MXPA01002828A - Continuously variable headlamp control - Google Patents

Abstract

Continuously variable headlamps offer greater flexibility for roadway illumination but offer challenges in automatic control design. Each continuously variable headlamp has an effective illumination range varied by changing at least one parameter from a set including horizontal direction aimed, vertical direction aimed, and intensity emitted. A system for automatically controlling continuously variable headlamps on a controlled vehicle includes an imaging system capable of determining lateral and elevational locations of headlamps from oncoming vehicles and tail lamps from leading vehicles. The system also includes a control unit that can acquire an image from in front of the controlled vehicle. The image covers a glare area including points at which drivers of oncoming and leading vehicles would perceive the headlamps to cause excessive glare. The image is processed to determine if at least one oncoming or leading is within the glare area. If at least one vehicle is within the glare area, the headlamp illumination range is reduced. Otherwise, the headlamp illumination range is set to full illumination range.

Description

CONTINUOUS VARIABLE LAMP CONTROL TECHNICAL FIELD The present invention is concerned with the automatic control of the continuously variable headlights to prevent excessive glare seen by the drivers in front of the headlights.

BACKGROUND OF THE INVENTION Recently, headlights that produce a range of continuously variable illumination have become available. The range of illumination can be varied by changing the intensity of the light and by changing the direction of the light emitted by the headlights. The variation of the light intensity of the headlight can be carried out in several different ways. A first means is to provide a pulse width modulated signal (PWM) to the headlight. By varying the power cycle of the headlight, the light intensity of the headlight can be increased or decreased. This can be accomplished by providing a PWM signal from a control system to a high power field effect transistor (FET) in series with the headlight bulb. Another means for varying the power duty cycle of a headlight is to provide a PWM signal to an integrated circuit of the lamp actuator such as a Ref: 128118 MC33286 from Motorola. This integrated circuit provides the additional advantage of limiting the maximum inrush current to the headlight, thus potentially extending the life of the lamp bulb. Still another means to vary the lighting of the headlight uses high intensity discharge (HID) headlights. HID lamps are a new highly efficient beacon technology. The ballasts used to power the HID headlights can be directly powered with a control signal to vary the intensity of the headlight's illumination. Still another means for varying the illumination intensity of a headlight is to provide a dimming filter to absorb some of the light emitted from the headlight. An electrochromic filter can be placed in front of the headlight. By controlling the voltage applied to the electrochromic filter, the amount of light absorbed and hence the level of illumination emitted can be varied. There are also several means available to change the direction of the light emitted from the headlights. The pointing of the headlight can be varied by using actuators to move the headlight housing relative to the vehicle. Commonly, these actuators are electric motors such as stepper motors.

