CN115916590A - Device and method for setting the angular position of the optical axis of a motor vehicle headlight - Google Patents
Device and method for setting the angular position of the optical axis of a motor vehicle headlight Download PDFInfo
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- CN115916590A CN115916590A CN202180039660.9A CN202180039660A CN115916590A CN 115916590 A CN115916590 A CN 115916590A CN 202180039660 A CN202180039660 A CN 202180039660A CN 115916590 A CN115916590 A CN 115916590A
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- motor vehicle
- acceleration sensor
- pitch angle
- roll angle
- angular position
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
- B60Q1/00—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor
- B60Q1/0017—Devices integrating an element dedicated to another function
- B60Q1/0023—Devices integrating an element dedicated to another function the element being a sensor, e.g. distance sensor, camera
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
- B60Q1/00—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor
- B60Q1/02—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to illuminate the way ahead or to illuminate other areas of way or environments
- B60Q1/04—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to illuminate the way ahead or to illuminate other areas of way or environments the devices being headlights
- B60Q1/06—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to illuminate the way ahead or to illuminate other areas of way or environments the devices being headlights adjustable, e.g. remotely-controlled from inside vehicle
- B60Q1/08—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to illuminate the way ahead or to illuminate other areas of way or environments the devices being headlights adjustable, e.g. remotely-controlled from inside vehicle automatically
- B60Q1/10—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to illuminate the way ahead or to illuminate other areas of way or environments the devices being headlights adjustable, e.g. remotely-controlled from inside vehicle automatically due to vehicle inclination, e.g. due to load distribution
- B60Q1/115—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to illuminate the way ahead or to illuminate other areas of way or environments the devices being headlights adjustable, e.g. remotely-controlled from inside vehicle automatically due to vehicle inclination, e.g. due to load distribution by electric means
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
- B60Q1/00—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor
- B60Q1/02—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to illuminate the way ahead or to illuminate other areas of way or environments
- B60Q1/04—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to illuminate the way ahead or to illuminate other areas of way or environments the devices being headlights
- B60Q1/06—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to illuminate the way ahead or to illuminate other areas of way or environments the devices being headlights adjustable, e.g. remotely-controlled from inside vehicle
- B60Q1/08—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to illuminate the way ahead or to illuminate other areas of way or environments the devices being headlights adjustable, e.g. remotely-controlled from inside vehicle automatically
- B60Q1/12—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to illuminate the way ahead or to illuminate other areas of way or environments the devices being headlights adjustable, e.g. remotely-controlled from inside vehicle automatically due to steering position
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
- B60Q2300/00—Indexing codes for automatically adjustable headlamps or automatically dimmable headlamps
- B60Q2300/10—Indexing codes relating to particular vehicle conditions
- B60Q2300/11—Linear movements of the vehicle
- B60Q2300/114—Vehicle acceleration or deceleration
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
- B60Q2300/00—Indexing codes for automatically adjustable headlamps or automatically dimmable headlamps
- B60Q2300/10—Indexing codes relating to particular vehicle conditions
- B60Q2300/13—Attitude of the vehicle body
- B60Q2300/132—Pitch
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
- B60Q2300/00—Indexing codes for automatically adjustable headlamps or automatically dimmable headlamps
- B60Q2300/10—Indexing codes relating to particular vehicle conditions
- B60Q2300/13—Attitude of the vehicle body
- B60Q2300/136—Roll
Abstract
The invention relates to a device for setting the angular position of the optical axis of a headlight of a motor vehicle, wherein the pitch angle is determined from the signal of at least one MEMS acceleration sensor. The device is characterized in that the MEMS acceleration sensor is a component of a control device of the headlamp, and the headlamp is provided with a pitch angle adjusting motor for adjusting the angular position of the optical axis. The device is arranged to determine the longitudinal acceleration of the motor vehicle using the MEMS acceleration sensor and to use this longitudinal acceleration together with a calculation model for driving the pitch angle adjustment motor. An independent claim is directed to a corresponding method.
Description
Technical Field
The present invention relates to a device for setting the angular position of the optical axis of a headlight for a motor vehicle according to the preamble of claim 1. The angular position depends on the static pitch angle of the motor vehicle, which is generated when the motor vehicle is stopped on the road or moving straight at a constant speed on the road. A static pitch angle is determined from the signal of the at least one MEMS acceleration sensor and is dependent on the load distribution and the road grade.
