LEDs when it is desired to alert the front vehicle 1 'to turn off the high beam, thereby avoiding glare without turning on the entire high beam, reducing the impact on the front vehicle 1' and other riders on the road, and eliminating unsafe factors during road travel.

According to an exemplary embodiment, the head lamp 10 may include a light guiding member 103 having a light guiding surface 1031, the light guiding surface 1031 being disposed at a first end of the light guiding member 103, and the photosensor 102 and the mating LED 101 being disposed corresponding to another end of the light guiding member 103 different from the first end, as shown in fig. 5A to 6C.

Referring again to fig. 3 and 4, when the front vehicle 1 'is present, light emitted from the front vehicle 1' passes through the light guiding surface 1031 and is guided via the light guiding member 103 to reach the photosensor 102, and light emitted from the LED 101 passes through the light guiding member 103 to reach the light guiding surface 1031 and exits through the light guiding surface 1031 to illuminate the corresponding sub-illumination region. In this way, light emitted from the LED 101 and light emitted from the front vehicle 1' within the sub-illumination region corresponding to the matched LED 101 will be guided by the same light guiding member 103 via the same light guiding surface 1031. According to the principle of reversibility of the optical path, when light propagates in the reverse direction, it will always propagate in the reverse direction along the same path as the forward direction. Therefore, when the at least one photosensor 102 acquires light emitted from the front vehicle 1', it can be determined that the front vehicle 1' that emits light is now within the sub-illumination region corresponding to the matched LED 101. In this case, the controller can control the respective LEDs 101 to be turned off in a targeted manner, so that glare to the driver of the preceding vehicle 1' is avoided with minimal impact on the illumination of the host vehicle 1.

In some embodiments, referring to fig. 5A and 5B, the above-described additional end of the light guiding member 103 may be an integral end opposite to the first end provided with the light guiding surface 1031, and each of the photosensors 102 and the mating LEDs 101 may abut each other and both are provided corresponding to the integral end of the light guiding member 103. In this case, the light guide member 103 may be provided as a light guide body having at least one light guide channel, and light emitted from each LED 101 and light reaching the matched photosensor 102 may be transmitted via the same light guide channel, so that the photosensor 102 may have extremely high light-sensing efficiency. However, it will be appreciated that in this case, the integral end of the light guiding member 103 may be thicker, and thus there may be a certain challenge in optical design, for example, there may be difficulties in spot control.

It should be noted that the light guide member 103 described above is merely exemplary. Various modifications and variations may be made to the light guide member 103 without departing from the spirit and scope of the present disclosure. Some modified embodiments of the light guide member 103 will be specifically described below with reference to fig. 6A to 6C. For the sake of brevity, in describing the modified embodiment of the light guide member 103, the same parts as those of the previous embodiment will not be described again.

In some embodiments, referring to fig. 6A to 6C, the above-described additional end portion of the light guide member 103 may include a second end portion and a third end portion separated from each other, the plurality of LEDs 101 and the plurality of photosensors 102 may be disposed corresponding to the second end portion and the third end portion, respectively, and the light guide member 103 may include a primary optical element 1032 and a light guide element 1033.

As shown in fig. 6A, the primary optical element 1032 may include a plurality of first branch portions 10320, and the light guiding element 1033 may include a plurality of second branch portions 10330. The second end is one end of the first branch portion 10320, that is, the plurality of first branch portions 10320 of the primary optical element 1032 may be matched with the plurality of LEDs 101 in a one-to-one correspondence manner, and the third end is one end of the second branch portion 10330, that is, the plurality of second branch portions 10330 of the light guiding element 1033 may be matched with the plurality of photosensors 102 in a one-to-one correspondence manner, as shown in fig. 6B and 6C.

Referring to fig. 6A to 6C in combination with the previous fig. 3 and 4, it can be appreciated that the light emitted by each LED101 can be guided to the light guiding surface 1031 via the matched first branch portion 10320 and emitted through the light guiding surface 1031 to illuminate the corresponding sub-illumination region, while the light emitted by the front vehicle 1' passes through the light guiding surface 1031 and is guided via the second branch portion 10330 to reach the matched photoelectric sensor 102.