For headlights with appropriately designed reflectors, moving the light source mechanically in relation to the reflector can change the direction of the headlight beam as well as the illumination intensity of the headlight. HID headlights provide several additional methods for aiming the headlight beam. Some of these methods involve diverting or altering the arc in such a way as to vary the output of the lamp. U.S. Patent 5,508,592 entitled "Method for Deflecting The Are Of An Electrodeless HID Lamp" issued to W. Lapatovich, S. Butler, J. Bochins i and H. Goss, which is incorporated herein by reference, describes the excitation of the lamp of HID with a high frequency radio signal. The modulation of the signal causes the lamp to be put into operation at an acoustic resonance point, alternating the arc of its quiescent position. An alternative technique, known as magnetodynamic positioning (MDP), uses a magnetic field to form the HID arc. The MDP is developed by Osram Sylvania Inc. of Danvers, Massachusetts. A collection of methods to implement continuously variable headlights is described in the publication SP-1323 of the Society of Automotive Engineers (SAE) entitled "Automotive Lighting Technology", which is incorporated herein by reference. The automatic control of continuously variable headlights offers several potential benefits with respect to the automatic control of conventional on-off headlights. Greater flexibility of lighting is available, allowing the lighting of the headlight to better adapt to the driving conditions. Also, continuously changing the headlight's lighting does not create rapid changes in lighting that can dazzle the driver. Several methods have been devised to control both conventional continuously variable and discrete headlights. One of the oldest methods is to point the headlight in the same direction as the steering wheels. Another method increases the range of illumination in proportion to the increased speed of the vehicle. Still another method to control the headlights has been developed for HID lamps. The increased brightness and bluish color of the HID lamps is particularly disturbing to the coming drivers. Due to this altering effect, certain European countries require headlamp release systems if HID lamps are used in a vehicle. These headlight leveling systems detect the passage of the vehicle in relation to the road and adjust the vertical pointing of the headlights of accordance. Advanced systems also use vehicle speed to anticipate small step alterations caused by acceleration. A problem with the current continuously variable headlight control systems is the inability to consider forward or front vehicles in determining the range of headlight illumination. A prior art device is expressed in U.S. Patent No. 4,967,319 entitled "Head Light Apparatus For Automotive Vehicle" by Y. Seko. This device uses the vehicle speed together with the output of an array of 5-element linear optical detectors directly coupled to a headlight. The headlight incorporates motorized drives to adjust the elevation angle of the lighting beams. This design requires a separate detection and control system for each headlight or suggests as an alternative a headlamp controlled only on the side of the vehicle facing the opposite traffic. This design presents many problems. First, the optical detector and associated electronic components are in close proximity to the hot beacon. Secondly, positioning the image detector on the lower front portion of the vehicle can result in the image forming surfaces being coated with garbage and debris. Third, when placing the detector Image near the beam of the headlight makes the system subject to masking effects of scattered light from fog, snow, rain or dust particles in the air. Fourth, this system has no color discrimination capability and with only 5 pixels of resolution, the system is unable to accurately determine the elevational side sites of the headlamps or rear lights at any distance. What is needed is the control of the continuously variable headlights based on the detection of the coming headlights and the front taillights at distances where the headlight illumination would create excessive glare for the drivers of the front and coming vehicles.