The invention also relates to a method for setting the angular position of the optical axis of a motor vehicle headlight, wherein the angular position is dependent on a static pitch angle, which is generated when the motor vehicle is parked on a road or moving straight at a constant speed on a road, and wherein the static pitch angle is determined from the signal of at least one MEMS acceleration sensor.
Background
Such a device and such a method are known from US8838343B 2. The variables pitch angle, roll angle and yaw angle are used to describe the position of the motor vehicle in space. These variables are in DIN ISO8855:2013-11, stra β enfahrzeuge, fahrzeugdynamik und Fahrverhalten, begriffe, (ISO 8855: beuth, 2013. Pitch angle describes the rotational yaw of the vehicle longitudinal axis about the vehicle transverse axis. The roll angle describes the rotational deflection of the vehicle transverse axis about the vehicle longitudinal axis. The yaw angle describes the rotational deflection of the vehicle longitudinal axis about the vehicle vertical axis.
Since 1998, vehicle registration authorities have demanded compensation for the influence of load variations on the position of the optical axis of motor vehicle headlights. The aim is to prevent glare of oncoming traffic participants while providing the greatest possible range of the low beam. The device that performs this task is also referred to as a Vertical Aiming Control (VAC) device. There is known a manual VAC apparatus in which a driver manually sets the position of an optical axis from an instrument panel. Also known are automatic acting devices (AVACs) that compensate for static positional changes of the optical axis that occur as a result of changes in load conditions. The initially mentioned US8838343B2 uses MEMS acceleration sensors, but is limited to compensating for static position changes.
Furthermore, dynamic AVAC devices are also known which compensate for the dynamically occurring change in the position of the optical axis when the motor vehicle is running. These devices use a deflection sensor to detect the position of the optical axis. This solution is already disadvantageous because of the associated outlay in terms of cabling for the usually four deflection sensors.
Disclosure of Invention
Against this background, it is an object of the present invention to provide a device of the type mentioned at the outset which permits compensation of dynamic changes in the position of the optical axis without having to take into account the cabling outlay associated with the use of deflection sensors for this purpose.
This object is achieved using the features of the independent claims. The device according to the invention differs from the initially mentioned prior art in that the MEMS acceleration sensor is part of a control device of a headlight of a motor vehicle, wherein the headlight has at least one light module with an optical axis of the motor vehicle headlight and a pitch angle adjustment motor arranged for adjusting the angular position of the optical axis, and wherein the control device is arranged to determine a longitudinal acceleration of the motor vehicle from the acceleration of the motor vehicle detected using the MEMS acceleration sensor and to multiply this longitudinal acceleration by a predetermined coefficient to obtain a product, to add this product to a static pitch angle to obtain a collective pitch angle, and to set the angular position dependent on the collective pitch angle by driving the pitch angle adjustment motor. In principle, the invention is applicable to all types of headlamps for which a vertical setting device is intended. In the case of such a headlamp, the emission direction of the light module is usually set.
The method according to the invention is characterized in that the longitudinal acceleration of the motor vehicle is detected using a MEMS acceleration sensor and multiplied by a predetermined coefficient to obtain a product, and the product is added to the static pitch angle to obtain the collective pitch angle, and the setting of the angular position in dependence on the collective pitch angle is performed.
Regarding the apparatus aspect, it is preferred that the pitch angle adjustment motor is mechanically coupled with the light module and arranged to adjust a pitch angle position of the optical axis.
It is further preferred that the angular position depends on a static roll angle, which is generated when the motor vehicle is stopped on a road or moving straight at a constant speed on a road, and wherein the static roll angle is determined from the signal of the at least one MEMS acceleration sensor, and wherein the headlamp has a roll angle adjusting motor provided for adjusting the optical axis of the light module, and wherein the control device is arranged to determine a lateral acceleration of the motor vehicle from the acceleration of the motor vehicle detected using the MEMS acceleration sensor, wherein the lateral acceleration of the motor vehicle is multiplied by a predetermined coefficient to obtain a product, wherein the product and the static roll angle are added to obtain a total roll angle, and wherein the setting of the angular position depends on the total roll angle is performed.
It is further preferred that the roll angle adjusting motor is mechanically coupled with the light module and arranged to adjust the roll angle position of the optical axis.