In an exemplary embodiment, the primary optical element 1032 may be designed with a condenser or needle-shaped light guide member 103. It will be appreciated that the primary optical element 1032 is designed to essentially use an optical waveguide that uses the principle of total reflection to direct light to a specific location, i.e., light from each LED101 exits the primary optical element 1032 to a corresponding sub-illumination region. By providing the light guiding element 1033 sharing the same light guiding surface 1031 as the primary optical element 1032, the total reflection condition of the primary optical element 1032 can be broken at the light guiding element 1033, and increasing the design of such light guiding element 1033 can effectively guide the light emitted from the front vehicle 1' to the position of the corresponding photosensor 102. In this way, both LEDs 101 illuminating the respective sub-illumination areas and photosensors 102 detecting light emitted by the front vehicle 1' within the respective sub-illumination areas may be present in the illumination system. Thus, each LED101, the corresponding sub-illumination area, and the corresponding photosensor 102 can be fully corresponded.

In some embodiments, the primary optical element 1032 may form an angle with the light guiding element 1033 in the range of 0 degrees to 90 degrees. For example, as shown in fig. 6B, in some alternative exemplary embodiments, the primary optical element 1032 may form an angle with the light guiding element 1033 that is less than 30 degrees, even approximately 0 degrees, such as 10 degrees or 20 degrees. Furthermore, in alternative exemplary embodiments, as shown in fig. 6C, the angle formed by light guiding element 1033 and primary optical element 1032 may be approximately 90 degrees.

It should be noted that the arrangement directions of the light guiding element 1033 and the primary optical element 1032 may be arbitrary, as long as it is ensured that the light guiding element 1033 guides the light emitted from the front vehicle 1' through the light guiding surface 1031 and via the second branch portion 10330 to the matched photoelectric sensor 102 and that the light emitted from each LED 101 is guided to the light guiding surface 1031 via the matched first branch portion 10320 and emitted through the light guiding surface 1031 to illuminate the corresponding sub-illumination area. In this way, the design flexibility of the light guide member 103 can be increased, and the compactness of the headlamp 10 can be improved.

In some embodiments, the LEDs 101 and photosensors 102 may alternately operate at a predetermined duty cycle for a preset period, as shown in fig. 7A and 7B. In other words, by adjusting the duty ratio of the LED 101 and the photosensor 102 within a preset period, the LED 101 and the photosensor 102 do not operate at the same time. Since the speed of light is extremely fast, the light emitted by the LED 101 can leave the headlamp 10 completely even in an extremely short time. Therefore, it is ensured that the light acquired by the photosensor 102 is entirely the light collected from the outside, thereby avoiding the influence of the photosensor 102 from the light emitted by the LED 101 itself. In this way, the control accuracy of the glare-free lighting function can be further improved.

According to an exemplary embodiment, each photosensor 102 and matched LED 101 alternately operate at 10% and 90% duty cycles within 1s, respectively, as shown in fig. 7A and 7B. Specifically, referring to the left portion of fig. 7B, during a period of 0s to 0.1s, the photosensor 102 is in an operating state, and the LED 101 is in a non-operating state, at which time the photosensor 102 can detect luminance data of light emitted from the front vehicle 1'. While as shown in the right part of fig. 7B, in the period of 0.1s to 1s, the LED 101 is in the active state, and the photosensor 102 is in the inactive state, at which time the LED 101 emits light toward the front of the vehicle 1, thereby illuminating the respective sub-illumination areas. It will be appreciated that the duty cycle of each of the photosensor 102 and the matched LED 101 described above, as well as the specific period of operation, are merely examples, and the present disclosure is not limited in any way.