BRIEF DESCRIPTION OF THE INVENTION It is an object of the present invention to control the continuously variable headlights based on detected headlights of coming vehicles and the rear lights of the front vehicles. The control system must determine the proper pointing of the headlights in the addressable headlight systems and must determine the appropriate intensity of the headlights in the headlamp systems of variable intensity. Gradual changes in the region of the lighthouse lighting must be supported. The control system also it must operate correctly in a wide range of ambient lighting conditions. It is another object of the present invention to provide a headlight control system that determines the proper pointing of the headlights in the addressable headlight systems. It is still another object of the present invention to provide a headlight control system that varies the intensity of the headlight beams continuously in response to the coming and forward vehicles. It is still another object of the present invention to provide a headlight control system wherein the transition from the high beam to the low beam or from the low beam to the high beam is gradual and thus does not dazzle the vehicle driver. It is a further object of the present invention to provide continuously variable headlight control in a wide range of ambient lighting conditions. In carrying out the above objects and the features of the present invention, a method for controlling the continuously variable headlights is provided. The method includes detecting a level of ambient light. The continuously variable headlights are adjusted to a daylight mode if the ambient light level is greater than a first threshold. The headlights are adjusted to a low beam mode and the level of ambient light is less than the first threshold but greater than a second threshold. A reduction in the light of the automatic headlamp is permitted if the ambient light level is lower than the second threshold. In an embodiment of the present invention, the automatic reduction of the light of the headlight includes obtaining an image in front of the headlights. The image covers an area of glare that includes points at which a driver in the vehicle in front of the headlights would perceive the continuously variable headlights causing excessive glare if the headlights were at full range. The image is processed to determine if the vehicle is within the glare area. If the vehicle is within the glare area, the illumination range of the continuously variable headlight is reduced. Otherwise, the continuously variable headlights are adjusted to a full range of illumination. In several refinements, the range of continuously variable illumination can be modified by changing the intensity of light emitted, by changing the direction of the emitted light or both. In another embodiment of the present invention, reducing the illumination range of the continuously variable headlight includes decreasing the range of illumination. Obtaining the. Image, image processing and decrease in lighting range they are incrementally repeated until the range of illumination produces a level of illumination in the position of the coming or forward vehicle that would not be perceived as causing excessive glare by the driver in the vehicle in front of the continuously variable headlights. In yet another embodiment of the present invention, the ambient light level is determined by a multipixel image detector having an elevation angle relative to the controlled vehicle having continuously variable headlights. The method includes acquiring a sequence of images, finding a stationary light source in each image, calculating a measure of elevation of the stationary light source for each image and determining the elevation angle based on the calculated elevation measurements. In still a further embodiment of the present invention, the full range of illumination is reduced if at least one form of precipitation such as fog, rain, snow and the like is detected. In still a further embodiment of the present invention, each continuously variable headlight has an effective range of illumination that is varied by changing the pointed vertical direction. Each range of excessive lighting has a direction of elevation corresponding to an upper extension of the bright portion of the headlight beam. The method also includes acquiring a sequence of images. The lift direction is determined by at least one continuously variable headlight in each image of the sequence. Then a determination is made as to whether the sequence of images was taken during the trip on a relatively straight, even surface. If so, the determined elevational directions are averaged to obtain an estimate value of the actual elevation direction. A system for controlling at least one continuously variable headlight in a controlled vehicle is also provided. Each continuously variable headlight has an effective range of illumination that is varied by changing at least one parameter of a set that includes the pointed horizontal direction, pointed vertical direction and intensity emitted. The system includes an image formation system capable of determining the elevational lateral locations of the headlights of the coming vehicles and the rear lamps of the front vehicles. The system also includes a control unit that can acquire an image from in front of at least 1 headlight. The image covers an area of glare that includes points at which the driver of a vehicle in front of the headlights would perceive the headlights as provocative of excessive glare. The image is processed to determine if at least one vehicle in which the coming vehicles and front vehicles are included is within the glare area. If at least one vehicle is within the glare area, the range of illumination of the headlight is reduced. Otherwise, the range of illumination of the headlight is adjusted to the full range of illumination. In one embodiment of the present invention, the controlled vehicle has at least one low beam headlight with variable intensity and at least one high beam headlight with variable intensity. The control unit reduces the range of illumination by decreasing the intensity of the high beam headlight while increasing the intensity of the low beam headlight. In another embodiment of the present invention wherein the headlights produce illumination by heating at least one filament, the control unit causes a low amount of current to flow through each filament when the engine of the controlled vehicle is in operation. and when the lighthouse containing the filament is not controlled to emit light. The low amount of current that heats the filament reduces the fragility of the filament, prolonging the life of the filament.