Further, it is preferred that the device has a bus connection with the further headlamp, and the MEMS acceleration sensor is connected to the control device of the further headlamp by the bus connection, wherein the control device of the further headlamp is arranged to multiply the longitudinal acceleration of the motor vehicle detected using the MEMS acceleration sensor by a predetermined coefficient to obtain a product, add the product to the static pitch angle to obtain a collective pitch angle, and set an angular position depending on the collective pitch angle by driving the further pitch angle adjusting motor, and the control device is further arranged to multiply the lateral acceleration of the motor vehicle detected using the MEMS acceleration sensor by a predetermined coefficient, add the product to the static roll angle to obtain a collective roll angle, and set an angular position depending on the collective roll angle by driving the further roll angle adjusting motor.
A further preferred embodiment provides that the acceleration sensor is an acceleration sensor which detects accelerations about two axes perpendicular to one another.
It is also preferred that the control device is arranged to convert accelerations detected by the acceleration sensor around two mutually perpendicular spatial directions into a longitudinal acceleration and a lateral acceleration.
In addition, it is preferable that the acceleration sensor is an acceleration sensor that detects accelerations in three spatial directions perpendicular to each other.
With regard to the design of the method, it is preferred that the angular position also depends on a static roll angle, which is produced when the motor vehicle is stopped on a road or is moving straight at a constant speed on a road, and wherein the static roll angle is determined from the signal of the at least one MEMS acceleration sensor, and wherein a lateral acceleration of the motor vehicle is detected using the MEMS acceleration sensor and multiplied by a predetermined coefficient to obtain a product, and the product and the static roll angle are added to obtain a total roll angle, and the setting of the angular position that depends on the total roll angle is performed.
Further advantages arise from the following description, the drawings and the dependent claims. It is to be understood that the features mentioned above and those yet to be explained below can be used not only in the respectively given combination but also in other combinations or alone without departing from the scope of the present invention.
Embodiments of the invention are illustrated in the drawings and are described in more detail in the following description.
Drawings
Here, the figures are shown in schematic form, respectively:
fig. 1 shows a headlamp for a motor vehicle;
FIG. 2 shows low pass filtered pitch angle versus longitudinal acceleration for a fixed load profile;
fig. 3 shows an embodiment of a headlamp with a roll angle adjustment motor for setting the angular position of the optical axis of the headlamp;
fig. 4 shows a configuration of a device with a bus connection to a further headlight;
fig. 5 shows a flow chart of an embodiment of a method for setting a pitch angle position of an optical axis of a motor vehicle headlamp according to the invention; and
fig. 6 shows a flow chart of an embodiment of a method according to the invention for setting a roll angle position of an optical axis of a motor vehicle headlight.
Detailed Description
In detail, fig. 1 shows a motor vehicle headlamp 10 with a housing 12, the light exit opening of the housing 12 being covered by a transparent cover 14. The x-direction corresponds to the longitudinal direction of the motor vehicle, while the y-direction corresponds to the transverse direction of the motor vehicle, and the z-direction corresponds to the vertical direction of the motor vehicle. This convention applies to all embodiments.
The headlamp 10 has an optical module 16, and an optical axis 18 of the optical module 16 is an optical axis of the headlamp 10. The light module 16 and thus also its optical axis 18 can pivot about the transverse direction y. This pivoting movement is used, for example, to change the height of the light-dark boundary of the low-beam light distribution produced by the light module 16. Such a height varies, for example, with the variation of the pitch angle Phi of the motor vehicle. The pitch angle Phi may change (statically) when the load of the motor vehicle varies, for example when the tail is lowered and the head is raised. The static pitch angle Phi _0 of the motor vehicle is generated when the motor vehicle is stopped on the road or is moving straight at a constant speed on the road.
The dynamic change of the pitch angle Phi occurs during driving due to dynamic axle load deflection during braking and acceleration in the longitudinal direction.
The resulting change in the angular position of optical axis 18 can be compensated by a reverse pivoting of light module 16 about transverse direction y.