Referring again to fig. 3-6C, in some embodiments, the head lamp 10 may further include a lens 107, the lens 107 being disposed in front of the light guiding surface 1031 in a propagation direction of light emitted from the LEDs 101, and the lens 107 may be configured to refract light emitted from the at least one LED 101 into a sub-illumination region corresponding to the at least one LED 101. According to an exemplary embodiment, as shown in fig. 3 and 4, light projected through the central portion of the lens 107 may be irradiated to the central region of the entire illumination region corresponding to the plurality of LEDs 101. Further, by providing lenses having a specific refractive index, light emitted from the respective LEDs 101 can be refracted into a sub-illumination region corresponding thereto.

In some embodiments, the headlamp 10 may further include a heat sink 108 mounted with a plurality of LEDs 101, as shown in fig. 3 and 4. By providing the heat sink 108, heat generated when the LED 101 is operated can be dissipated in time, thereby contributing to the prolongation of the lifetime of the LED 101. According to an exemplary embodiment, the heat sink 108 may include a plurality of fins 1080. In this way, by adding a plurality of heat dissipation fins, the uniformity of heat dissipation can be further improved, thereby further extending the lifetime of the LED 101. According to an exemplary embodiment of the present disclosure, there is also provided a vehicle 1, the vehicle 1 including the above-described headlamp 10 and an electric power source for supplying electric power to the headlamp 10.

A control method of the headlamp 10 according to an exemplary embodiment of the present disclosure will be described below with reference to fig. 8 to 9.

Fig. 8 is a flowchart of a control method of the headlamp 10 in an embodiment of the present application. The control method of the headlamp 10, which is executed by the controller of any of the above embodiments, includes: step S110-step S130.

Step S110: first luminance data detected by the plurality of photosensors 102 is acquired.

The first luminance data in this step includes luminance data in which the plurality of photosensors 102 detect light emitted from the front vehicle 1' in the sub-illumination region corresponding to each LED 101.

In this step, the plurality of photosensors 102 each detect luminance data, and transmit the detected luminance data as first luminance data to the controller, and the controller receives the first luminance data transmitted from each of the photosensors 102.

The front vehicle 1' is a vehicle located in front of the host vehicle 1, and includes a vehicle in a lane or other lanes in which the host vehicle 1 is located. The preceding vehicle 1' may be a vehicle traveling opposite to the host vehicle 1 or may be a vehicle traveling in the same direction as the host vehicle 1.

Step S120: it is determined whether there is a first target photosensor 102 of the plurality of photosensors 102 for which the first luminance data exceeds a first preset threshold.

If the preceding vehicle 1' is a vehicle traveling opposite to the host vehicle 1, the two high beam lights are opposed to each other, which is more likely to affect each other. In addition, the illumination angle of the high beam of the vehicle 1 in the prevailing case does not exceed 20 ° on one side, the standard road width being 3.6m, which means that the high beam will no longer have a glaring effect on the driver when two vehicles traveling in opposite directions are within 10 m. Therefore, in this step, the controller determines whether the front vehicle 1' is on or not with high beam that would make the driver of the vehicle 1 glare according to the first luminance data detected by each of the photosensors 102, if so, the step S130 is executed, and if not, the step S110 is returned.

The front vehicle 1' is a vehicle traveling opposite to the host vehicle 1, the first luminance data detected by each of the photoelectric sensors 102 may be generated by a high beam turned on by the front vehicle 1', and the high beam turned on by the front vehicle 1' traveling opposite is more likely to affect the driver of the host vehicle 1; the preceding vehicle 1' is a vehicle traveling in the same direction as the host vehicle 1, and the first luminance data detected by each of the photosensors 102 may be generated by the tail lamp turned on by the preceding vehicle 1', and the tail lamp turned on by the preceding vehicle 1' traveling in the same direction has a high probability of not affecting the driver of the host vehicle 1. The high beam turned on by the forward vehicle 1' traveling in the same direction is largely undetected by the photoelectric sensor 102 due to distance, vehicle body shielding, or light path, and is largely unlikely to affect the driver of the vehicle 1.