In yet another embodiment of the present invention, the image formation system is incorporated into the rear view mirror assembly. The image formation system is aimed through a portion of the windscreen of the controlled vehicle cleaned by a windshield wiper. In still another embodiment of the present invention, the controlled vehicle has a headlight with variable vertical pointing direction. The system further includes at least one detector to determine the passage of the vehicle in relation to the road surface. The control unit points the headlight to compensate for the variations of the controlled vehicle. In a refinement, the controlled vehicle includes a speed detector. The control unit anticipates changes in the pace of the controlled vehicle based on changes in the speed of the controlled vehicle. In a further embodiment of the present invention, the controlled vehicle includes headlights with variable horizontal pointing direction. The control unit determines whether a front vehicle is on a curved track on the opposite side of the vehicle controlled for the coming traffic and is in the glare area. If no front vehicle is on one of the tracks of the curve, the range of illumination of the Headlight is reduced by pointing the headlights far away from the direction of future traffic. In still a further embodiment of the present invention, the control unit reduces the range of illumination of the headlight at a predetermined speed in a predetermined transition time. A system for controlling at least one continuously variable headlight having an effective range of illumination that is varied by changing the pointed vertical direction is also provided. Each effective range of illumination has an elevation direction corresponding to an upper extent of the bright portion of the headlight beam. The system includes an image formation system suitable for determining the lateral and elevational sites of the headlights of the coming vehicles. The image formation system is mounted at a vertical distance above each headlight. The system also includes a control unit to acquire an image in front of the headlights. The image covers an area of glare that includes points at which the driver of the coming vehicle would perceive the continuously variable headlights as provoking excessive glare. The image is processed to determine if at least one upcoming vehicle is within the glare area. If at least one upcoming vehicle is within the area of Glare, the angle of elevation between the image forming system and the headlights of each of at least one of the coming vehicles is determined. If at least one coming vehicle is within the glare area, the continuously variable headlights are pointed in such a way that the lift direction is substantially parallel with a line between the imaging system and the headlights of the coming vehicle that produce the most of the elevational angles determined. A system is additionally provided to control the continuously variable headlights. The system includes at least one humidity detector to detect at least one form of precipitation, such as fog, rain and snow. The system also includes a control unit to reduce the full range of headlight illumination when precipitation is detected. The above objects and other objects, features and advantages of the present invention are readily apparent from the following detailed description of the best modes for carrying out the invention when taken in conjunction with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a diagram showing a range of illumination of a continuously variable headlight together with forward and forward vehicles; Figure 2 is a block diagram of a control system according to an embodiment of the present invention; Figure 3 is a flow chart of a method for controlling continuously variable headlights in different environmental lighting conditions according to the present invention; Figure 4 is a flow diagram of the light decrease of the automatic headlight according to the present invention; Fig. 5 is a flow diagram of a method for detecting the taillights according to an embodiment of the present invention; Fig. 6 is a flow diagram of a method for detecting the headlights according to an embodiment of the present invention; Fig. 7 is a schematic diagram illustrating the reduction of the range of illumination of the headlight according to an embodiment of the present invention; Figure 8 is a flow chart of an alternative method for reducing the range of illumination of the headlight according to the present invention; Figure 9 is an illustration of the street lamp image formation according to the present invention; Figures 10a and 10b are schematic diagrams of the elevational angle of light of the apparent street as a function of the angle of inclination of the camera to the vehicle; Figure 11 is a schematic illustration illustrating the calculation of the elevation angle of the street lamp according to an embodiment of the present invention; Figure 12 is a graph illustrating the elevational angles of the street lamp for three different tilt angles from the camera to the vehicle; Figure 13 is a flow chart of a method for calculating the angle of inclination of the camera to the vehicle according to an embodiment of the present invention; Figure 14 is an image forming system that can be used to implement the present invention; Fig. 15 is a schematic diagram of subwindows of the array array detector that can be used to implement the present invention; Figure 16 is a schematic diagram of an embodiment of an image array detector that can be used to implement the present invention; Figure 17a and 17e are schematic diagrams of one embodiment of the present invention; Fig. 18 is a block diagram illustrating associated loggers and logic used to control the image control detector according to an embodiment of the present invention; * Figure 19 is a timing diagram illustrating the control signals of the image array detector for the logic of Figure 18; Figure 20 is an ambient light detector that can be used to implement the present invention; Figure 21 is a diagram illustrating the assembly of a humidity detector that can be used to implement the present invention; and Figure 22 is a diagram illustrating the operation of a humidity detector that can be used to implement the present invention.