The headlight 10 has a device 20 for setting the angular position of the optical axis 18. The device 20 comprises a MEMS acceleration sensor 22 known per se, which MEMS acceleration sensor 22 is arranged according to the invention in a control device 28 of the headlamp 10 together with a processor 24 and an output stage 26. The control device 28 controls, in particular, a pitch angle adjustment motor 30, which pitch angle adjustment motor 30 is coupled to the light module 16 via a coupling rod and a joint in such a way that an adjustment movement of the pitch angle adjustment motor 30 pivots the light module 16 about the y direction. The pitch angle adjustment motor 30 is a further integral part of the arrangement 20 and is mechanically coupled with the light module 16 and arranged to adjust the pitch angle position of the optical axis 18.
The control device 28 is arranged to determine the static pitch angle Phi 0 from the signal of the at least one MEMS acceleration sensor 22. MEMS acceleration sensors have, for example, an elastically suspended inert mass provided with one or more electrodes. Depending on the deflection of the mass, the distance of the electrode or electrodes to the counter electrode or counter electrodes changes, which can be measured capacitively. Thereby, a static change of the angular position of the optical axis 18 can be measured. Such measurements are not considered part of the present invention herein.
According to the invention, the control device 28 is arranged to determine the longitudinal acceleration ax of the motor vehicle from the acceleration of the motor vehicle detected using the MEMS acceleration sensor 22 and multiply this longitudinal acceleration ax by a predetermined factor Phi _1 to obtain a product, to add this product to the static pitch angle Phi _0 to obtain the collective pitch angle Phi, and to set the angular position of the optical axis 18 in dependence on the collective pitch angle Phi by driving the pitch angle adjusting motor 30.
For the present invention, it is theoretically sufficient that the MEMS acceleration sensor 22 is an acceleration sensor that detects acceleration about two axes perpendicular to each other. In practice, however, it is preferred to use a MEMS acceleration sensor 22, which is a MEMS acceleration sensor 22 that detects accelerations in three spatial directions perpendicular to each other. Such a MEMS acceleration sensor 22 can be inserted into the control device 28 in any orientation, and the longitudinal acceleration and, if applicable, also the transverse acceleration detected by the MEMS acceleration sensor 22 can be used to calculate them from the measured values by means of a 3D rotation matrix.
Fig. 2 shows the low-pass filtered pitch angle plotted on the ordinate versus the longitudinal acceleration plotted on the abscissa. This relationship is recorded at the time of trial driving. Obviously, this relationship can be modeled by a low-order polynomial, where a linear relationship is shown here. Performing a test run with alternating lateral acceleration provides a similar relationship between lateral acceleration and the roll angle that occurs at that time.
From these observations, the computational models for pitch and roll can be formulated as a system of linear equations:
pitch angle: phi = Phi _0+ Phi_1 ax
Roll angle: theta = Theta _0+theta _1 +
The inventors have realized that the accuracy of such a simple computational model is sufficient for the purpose of dynamic headlamp adjustment (vertical, pitch angle Phi) and, if necessary, supplementary horizontal adjustment (roll angle Theta) and can be directly used for existing setting algorithms that provide angular position adjustment of the optical axis 18 of the headlamp 10.
The calculation model is based on four coefficients, theta _0 and Theta _1 being pitch angles Theta and Phi _0 and Phi _1 being roll angles. The coefficients Phi _0 and Theta _0 represent the static pitch angle and roll angle.
The coefficients Phi _1 and Theta _1 represent changes in pitch angle and roll angle that occur as a result of the longitudinal acceleration ax and the lateral acceleration ay while driving. These accelerations may be generated by gravity in combination with changes in the longitudinal and/or lateral gradient of the road or by the driving influence of the motor vehicle.
These coefficients depend on the design of the chassis of the motor vehicle and can be defined as parameters that are characteristic of a particular chassis (a particular vehicle suspension). These two parameters can also be determined from information detected while driving and updated over and over again during the service life of the vehicle, in order to monitor the aging state and to be able to maintain or repair the suspension system in a timely manner.
It will be appreciated that the accuracy of the computational model can be improved by considering higher orders of the square and cubic components of the map.
Another possibility for increasing the accuracy is to use a sensor with six axes with a three-axis gyroscope and a three-axis acceleration sensor. The gyroscope measures angular velocity. The acceleration sensor measures linear acceleration along one or more axes. For example, determination of collective pitch and collective roll may be improved by fusing data with gyroscope output variables. The data fusion process is preferably performed by a complementary filter, wherein the precise high frequency information provided by the gyroscope is combined with the precise components in the lower frequency components of the collective pitch and roll angles provided by the acceleration sensors as further described above.