The step controller compares the first luminance data with a first preset threshold value, so that it is possible to distinguish which vehicle the detected front vehicle 1 'is, and determine whether it is a high beam or a tail lamp, so as to determine whether the front vehicle 1' is on a high beam which would dazzle the driver of the vehicle 1.

Specifically, when the first luminance data detected by the at least one photosensor 102 exceeds the first preset threshold, the controller determines that the front vehicle 1 'is a vehicle traveling opposite to the host vehicle 1, and turns on a high beam, and considers that the distance between the front vehicle 1' and the host vehicle 1 is long (greater than 10 m), the light emitted by the high beam will glare the driver of the host vehicle 1, and step S130 is performed.

When none of the first luminance data detected by the photosensor 102 exceeds the first preset threshold, the controller determines that the front vehicle 1' is not on a high beam that would glare the driver of the own vehicle 1, and returns to step S110.

It should be noted that, when the front vehicle 1' is not turned on, the driver of the vehicle 1 may glare the far beam, at least the following six cases are provided:

first, the front vehicle 1' is a vehicle traveling opposite to the host vehicle 1, and the high beam is not turned on; second, the front vehicle 1 'is a vehicle traveling opposite to the host vehicle 1, and the high beam is turned on, but the distance between the front vehicle 1' and the host vehicle 1 is relatively short (10 m or less); third, the front vehicle 1' is a vehicle that runs in the same direction as the host vehicle 1, and the tail lamp and the high beam are turned on; fourth, the front vehicle 1' is a vehicle that runs in the same direction as the host vehicle 1, and does not turn on a tail lamp and a high beam; fifth, the front vehicle 1' is a vehicle that runs in the same direction as the host vehicle 1, and has no tail lamp turned on, but has a high beam turned on; sixth, the front vehicle 1' is a vehicle that runs in the same direction as the host vehicle 1, and does not turn on the high beam, but turns on the tail lamp.

In the second, third, fifth, etc., cases, even if the front vehicle 1 'turns on the high beam, these high beams will not affect the driver of the host vehicle 1 with a high probability due to distance, vehicle body obstruction, or light path, and it is considered that the driver of the host vehicle 1 will not be dazzled, and at this time, the controller will not execute step S130 (turn on the corresponding LED 101) and will not remind the front vehicle 1' to turn off the high beam.

The first preset threshold in this step is preset. For example, in order to distinguish the high beam, which would make the driver of the host vehicle 1 glare, from the tail light, which would make the driver of the host vehicle 1 not make the driver of the host vehicle 1 glare, by the front vehicle 1', so as to avoid the occurrence of a false recognition situation, the first preset threshold value should be higher than the highest value required by the tail light brightness regulation. In addition, the first preset threshold value should be higher than the highest value of the brightness of the regulation of projecting the dipped headlight of the oncoming vehicle into the dipped headlight iii region in consideration of the need to remove the misrecognition of the dipped headlight iii light projected by the preceding vehicle 1' on the opposite lane. The present embodiment combines the above two points, and sets a safety margin on the number, and defines the first preset threshold as 937.5cd (candela) or 9.375lx (lux).

It should be noted that 937.5cd (candela) or 9.375lx (lux) is a theoretical value that works reasonably, but is not a unique value, and each product designer may adapt this value to make it more sensitive or slow according to the specific situation of the product usage.

Step S130: a first control signal is output for the LED 101 that matches the first target photosensor 102.

When there is a first target photosensor 102 whose first luminance data exceeds a first preset threshold, indicating that the front vehicle 1' turns on a high beam that would glare the driver of the host vehicle 1, the controller outputs a first control signal for the LED 101 that matches the first target photosensor 102, and lights the matched LED 101 to play a warning role.

In one embodiment, the first control signal is to control the current flowing through the LED 101, and increase the current value to enable the LED 101 to be lighted. The degree of increase of the current depends on the LED 101 and the driving design condition selected when the headlamp 10 is designed, in theory, the rated driving current of the LED 101 is generally 1A, under the condition of short-time operation, the current can be increased to 1.2A, and certain high-power automotive LEDs 101 allow the current to not exceed 1.4A in a short time.