BEST MODES FOR CARRYING OUT THE INVENTION Referring now to Figure 1, a range of illumination of the continuously variable headlight along with the coming and forward vehicles are shown. The vehicle controlled 20 includes at least one continuously variable headlight 22. Each headlight 22 produces a variable region of bright light known as illumination range 24. A driver in the coming vehicle 26 or the front vehicle 28 that is within the illumination range 24 can see the headlights that produce excessive glare. This glare can make it difficult for the driver of the coming vehicle 26 or the front vehicle 28 to see objects on the road, read instruments from the vehicle and readjust the night vision conditions once the vehicle 26, 28 is outside the range of illumination 24. From here, the illumination range 24 is preceded as a glare area by the driver of the coming vehicle 26 or the front vehicle 28. The present invention seeks to reduce the level of glare seen by the driver of the coming vehicle 26 or the vehicle front 28 by providing a control system that detects the forthcoming vehicle 26 or the front vehicle 28 and reduces the range of illumination 24 in accordance. Referring now to Figure 2, a block diagram of a control system according to an embodiment of the present invention is shown. A control system for continuously variable headlights, shown in general with the number 40, includes the training system for image 42, the control unit 44 and at least one system 46 of continuously variable headlights. The image formation system 42 includes the operating vehicle imaging lens system 48 for focusing the light 50 from a region generally in front of the controlled vehicle 20 on the image fixation detector 52. The image forming system 42 is capable of determining the lateral and elevational sites of the headlights of the coming vehicles 26 and the front vehicles 28. In a preferred embodiment of the present invention, the vehicle image forming lens system 48 it includes two lens systems, a lens system that has a red filter and a lens system that has a cyan filter. The lens system 48 allows the image array detector 52 to simultaneously view a red image and a cyan image of the same region in front of the controlled vehicle 20. The image array detector 52 preferably comprises an array of pixel detectors. Further details with respect to the vehicle imaging lens system 48 and the image array detector 52 are described with respect to figures 14 to 16 below. In a preferred embodiment, the imaging system 42 includes the ambient light lens system 54 operable to gather the light 56 over a wide range of elevation angles for visualization by a portion of the image array detector 52. The ambient light lens system 54 is different from that of Figure 20 hereinafter. Alternatively, the focused light 50 for viewing from the system 48 of the vehicle imaging lenses can be used to determine ambient light levels. Alternatively, a light detector completely separated from the imaging system 42 can be used to determine ambient light levels. In a preferred embodiment, the image formation system 42 is incorporated into the voltage of the interior rear view mirror. The imaging system 42 is aimed through a portion of the windshield of the controlled vehicle 20 by cleaning 20 for less a windshield wiper. The control unit 44 accepts levels of pixel gray scale 58 and generates control signal of the image detector and signals of the headlight control 62. The control unit 44 uses an image-forming array control and the analog-to-digital converter 64 (ADC) and the processor 66. The processor 66 receives digitized image data from and sends control information to the array array control. image and ADC 64 via a serial link 68. A preferred embodiment for the control unit 44 is described with respect to Figures 17 to 19 hereinafter.

The control system 40 may include vehicle passage detectors 70 for detecting the passage angle of the controlled vehicle 20 relative to the road surface. Normally, two vehicle passage detectors 70 are required. Each detector is mounted on the chassis of the vehicle 20 controlled near the front or rear axle. A detector element is fixed to the axis. As the axis moves relative to the chassis, the detector 70 measures either rotational or linear displacement. To provide additional information, the control unit 44 can also be connected to the vehicle speed detector 72. The control system 40 may include one or more humidity control detectors. Precipitation such as fog, rain, or snow can cause excessive light from the headlights 22 to be reflected back to the driver of the controlled vehicle 20. Precipitation also decreases the range in which the coming vehicles 26 and the front vehicles 28 can be detected. The input of the humidity detector 74 can therefore be used to decrease the full range of the lighting range 24. A moisture detector that can be used to implement the present invention is described with respect to Figures 21 and 22 later herein.

Each variable headlight 22 is continuously controlled by at least one headlight controller 76. Each headlight controller 76 accepts lighting control signals from the headlight 62 of the control unit 44 and affects the headlight 22 accordingly to modify the range of illumination 24 of the light 78 leaving the headlight 22. Depending on the type of headlight 22 continuously variable, the headlight controller 76 may vary the intensity of the light 78 leaving the headlight 22, may vary the direction of the light 78 leaving the headlight 22 or both. Examples of circuits that can be used for headlight controller 76 are described with respect to Figures 17d and 17e later herein. In one embodiment of the present invention, the control unit 44 can acquire an image that covers a glare area including points at which a driver of the coming vehicle 26 or the front vehicle 28 would perceive that the headlights 22 cause excessive glare. The control unit 44 processes the image to determine whether at least one vehicle 26, 28 is within the glare area. If at least one vehicle is within the glare area, the control unit 44 reduces the lighting range 24. Otherwise, the headlights 22 are adjusted to the full range 24 of illumination.

