Classifications

• • 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
• • 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
  • B60Q1/085—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 special conditions, e.g. adverse weather, type of road, badly illuminated road signs or potential dangers
• • 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
  • B60Q2300/112—Vehicle speed
• • 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
• • 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
  • B60Q2300/30—Indexing codes relating to the vehicle environment
  • B60Q2300/32—Road surface or travel path

Definitions

• the present invention relates to a method for determining a safety angle of a headlight beam of at least one headlight of a vehicle, on a corresponding device and on a
• Adaptive Headlight Control or AHC (“adaptive high beam assistant")
• AHC adaptive high beam assistant
• Headlamps of a vehicle to a position of other road users are adapted to the vehicle.
• Safety angle can for example be adapted to a road quality. This makes it possible, compared to a fixed safety angle, to increase the average visibility or reduce the glare, depending on the road quality. With a good road quality can a smaller
• Safety angle can be selected.
• the road quality is usually determined over a longer period of, for example, 20 seconds. Fast changes in road quality Therefore, it is only slowly noticeable in the form of a change in the safety angle. A quick response can be achieved, for example, by weighting a required safety angle as a function of an age of measuring the road quality.
• the safety angle can in particular represent a vertical angle by which the headlight beam is lowered to a safety height.
• the safety height can be a height of the
• Headlight beam represent, in which no dazzling of a driver of a foreign vehicle.
• the method comprises the following steps:
• the at least one headlight may be, for example, a headlight of the vehicle.
• the at least one headlight can be designed to emit a headlight beam for illuminating an environment of the vehicle.
• the environment may be, for example, an apron of the vehicle.
• Under a spotlight beam can be
• a beam of a high beam For example, be understood a beam of a high beam.
• Headlight beam can be lowered by a safety angle to a safety height.
• the safety angle may be a variable vertical angle of inclination of the at least one headlamp to the the at least one headlight can be adjusted to prevent dazzling other road users.
• a safety height can be understood to be a height adjustment of the at least one headlight, in which a headlight range of the headlight beam is reduced so that other road users are not dazzled. The safety height can by the
• Safety angles are affected: the greater the safety angle, the lower the safety height, ie. h., The steeper is an angle at which the headlight beam hits a roadway of the vehicle. Under a
• Speed value can be understood as a signal provided by a corresponding sensor of the vehicle.
• the speed value may be a current speed of the vehicle or a current speed
• Relative speed of the vehicle with respect to another vehicle such as a preceding or oncoming vehicle represent.
• the present approach is based on the finding that a headlight of a vehicle that is turned on can cause a flash when the vehicle is driving over road bumps such as bumps. Flashing may dazzle other road users. The flash can be more disturbing, the faster the vehicle over the
• a spotlight beam of the headlamp can be lowered by a safety angle to a glare-free height, also called safety height.
• safety angle to a degree of
• Road bumpiness which may also be referred to as road grade, may be adjusted.
• a specific measurement period is required.
• the determined safety angle can then be too small or too large, so that other road users are dazzled or a driver's visibility is reduced too much.
• the present approach provides a method in which the safety angle is adjusted as a function of a speed of the vehicle. This allows the
• Safety angle can be adjusted much faster, so others Road users are not or at least less blinded and the driver's visibility is not unnecessarily limited.
• the present approach can be integrated with low technical complexity and very cost-effective in conventional high-beam assistance systems such as AHC.
• the method may include a step of determining a reference value using a pitch angle of the vehicle.
• the step of determining the safety angle can be further determined using the reference value.
• a pitch angle may be understood to mean a rotational angle of the vehicle about a transverse axis of the vehicle.
• the pitch angle of the vehicle may change when driving over bumps such as bumps or thresholds.
• the pitch angle can be used to determine a reference value for determining the safety angle.
• the pitch angle can be detected particularly easily by means of existing sensors of the vehicle.
• the safety angle can be adapted very precisely to a condition of the roadway of the vehicle.
• the different pitching movements can be measured as roll angle or roll rate, which can also be used to determine the safety angle.