When there is no first target photoelectric sensor 102 whose first luminance data exceeds the first preset threshold, it indicates that the front vehicle 1' is not turned on and the driver of the vehicle 1 is dazzled, and at this time, the process may return to step S110, and the plurality of photoelectric sensors 102 may be controlled to continue detection for real-time determination.

Therefore, in this embodiment, the luminance data of the light emitted by the front vehicle 1' in the sub-illumination area corresponding to each LED 101 is detected by each photoelectric sensor 102, and the controller can determine whether the front vehicle 1' is turned on or not according to the luminance data detected by the photoelectric sensors 102, so as to make the driver of the vehicle 1 glare the far-reaching beam, and light the LEDs 101 according to the determination result to remind the front vehicle 1' to turn off the far-reaching beam, thereby improving driving safety.

In addition, each LED 101 of this embodiment may be independently controlled, so that a local precise lighting function may be realized, so that when the front vehicle 1 'needs to be reminded to turn off the high beam, the controller may only turn on a specific LED 101, so that the whole high beam does not need to be turned on, glare is avoided, no glare illumination is realized, influences on the front vehicle 1' and other drivers on roads are reduced, and unsafe factors in the road running process are eliminated.

Fig. 9 is a flowchart of a control method of the headlamp 10 in an embodiment of the present application. The control method of the headlamp 10, which is executed by the controller of any of the above embodiments, includes: step S210-step S270.

Step S210: first luminance data detected by the plurality of photosensors 102 is acquired. For details, please refer to the description of step S110.

Step S220: it is determined whether there is a first target photosensor 102 of the plurality of photosensors 102 for which the first luminance data exceeds a first preset threshold. For details, please refer to the description of step S120.

Step S230: when there is a first target photosensor 102 whose first luminance data exceeds a first preset threshold, a first control signal for the LED 101 that matches the first target photosensor 102 is output. For details, please refer to the description of step S130.

Step S240: second luminance data detected by the plurality of photosensors 102 is acquired.

The second luminance data of this step is luminance data in the sub-illumination areas corresponding to the respective LEDs 101, which is continuously detected by the plurality of photosensors 102 after the controller outputs the first control signal for the LEDs 101 that match the first target photosensor 102, that is, after the corresponding LEDs 101 are turned on.

In this step, the plurality of photosensors 102 each detect luminance data and transmit the detected luminance data as second luminance data to the controller, and the controller receives the second luminance data transmitted from each of the photosensors 102.

Step S250: it is determined whether a second target photosensor 102 of the plurality of photosensors 102 whose second luminance data exceeds a second preset threshold is present.

The second preset threshold of this step may be equal to the first preset threshold. If the preceding vehicle 1' turns off the high beam that would glare the vehicle 1 after receiving the warning of the vehicle 1, the luminance data detected by the photosensor 102 is reduced. In this step, the controller determines whether a second target photoelectric sensor 102 whose second luminance data exceeds a second preset threshold exists in the plurality of photoelectric sensors 102 according to the second luminance data detected by each photoelectric sensor 102, if yes, step S260 is executed; if not, step S270 is performed.

Step S260: when there is a second target photosensor 102 whose second luminance data exceeds a second preset threshold, a second control signal for the LED101 that matches the second target photosensor 102 is output. In this step, the second control signal is to control the current flowing through the LED101 to control the corresponding LED101 to flash, so as to increase the warning effect.

Step S270: when there is no second target photosensor 102 whose second luminance data exceeds a second preset threshold, the LED 101 that matches the second target photosensor 102 is turned off.

When there is no second target photosensor 102 whose second luminance data exceeds a second preset threshold, indicating that the forward vehicle 1' traveling in the opposite direction has turned off the high beam, the controller turns off the LED 101 matched with the second target photosensor 102, avoiding affecting other vehicles.

It should be noted that the features of the embodiments of the present application may be combined with each other without conflict. The above is only a preferred embodiment of the present application, and is not intended to limit the present application, but various modifications and variations can be made to the present application by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application should be included in the protection scope of the present application.