In a preferred embodiment of the present invention, the reductions to the range of illumination 24 and adjustments of headlights 22 to the full range of illumination 24 are presented gradually. Abrupt transmissions in the lighting range 24 can dazzle the driver of the controlled vehicle 20 since the driver may not be aware of the precise type of switching. A transition time between one and two seconds is desirable to return to the full range of illumination 24 of the diminished illumination range 24 corresponding to low beam headlights. Such soft transitions in the illumination range 24 also allow the control system 40 to recover from a false detection of the next vehicle 26 the front vehicle 28. Since the image acquisition time is approximately 30 ms, the correction can be made. Present in front of the driver of the controlled vehicle 20 does not have any change. For the controlled vehicle 20 with high beam and low beam headlights 22, which reduces the range of illumination 24 can be carried out by decreasing the intensity of the high beam headlights 22, while increasing the intensity of the beam headlights under 22. Alternatively, low beam headlights can be left on continuously for ambient light levels that fall below a certain threshold.

For the controlled vehicle 20 or at least one headlight 22 having a variable horizontal pointed direction, the aiming of the headlight 22 can be moved away from the direction of the coming vehicle 26 when the range of illumination 24 is reduced. This allows the driver of the controlled vehicle 22 to better see the edge or side of the road, road signs, pedestrians, animals and the like that may be on the curve side of the controlled vehicle 22. In a preferred embodiment, the unit Control 44 can determine if any front vehicle 28 is in a curve path on the opposite side of the controlled vehicle 20 of the upcoming traffic and is in the glare area. Otherwise, the reduction of the range of illumination 24 includes aiming at the headlights 22 at a distance from the direction of the coming traffic. If a front vehicle is detected in a curve path, the illumination range 24 is reduced without changing the horizontal pointing of the headlights 22. Referring now to FIG. 3, a flow diagram of a method for controlling the headlights is shown. continuously variable in different environmental lighting conditions according to the present invention. For Figure 3 and for each additional flow chart shown, the operations are not necessarily sequential operations. Similarly, they can be carried out operations through programming elements, physical elements or a combination of both. The present invention retraces any particular implementation where aspects are shown in sequential flow diagram forms for ease of illustration. During the twilight, the different drivers in the automatic headlight systems will turn on the headlights and put the lights on at different times. Since the present invention depends on the detection of headlights of coming vehicles 26 and rear lights of front vehicles 28, there will be a period of time between when the controlled vehicle 20 has headlights on and when vehicles 26,28 can be detected. To accommodate various ambient light conditions in the headlamps and headlamps of the vehicles 26, 28 can be ignited, one embodiment of the present invention utilizes two thresholds for the operation of the system. The level of ambient light is detected in block 90. In block 92, the ambient light level is compared to a day threshold. When the ambient light level is greater than the day threshold, the headlights are set to the daylight mode in block 94. The daylight mode may include turning on the daylight operation lamp (DRL).