• in the step of determining the reference value can be linked to the speed value, in particular multiplied and / or weighted, in order to determine the safety angle. This allows a reaction time when adjusting the speed value.
• the reference value may be further determined using a pitch rate and / or a pitch angle change of the vehicle.
• a pitch rate can generally be understood to mean a quantity that indicates how much
• a pitch angle change may be understood to mean a quantity indicating how many degrees the pitch angle changes within a predetermined period of time. The fact that the reference value is also determined using the pitch rate and / or pitch angle change can be determined with low
• a further speed value can be read in the step of reading in.
• the further speed value can represent a further speed of the vehicle.
• the reference value can also be linked to the further speed value, in particular normalized to the further speed value.
• Speed normalized reference value may be understood as a quantity that indicates by how many degrees the pitch angle of the vehicle changes per unit length, such as per meter.
• the normalized reference value may be multiplied by the speed value in the step of determining, for example, in order to adapt the reference value to a current speed of the vehicle.
• the fact that the reference value is normalized to the further speed value, the safety angle can be adapted very quickly and very accurately both to a speed of the vehicle and to the road condition. According to one embodiment of the present approach, in the step of
• a predetermined period may be understood to mean a storage capacity of a buffer which may be designed to read in and store the pitch-dependent base values, for example, for 5, 10, 20 or 30 seconds.
• a base value may be a signal of a sensor of the vehicle, the signal representing a pitch angle of the vehicle.
• the underlying values may differ from each other.
• the reference value may be one of the plurality of base values
• the reference value Determination of the reference value. As a result, inexpensive standard components can be used. Since the reference value can be determined from a plurality of different base values, the reference value nevertheless has a high accuracy.
• the step of determining the safety angle may be further determined taking into account a minimum safety angle and / or maximum safety angle and / or minimum speed value and / or maximum speed value. This can lead to large differences in determining the
• the present approach further provides an apparatus for determining a safety angle of a pigtail beam of at least one headlamp of a vehicle.
• the safety angle can in particular represent a vertical angle by which the headlight beam is lowered to a safety height.
• the safety height can represent a height of the headlight beam in which no dazzling of a driver of a foreign vehicle occurs.
• the device has the following features: a read-in unit for reading in a speed value, the speed value being dependent on a speed of the vehicle; and a determination unit for determining the safety angle using the speed value.
• a device can be understood as meaning an electrical device which processes sensor signals and, in dependence thereon, controls and / or outputs data signals.
• the device may have an interface, which may be formed in hardware and / or software.
• the interfaces can be part of a so-called system ASIC, for example, which contains a wide variety of functions of the device.
• the interfaces are their own integrated circuits or at least partially consist of discrete components.
• the interfaces may be software modules that are present, for example, on a microcontroller in addition to other software modules. Also through this
• An advantage is also a computer program product with program code, which on a machine-readable carrier such as a semiconductor memory, a
• Hard disk space or an optical storage can be stored and used to carry out the method according to one of the embodiments described above, when the program product is executed on a computer or a device.
• Fig. 1 is a block diagram of an apparatus for determining a
• FIG. 2 shows a schematic illustration of different driving situations of a vehicle with the headlight switched on
• Figure 3 is a schematic representation of a vehicle with the headlamp on uneven road surface.
• Fig. 6 is a schematic representation of a pitch angle
• Fig. 7 is a schematic representation of a pitch angle
• FIG. 8 is a flowchart of a method for determining a
• 9 is a flowchart of a method for determining a
• FIG. 1 shows a block diagram of a device 100 for determining a safety angle according to an embodiment of the present invention
• the device 100 is arranged in a vehicle 105.
• the device 100 has a read-in unit 110 and a determination unit 15.
• the read-in unit 110 is configured to read in a speed value 120, wherein the speed value 120 represents a speed of the vehicle 105 or at least depends on a speed of the vehicle 105.
• the read-in unit 10 and the determination unit 15 are connected to one another.
• the read-in unit 110 is also designed to output the speed value 120 to the determination unit 15.