Integration of the gyroscope output enables determination of the change in orientation of the sensor. However, the orientation so determined carries an error that increases indefinitely over time due to sensor bias errors. Rather, the acceleration sensor only enables a determination of the sensor orientation with strong noise. This applies in particular to dynamic driving situations. But the orientation error is still limited at this time and does not increase indefinitely over time. The idea behind the complementary filter is to combine the slowly varying signal of the acceleration sensor with the rapidly varying signal of the gyroscope.
The acceleration sensor enables determination of the orientation under static conditions. The gyroscope enables determination of orientation under dynamic conditions. Advantageously, the acceleration sensor signal is low-pass filtered, while the gyroscope signal is high-pass filtered. The thus filtered signals are then combined. The frequency responses of the high-pass filtering and the low-pass filtering are added to 1 at all frequencies, so that the combined signal is either high-pass filtered or low-pass filtered at any time. In a preferred embodiment, the information obtained from the suspension models is combined using complementary filters. Thereby, a better angle determination can be achieved.
Fig. 3 shows an exemplary embodiment of the headlight as shown in fig. 1 with an additional roll angle adjustment motor for compensating for changes in the roll angle position of the optical axis of the headlight 10.
As already explained, the angular position of the optical axis 18 depends on the static roll angle Theta _0, which is generated when the motor vehicle is stopped on a road or moving straight at a constant speed on a road. The static roll angle Theta _0 is determined from the signal of the at least one MEMS acceleration sensor 22. The headlight 10 has a roll angle adjusting motor 32 provided for adjusting the optical axis 18 of the light module 16. The control device 28 is arranged to determine the lateral acceleration ay of the motor vehicle from the acceleration of the motor vehicle detected using the MEMS acceleration sensor 22. The lateral acceleration of the motor vehicle is multiplied by a predetermined coefficient Theta _1 to obtain a product. This product is added to the static roll angle Theta _0 to obtain the total roll angle Theta. A setting of the angular position of the optical axis 18 depending on the total roll angle Theta thus formed is made.
A roll angle adjustment motor 32 is mechanically coupled to the light module 16 and arranged to adjust the roll angle position of the optical axis 18. To this end, the roll angle adjusting motor 32 is especially arranged such that it rotates the light module 16 around the optical axis 18 of the light module 16.
Fig. 4 shows a configuration of the device 20, which is characterized in that the device 20 has a bus connection 34 to a further headlight 34, and the MEMS acceleration sensor 22 is connected via the bus connection 34 to a further control device 38, which further control device 38 is a component of a further headlight 36.
The further control device 38 of the further headlight 36 is provided to treat the longitudinal accelerations ax of the motor vehicle detected using the MEMS acceleration sensor 22 as if these longitudinal angular velocities had been detected using its own MEMS acceleration sensor arranged in the further headlight 36. In other words, the further control device 38 is arranged to multiply the detected longitudinal acceleration by a factor to obtain a product, to add this product to the static pitch angle to obtain the collective pitch angle, and to set the angular position dependent on the collective pitch angle by driving the further pitch angle adjustment motor 40. With regard to the roll angle, the further control device 38 is further arranged to multiply the lateral acceleration ay of the motor vehicle detected using the MEMS acceleration sensor 22 by a predetermined coefficient Theta _1 to obtain a product, to add this product to the static roll angle Theta _0 to obtain a total roll angle Theta, and to set the angular position of the optical axis 18 dependent on the total roll angle by driving a further roll angle adjusting motor 42, which further roll angle adjusting motor 42 is an integral part of the further headlight 36.
In a preferred alternative, the collective pitch angle and the collective roll angle are calculated by the control device 28 and transmitted to the further control device 38. Technically, this is better than transmitting the raw data to the control device, since in a more advantageous method less information has to be transmitted and the further control device 38 has to perform less complex operations.
Fig. 5 shows an embodiment of a method according to the invention for setting an angular position of an optical axis of a motor vehicle headlamp, wherein the angular position is dependent on a static pitch angle. In a first step 100, a static pitch angle is determined from the signal of the at least one MEMS acceleration sensor 22. In a second step 102, the longitudinal acceleration ax of the motor vehicle is detected using the MEMS acceleration sensor 22, and in a third step 104 this longitudinal acceleration ax is multiplied by a predetermined coefficient Phi _1 which is characteristic of the chassis. In a fourth step 106, the product is added to the static pitch angle Phi _0 to obtain the collective pitch angle. In a fifth step 108, the angular position of the optical axis 18, which is dependent on the collective pitch angle Phi, is set by driving the pitch angle adjustment motor 30 in a correspondingly compensated manner.