In an embodiment of the present invention wherein the controlled vehicle includes headlights, such as headlamps 22, continuously variable, which produce illumination by heating at least one filtrate, the effective life of the filament may be prolonged by causing a low amount of light. Current flows through the element when the headlight is not controlled to emit light. The amount of current is large enough to heat the filament without causing the filament to emit light. This heating makes the filament less brittle and hence less susceptible to shock and vibration damage. When ambient light levels fall below the day threshold, the ambient light level is compared to the night threshold in block 96. If the ambient light level is lower than the day threshold but higher than the night threshold , the headlights are adjusted to the low beam mode in block 98. In the low beam mode, less standard low beam headlights can be switched on or the variable headlights 22 can continuously be adjusted to a range of illumination 24 corresponding to a configuration low beam The operating lights in which the rear lamps are included can also be switched on. When ambient light levels fall below the night threshold level, automatic reduction of the headlight in block 100 is allowed. light reduction of the automatic headlight, the control unit 44 acquires an image in front of the headlights 22. The image covers the glare area including points at which the drivers of the coming vehicles 26 or the front vehicles 28 would perceive that the headlights 22 cause excessive glare. The control unit 44 processes image to determine any vehicles 26, 28 are within the glare area. If at least one vehicle 26, 28 is within the glare area, the control unit 44 reduces the range 24 of illumination of the headlight. In this way, the lighting range 24 of the headlight is adjusted to the full range of illumination. Several benefits, in addition to reducing the glare seen by the drivers of the coming vehicles 26 and the front vehicles 28, are obtained by the present invention. Studies have shown that many drivers actually use high beams either for fear of forgetting to show off high beams, out of unfamiliarity with high beam controls or because of concern with other aspects of driving. By automatically providing the full range of illumination when the coming vehicles 26 and the front vehicles 28 are not present, the driver of the controlled vehicle 20 will experience greater visibility.