Claims (10)

1. A head lamp for a vehicle, comprising:

a plurality of LEDs, each of the LEDs being capable of being independently turned on and off, and each of the LEDs being capable of illuminating a respective one of the sub-illuminated areas in front of the vehicle when turned on;

The photoelectric sensors are matched with the LEDs in a one-to-one correspondence manner and are used for detecting brightness data of light emitted by a front vehicle in a sub-illumination area corresponding to the matched LEDs; and

the controller is respectively connected with the LED and the photoelectric sensor;

the controller is used for acquiring first brightness data detected by the plurality of photoelectric sensors; judging whether a first target photoelectric sensor with first brightness data exceeding a first preset threshold value exists in the plurality of photoelectric sensors; when there is a first target photosensor whose first luminance data exceeds a first preset threshold, a first control signal for an LED that matches the first target photosensor is output.

2. The headlamp of claim 1 wherein the controller is further configured to:

continuing to acquire second brightness data detected by the plurality of photosensors after outputting a first control signal for an LED that matches the first target photosensor;

judging whether a second target photoelectric sensor with second brightness data exceeding a second preset threshold value exists in the plurality of photoelectric sensors;

And outputting a second control signal for an LED matched with a second target photoelectric sensor when the second brightness data exceeds a second preset threshold value.

3. The headlamp of claim 2 wherein the controller is further configured to:

and when a second target photoelectric sensor with second brightness data exceeding a second preset threshold value does not exist, turning off an LED matched with the second target photoelectric sensor.

4. The headlamp of claim 1 wherein the controller is further configured to:

each photosensor and the matched LED are controlled to alternately operate at a predetermined duty cycle for a preset period.

5. The headlamp according to any one of claims 1 to 4, further comprising:

a light guide member having a light guide surface provided at a first end portion of the light guide member, and the photosensor and the matched LED are provided corresponding to another end portion of the light guide member different from the first end portion;

wherein light emitted from the front vehicle passes through the light guide surface and is guided by the light guide member to reach the photoelectric sensor, and light emitted from the LED is guided by the light guide member to reach the light guide surface and is emitted through the light guide surface to illuminate the corresponding sub-illumination area.

6. A vehicle characterized in that it comprises a headlight according to any one of claims 1 to 5 and an electric power source for supplying electric power.

7. A control method of a headlamp, characterized in that the method is applied to a controller, which connects a plurality of LEDs and a plurality of photosensors; each of the LEDs is capable of being independently turned on and off, and each of the LEDs is capable of illuminating a respective one of the sub-illuminated areas in front of the vehicle when turned on; the photoelectric sensors are matched with the LEDs in a one-to-one correspondence manner, and the photoelectric sensors are used for detecting brightness data of light emitted by a front vehicle in a sub-illumination area corresponding to the matched LEDs; the method comprises the following steps:

acquiring first brightness data detected by the plurality of photoelectric sensors;

judging whether a first target photoelectric sensor with first brightness data exceeding a first preset threshold value exists in the plurality of photoelectric sensors;

when there is a first target photosensor whose first luminance data exceeds a first preset threshold, a first control signal for an LED that matches the first target photosensor is output.

8. The control method of a headlamp of claim 7, further comprising:

Continuing to acquire second brightness data detected by the plurality of photosensors after outputting a first control signal for an LED that matches the first target photosensor;

judging whether a second target photoelectric sensor with second brightness data exceeding a second preset threshold value exists in the plurality of photoelectric sensors;

and outputting a second control signal for an LED matched with a second target photoelectric sensor when the second brightness data exceeds a second preset threshold value.

9. The method of claim 8, wherein the first control signal is to control the LED to be lit and the second control signal is to control the LED to flash;

the first preset threshold is equal to the second preset threshold.

10. The method for controlling a headlamp according to claim 8, wherein the method further comprises:

and when a second target photoelectric sensor with second brightness data exceeding a second preset threshold value does not exist, turning off an LED matched with the second target photoelectric sensor.