Fig. 6 shows a flow chart of an embodiment of the method according to the invention, which method also compensates for the dependence of the angular position of the optical axis on the roll angle. In a first step 200, a static roll angle Theta _0 is determined from the signal of the at least one MEMS acceleration sensor 22. In a second step 202, the lateral acceleration ay of the motor vehicle is detected using the MEMS acceleration sensor 22. In a third step 204, the detected lateral acceleration ay is multiplied by a predetermined coefficient Theta _1 to obtain a product. In a fourth step 206, the product is added to the static roll angle Theta _0 to obtain the total roll angle Theta. In a fifth step 208, the angular position of the optical axis 18, which is dependent on the total roll angle Theta, is set by correspondingly driving the roll angle adjustment motor 32.
Claims (10)
1. A device (20) for setting an angular position of an optical axis (18) of a headlamp (10) of a motor vehicle, wherein the angular position depends on a static pitch angle of the motor vehicle, which is generated when the motor vehicle is parked on a road or moving straight at a constant speed on a road, and wherein the static pitch angle is determined from signals of at least one MEMS acceleration sensor (22), characterized in that the MEMS acceleration sensor (22) is an integral part of a control device (28) of the headlamp (10), wherein the headlamp (10) has at least one light module (16) with the optical axis (18) of the headlamp (10) and a pitch angle adjusting motor (30) provided for adjusting the angular position of the optical axis (18), and wherein the control device (28) is provided to determine a longitudinal acceleration of the motor vehicle from an acceleration of the motor vehicle detected using the MEMS acceleration sensor (22) and to multiply the longitudinal acceleration by a predetermined coefficient, to add the product to the total pitch angle, and to adjust the static pitch angle of the motor (18) by driving the MEMS acceleration sensor (22).
2. The arrangement (20) according to claim 1, wherein the pitch angle adjustment motor (30) is mechanically coupled with the light module (16) and arranged to adjust the pitch angle position of the optical axis (18).
3. The device (20) according to claim 1 or 2, wherein the angular position is dependent on a static roll angle, which is generated when the motor vehicle is parked on a road or moving straight at a constant speed on a road, and wherein the static roll angle is determined from signals of at least one MEMS acceleration sensor (22), and wherein the headlamp (10) has a roll angle adjusting motor (32) arranged for adjusting the optical axis (18) of the light module (16), and wherein the control device (28) is arranged to determine a lateral acceleration of the motor vehicle from the acceleration of the motor vehicle detected using the MEMS acceleration sensor (22), and wherein the lateral acceleration of the motor vehicle is multiplied by a predetermined coefficient, and wherein the product and the static roll angle are added to obtain a total roll angle, and wherein the setting of the angular position of the optical axis (18) is dependent on the total roll angle is performed.
4. The apparatus (20) according to claim 3, wherein the roll angle adjusting motor (32) is mechanically coupled with the light module (16) and arranged to adjust the roll angle position of the optical axis (18).
5. Device (20) according to any one of the preceding claims, characterized in that the device (20) has a bus connection (34) with a further headlamp (36) and the MEMS acceleration sensor (22) is connected to a control device (38) of the further headlamp (36) via the bus connection (34), wherein the control device (38) of the further headlamp (36) is arranged to multiply the longitudinal acceleration of the motor vehicle detected using the MEMS acceleration sensor (22) by a predetermined coefficient to obtain a product, to add the product to the static pitch angle to obtain a collective pitch angle, and to set the angular position dependent on the collective pitch angle by driving a further pitch angle adjusting motor (40), and the control device (38) is further arranged to multiply the lateral acceleration of the motor vehicle detected using the MEMS acceleration sensor (22) by a predetermined coefficient, to add the product to the static roll angle to obtain a total roll angle, and to set the angular position of the optical axis (18) dependent on the total roll angle by driving a further roll angle adjusting motor (42).
6. The device (20) according to any one of claims 1 to 5, wherein the acceleration sensor is an acceleration sensor detecting accelerations about two axes perpendicular to each other.