• the determination unit 15 is configured to receive the speed value 120. Furthermore, the determination unit 1 15 is designed to be under
• the speed value 120 may be, for example, a
• Speed sensor 125 may be connected to the read-in unit 110 via an interface of the device 100 and may be designed to accommodate the
• Determining unit 1 15 may be formed, for example, to the
• Security angle 122 in the form of a corresponding signal to a further interface of the device 100 output.
• the vehicle 105 has two headlights 130.
• the headlamps 130 may be headlamps of the vehicle 105.
• the vehicle 105 has two headlights 130.
• the headlamps 130 may be headlamps of the vehicle 105.
• Headlamps 130 are designed to each emit a headlight beam 135 for illuminating an apron of the vehicle 105.
• Headlamp beam 135 may be, for example, a high beam of the
• Vehicle 105 act.
• the vehicle 105 may be equipped with an optional controller 140 for controlling the headlights 130.
• the controller 140 may with the
• Headlamps 130 be connected. Furthermore, the control unit 140 can be connected to the determination unit 15 via the further interface of the device 100. The controller 140 may be configured to perform the
• Read safety angle 122 representing signal and to provide using the safety angle 122 corresponding control signals 145 for controlling the headlights 130.
• the headlights 130 may be configured to operate in response to receiving the control signals 145
• Headlight beam 135 to lower the safety angle 122 to a safety height.
• dazzling of a driver of the vehicle 105 ahead or oncoming vehicle can be prevented.
• FIG. 2 shows a schematic illustration of different driving situations of the vehicle 105 with the headlight 130 switched on.
• the vehicle 105a travels alone on a flat road.
• the roadway is illuminated by the headlight beam of the vehicle 105a, such as a high beam, along its entire length.
• the high beam can be
• the headlight beam has no or at least a very small
• the vehicle 105b is preceded by a foreign vehicle 200a by a large distance.
• the foreign vehicle 200a may, for example, be detected by an optional surroundings detection device of the high beam assistant.
• the apparatus 100 shown in FIG. 1 may be activated to illuminate the headlamp beam of the vehicle
• Vehicle 105b in response to a speed of the vehicle 105b to lower the safety angle to a safety height.
• Headlamp beam is lowered so far that a driver of the
• Other vehicle 200a is not dazzled by the headlight beam.
• the distance between the vehicle 105c and the foreign vehicle 200b is less than in the second driving situation.
• the distance may be due to an increase in a
• the headlamp beam according to an exemplary embodiment of the present invention has a greater safety angle than in the second driving situation, so that the headlamp beam is lowered even further in the direction of the roadway.
• the other vehicle 200c drives ahead of the vehicle 105c by a large distance.
• the distance corresponds to that in the second
• Driving distance shown distance In contrast to the second driving situation, the roadway of the vehicle 105d has a slight incline and the roadway of the foreign vehicle 200c has a slight incline. In this case, the foreign vehicle 200c is at a higher road level than the vehicle 105d. The incline changes a pitch angle of the vehicle 105d.
• the safety angle for example, by means of a sensor of the vehicle 105d are detected.
• the safety angle can be adjusted to a slope inclination angle. For example, when descending the gradient, the speed of the
• a speed change can also be taken into account when adjusting the safety angle. Due to the inclination of the
• Vehicle 105d the headlight beam on a lower safety angle than in the second driving situation.
• the vehicle 105e drives the other vehicle 200d by a large distance.
• the distance between the vehicle 105e and the foreign vehicle 200d corresponds to the distance shown in the second and fourth driving situations.
• the vehicle 105e is disposed at a higher road surface than the other vehicle 200d.
• Vehicle 105e is at the beginning of a grade. This points that
• Vehicle 105e has a lower inclination than in the fourth driving situation.
• Safety angle despite the same distance between the vehicle be less than in the second driving situation, so as not to blind the driver of the other vehicle 200d.
• Fig. 3 shows a schematic representation of a vehicle 105
• the vehicle 105 When driving over the uneven roadway, the vehicle 105 makes pitching movements about a transverse axis of the vehicle 105. The directions of the pitching movements are represented by a double arrow.
• the headlight 130 is arranged to illuminate an apron of the vehicle 105. Due to the pitching movements, a pitch angle of the vehicle 105 and thus an emission angle of the headlight beam 135 emitted by the headlight 130 changes. The pitching movements may cause a flash.