7. Device (20) according to claim 6, characterised in that the control device is arranged to convert the accelerations detected by the acceleration sensor around two spatial directions perpendicular to each other into a lateral acceleration and a longitudinal acceleration of the motor vehicle.
8. The device (20) according to any one of claims 1 to 5, wherein the acceleration sensor is an acceleration sensor detecting accelerations in three spatial directions perpendicular to each other.
9. A method for setting the angular position of the optical axis of a motor vehicle headlight, wherein the angular position is dependent on a static pitch angle, which is generated when the motor vehicle is parked on a road or moving straight at a constant speed on a road, and wherein the static pitch angle is determined from the signals of at least one MEMS acceleration sensor, characterized in that the MEMS acceleration sensor is used to detect the longitudinal acceleration of the motor vehicle and the longitudinal acceleration is multiplied by a predetermined coefficient to obtain a product, and the product and the static pitch angle are added to obtain a collective pitch angle, and the setting of the angular position is dependent on the collective pitch angle is performed.
10. The method according to claim 9, wherein the angular position is further dependent on a static roll angle, which is generated when the motor vehicle is stopped on a road or moving straight at a constant speed on a road, and wherein the static roll angle is determined from signals of at least one MEMS acceleration sensor, and wherein a lateral acceleration of the motor vehicle is detected using the MEMS acceleration sensor and multiplied by a predetermined coefficient to obtain a product, and wherein the product and the static roll angle are added to obtain a total roll angle, and a setting of the angular position dependent on the total roll angle is performed.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102020117799.2A DE102020117799A1 (en) | 2020-07-06 | 2020-07-06 | Device and method for adjusting an angular position of an optical axis of a motor vehicle headlight |
| DE102020117799.2 | 2020-07-06 | ||
| PCT/EP2021/068309 WO2022008368A1 (en) | 2020-07-06 | 2021-07-02 | Device and method for setting the angular position of an optical axis of a motor vehicle headlight |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN115916590A true CN115916590A (en) | 2023-04-04 |
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|---|---|---|---|
| CN202180039660.9A Pending CN115916590A (en) | 2020-07-06 | 2021-07-02 | Device and method for setting the angular position of the optical axis of a motor vehicle headlight |
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| Country | Link |
|---|---|
| JP (1) | JP2023532642A (en) |
| CN (1) | CN115916590A (en) |
| DE (1) | DE102020117799A1 (en) |
| WO (1) | WO2022008368A1 (en) |
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| DE102022001983A1 (en) | 2022-06-08 | 2023-12-14 | Mercedes-Benz Group AG | Method for adjusting the headlight range of at least one headlight of a motor vehicle |
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| IT1272047B (en) | 1993-11-10 | 1997-06-11 | Carello Spa | ELECTRONIC SYSTEM FOR THE AUTOMATIC ADJUSTMENT OF THE INCLINATION OF THE PROJECTORS OF A VEHICLE, IN PARTICULAR A VEHICLE. |
| DE102005033237B4 (en) * | 2005-07-15 | 2007-09-20 | Siemens Ag | Method for determining and correcting misalignments and offsets of the sensors of an inertial measurement unit in a land vehicle |
| JP5787649B2 (en) | 2010-10-26 | 2015-09-30 | 株式会社小糸製作所 | Vehicle lamp control device and vehicle lamp system |
| DE102014204407A1 (en) | 2014-03-11 | 2015-09-17 | Automotive Lighting Reutlingen Gmbh | Control unit and method for varying a headlight range of a motor vehicle headlight |
| JP2016028924A (en) * | 2014-07-25 | 2016-03-03 | 株式会社デンソー | Vehicle headlight control unit |
| DE102016122066A1 (en) | 2016-11-16 | 2018-05-17 | Automotive Lighting Reutlingen Gmbh | Method for adjusting the angular position of the optical axis of a headlight of a motor vehicle and lighting device of the motor vehicle |
| DE102017005019A1 (en) * | 2017-05-26 | 2018-11-29 | Daimler Ag | Lighting device and method for its operation |
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2021
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- 2021-07-02 JP JP2022578737A patent/JP2023532642A/en active Pending
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| WO2022008368A1 (en) | 2022-01-13 |
| JP2023532642A (en) | 2023-07-31 |
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