• the inclination of the headlight beam 135 can be adjusted by means of the safety angle 122 to a degree of roadway unevenness and to a speed of the vehicle 105 in order to avoid dazzling other road users.
• 4a, 4b show schematic representations of a pitch angle curve 400 of a vehicle at slow and fast speeds. Fig. 4a shows a pitch angle curve 400a of the vehicle at a slower speed
• the pitch angle curve 400a corresponds to a change in the pitch angle of the vehicle caused, for example, by driving over a bump.
• the pitch angle is constant.
• the pitch angle has a low initial value, which corresponds to driving the vehicle on a level road. If the vehicle drives over the bump, the pitch angle initially increases linearly. When passing the highest point of the bump, the pitch angle reaches a maximum value that is significantly higher than the initial value. The maximum value remains constant during a certain period of time. If the vehicle has crossed over the highest point of the bump, the pitch angle drops linearly to the initial value and remains constant thereon. The vehicle is now back on level ground.
• Fig. 4b shows a pitch angle curve 400b of the vehicle at faster
• Pitch angle 400b twice as high as the speed of the pitch angle curve 400a.
• the phases of the linear rise and fall of the pitch angle and the phase of the maximum value in the pitch angle 400b are about half as long as in the pitch angle 400b.
• Maximum value is also identical to the maximum value shown in Fig. 4a.
• FIG. 5a, 5b show schematic representations of a pitching rate of a vehicle at slow and fast speeds.
• Fig. 5a shows a pitch rate 500a of the vehicle at low speed.
• the pitch rate 500a has a staircase shape.
• the pitch rate 500a has an initial value of zero as long as the pitch angle of the vehicle is constant. If the vehicle drives over the bump, the vehicle first makes an upward first pitching movement, i. h., the pitch angle increases linearly. The pitch rate 500a rises suddenly to a positive
• the pitch rate 500a is 500a again zero.
• the vehicle makes a downward second pitching motion, ie, the pitch angle drops linearly. This corresponds to an abrupt drop of the pitch rate 500a to a negative value. If the pitch angle is constant again, the pitch rate 500a is also zero.
• FIG. 5b shows a pitch rate 500b of the vehicle at high speed, approximately twice as fast as in FIG. 5a.
• the respective stages of the pitch rate 500b are many times higher than in FIG. 5a.
• the stages shown in FIG. 5b are approximately half as short as in FIG. 5a.
• the pitch rate 500b corresponds to a significantly stronger and shorter pitching motion of the vehicle than the pitch rate 500a.
• Fig. 6 shows a schematic representation of a pitch angle
• a pitch angle curve 600 represents a pitch angle course at low speed.
• a second pitch angle curve 605 represents a pitch angle course at high speed. The pitch angle curves 600, 605 and the
• Safety angle course 610 are shown above one another. The
• Pitch angles 600, 605 are represented as waves; of the
• Safety angle course 610 is shown as a straight line.
• the pitch angle curves 600, 605 are divided into two sections. The first section shows the
• the second section shows the pitch angle curves 600, 605 with good road quality.
• An amplitude of the first pitch angle curve 600 is at least approximately identical to one
• the amplitudes of the second section are significantly lower than the amplitudes of the first section.
• a frequency of the first pitch angle curve 600 is also significantly lower than a frequency of the second pitch angle curve 605.
• the frequencies of the first section are at least approximately identical to the first
• the safety angle course 610 initially remains unchanged during a reaction time 615.
• the reaction duration 615 may, for example, correspond to a measurement period of up to 30 seconds, which is required to detect the new road quality.
• the safety angle course 610 drops sharply and then remains at a value that represents a smaller safety angle than in the first section.
• Fig. 7 shows a schematic representation of a pitch angle
• a first pitch angle curve 700 represents a pitch angle course in poor road quality and a second pitch angle course 705 shows a pitch angle course with good
• a first section shows the pitch angles 700, 705 at high speed.
• a second section shows the pitch angles 700, 705 at low speed.
• An amplitude of the first pitch angle curve 700 is significantly greater than an amplitude of the second pitch angle curve 705.
• the amplitudes of the first section are at least approximately identical to the amplitudes of the second section.
• a frequency of the first pitch angle curve 700 is further at least approximately identical to a frequency of the second pitch angle curve 705.
• the frequencies of the second section are significantly lower than the frequencies of the first section.
• the reaction time 615 is at the transition from the first to the second section, i. H. from high to low speed, significantly shorter.
• the shortened reaction time can be increased by multiplying a
• the safety angle course 610 can fall off again after a further reaction time, for example if, in addition to the reduction of the Speed improves the road quality.
• the further reaction duration may correspond to the reaction duration 615 shown in FIG. 6, since the detection of the road quality, in contrast to the adaptation of the
• Safety angle to a speed change can be much more time consuming.
• FIG. 8 shows a flow chart of a method 800 for determining a safety angle according to an embodiment of the present invention
• a step 805 the method 800 is started.
• a step 810 a pitch rate and / or a pitch angle of the vehicle is first determined.
• a step 815 the determination of a
• the normalized pitch angle deviation is stored in a 20-second buffer. Using the values stored in the 20-second buffer, each representing a normalized pitch angle deviation, a normalized safety value is determined in step 825.
• the normalized safety value is weighted and / or multiplied by a current speed of the vehicle.
• a safety angle is calculated using the weighted safety value.
• the safety angle may be limited.
• the method 800 may either be terminated or repeated to adjust the safety angle to a new speed and / or new road quality.
• FIG. 9 shows a flow diagram of a method 900 for determining a safety angle according to an embodiment of the present invention
• the speed value can be a
• step 910 the determination of the safety angle is performed using the speed value.
• a road quality of the road also called the reference value, may be different
• the safety angle 122 is reduced at a reduced speed only after a lapse of, for example, 20 seconds. Due to a long evaluation period of
• the present invention provides a method for normalizing the road grade dependent safety angle 122.
• the method may be applied particularly in the context of high beam assistants such as AHC.
• Determining the road quality can be a timely adjustment of the
• Safety angle 122 to the speed can also be referred to as the speed value 120.
• the first step is a
• Pitch angle deviation determined within a certain period of time For example, a period of 150 ms may reflect an inertia of the headlight 130.
• the pitch rate represents one pitch angle change per time: da
• the pitch angle deviation represents a deviation within the time span of, for example, 150 ms:
• Pitch angle deviation is dependent on the speed (see Figs. 4a to 5b).
• the pitch angle deviation is normally used to control the
• the road quality thus obtained can be determined over a longer period of, for example, 20 seconds.
• the correct safety angle 122 can be multiplied by a current one at any time
• Vehicle speed can be determined. This allows an immediate response to a speed change.
• correction factor In the calculation of the correction factor, further functions may be used which are designed to obtain a slightly different behavior in the calculation. For example, a factor can be identified that combines the advantages of a classic calculation such as quietness or robustness against fast changes with the benefit of normalized road quality, a quick response to speed change.
• Speed differences between an analysis of the road quality, which may be, for example, up to 20 seconds old, and an actual speed, influences due to measurement inaccuracies and / or deviations in the determination are over-weighted.
• an exemplary embodiment comprises a "and / or" link between a first feature and a second feature, this is to be read such that the Embodiment according to an embodiment, both the first feature and the second feature and according to another embodiment, either only the first feature or only the second feature.

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Lighting Device Outwards From Vehicle And Optical Signal (AREA)

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• 2013
  • 2013-08-26 DE DE102013216904.3A patent/DE102013216904A1/de active Pending
• 2014
  • 2014-07-23 WO PCT/EP2014/065790 patent/WO2015028206A1/de active Application Filing
  • 2014-07-23 CN CN201480047414.8A patent/CN105492253A/zh active Pending
  • 2014-07-23 JP JP2016537185A patent/JP6197119B2/ja not_active Expired - Fee Related
  • 2014-07-23 EP EP14744807.0A patent/EP3038860A1/de not_active Withdrawn
  • 2014-07-23 US US14/912,349 patent/US20160288698A1/en not_active Abandoned

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