Another benefit obtained by the present invention is the ability to illuminate areas in front of the vehicle in a controlled manner currently not legally permitted. Current limitations in high beam targeting are based in part on not completely blinding drivers of upcoming vehicles 26 if high beams are not diminished. By using the control 40 system, the lighting range 24 can be expanded to better illuminate the upper and side-of-the-road signals, strictly assisting in night navigation. Because the present invention automatically decreases the range of illumination 24 due to still approaching vehicle 26 or front vehicle 28, the disk of temporarily blinding the driver of vehicles 23, 28 is greatly reduced. With reference to Figure 4, a flow diagram of the light reduction of the automatic headlight according to the present invention is shown. The methods described in figures 4 to 6 are described more fully in the US patent application No. 831,232 entitled "Control System to Automatically Dim Vehicle Head Lamps" by J. Stam, J. Bechtel, and Roberts, which is incorporated herein by reference. The control unit 44 is used to acquire and examine images obtained by means of the system of image formation 42 to detect the presence of vehicles 26,28. An image is acquired through the cyano filter in block 110. A circuit, governed by block 112, selects the next pixel to be processed. The next pixel is processed in block 114 to detect the presence of headlights. A method for detecting the presence of headlights is described with respect to figures 6 hereinafter. An inspection is made to determine if with the left headlight of coming vehicles 26 are in block 116. In general, the headlights of forthcoming vehicles 26 appear much brighter from the taillights of the front vehicles 28. From here, the gain of images used to search the rear lights is greater than the gain used to search the images of the lighthouse. Accordingly, the headlights of the coming vehicles 26 that appear in an image used to search for the rear lights can wash the image. If no headlights are found, the images are acquired through the cyan and red filters in block 118. A circuit, governed by block 120, is used to select each image pixel through the red filter and the image pixel. corresponding through the cyano filter. Each red image pixel and corresponding cyano image pixel are processed in block 122 to detect the presence of taillights. A method that can be used to detecting the taillights using red and cyan image pixels is described with respect to Figure 5 hereinafter. Once the headlight inspection and, if headlights are not detected, the backlight inspection is consummated, the range of illumination is controlled in block 124. Several alternatives to control the range of illumination 24 of headlights 22 variables continuously refer to with respect to Figures 2 and 3 above and Figures 7 to 13 later herein. Alternatives to the method shown in Figure 4 are possible. For example, the image obtained by means of the cyano filter in block 110 can be used as the image obtained through the cyano filter in block 116. With reference now to Figure 5, a flow diagram of a method for detecting taillights according to an embodiment of the present invention is shown. The pixels in the image fix detector 52 that image light 50 through the red filter in the system 48 of the vehicle imaging lens are examined. The location of each pixel lens of the image array detector is first determined to be within the rear lamp window in block 130. In a preferred embodiment of the present invention, the image array detector 52 contains more pixels of the pixels. What are they necessary to acquire an image through the red and cyan filters that have sufficient resolution. These additional pixels can be used to compensate for imperfections in the pointing of the image forming system 42 in relation to the controlled vehicle 20. By including additional rows and columns of pixels, rows and columns of pixels on the edge or edge of the detector 52 of image fixes can be discarded to compensate for variations in pointing. Methods for targeting the imaging system 42 in relation to the controlled vehicle 20 will be described with respect to Figures 9 to 13 below. If it is determined that the pixel is not inside the backlight window, the flowchart is exited and the next pixel is selected for examination as in block 132. If the selected pixel of the red image is within the rear lights window, the pixel value is compared with the corresponding pixel of the cyano image in block 134. A decision is made in block 136 based on the comparison. If the red pixel is not N% larger than the cyan pixel, the next red pixel is determined as in block 132. Several criteria can be used to determine the value of N. N can be fixed. N can also be derived from the ambient light level. N can also be based on the spatial location of the pixel examined. The front front vehicle 28 of the controlled vehicle 20 can be subjected to illumination 24 at full intensity of range. Thus, a lower value for N can be used for pixels directly in front of the vehicle controlled while a higher value for N can be used for corresponding pixels for area not directly in front of the controlled vehicle 20. Once it is determined that the The pixel examined is sufficiently red, one or more bright thresholds are determined in block 138. Then the intensity of the red pixel is compared to one or more thresholds in block 140. If the red pixel examined is not bright enough, the next pixel when examined it is determined according to block 132. The one or more thresholds may be based on a variety of factors. A threshold can be based on the average illumination level of the surrounding pixels. They may also be based on settings for the image fix detector 52 and the analog to digital converter 6. The intensity of the average pixel in the whole image can also be used to adjust a threshold. As in the case of N the threshold can also be determined by the spatial location of the pixel. For example, the threshold for pixels outside of 6 degrees to the right and left of the center must correspond to a level of incident light on the detector 52 of arrangement of image about 12 times as bright as the red light threshold directly in front of the vehicle controlled and pixels between 3 degrees and 6 degrees lateral angle should have a level of light about 4 times as bright as a prone pixel in front of the vehicle controlled 20 Such thresholds and spatial variation help to eliminate the false detection of taillights caused by the red reflectors along the side of the road. Once it is determined that the examined pixel is sufficiently red and determined to have a sufficient level of illumination, the pixel is added to a list of taillights in block 142. The pixels are centered as for the +++++ of the reflector in block 144. The position of each pixel in the list of taillights is compared to the position of the pixels in the backlight lists of previous images to determine whether the pixels represent taillights or road side reflectors. Several techniques can be used. First, a fast right-hand movement of one pixel in several frames is a strong indication that the pixels are forming the image of a stationary reflector. Also, since the speed at which the controlled vehicle 20 leaves the front vehicle 28 is much lower than the speed at which the controlled vehicle 20 should to a stationary reflector, the pixel brightness increase ratio would commonly be greater micho for a stationary reflector with the taillights in the front vehicle 28. A decision is made in block 46 to determine that the pixel is a reflector image. If not, a determination is made that a backlight has been detected in block 148. Referring now to Figure 6, there is shown a flow chart of a method for detecting headlights according to an embodiment of the present invention. A pixel of the image array detector 52 is selected from a region that sees light 50 through the vehicle image lens system 48 having a cyan filter. The pixel to be examined is first inspected to determine whether the pixel is inside the headlight window in block 160. As in block 130 in Figure 5 above, block 160 allows corrections in the pointing of the image forming system 52 by not using all the rows and columns of the image fix detector 52. If the examined pixel is not within the lighthouse window, it leaves the flowchart and the next pixel is obtained as in block 162. An inspection is made in block 164 to determine if the examined pixel is greater than a limit higher. If so, a determination is made that a Lighthouse has been detected in block 166 and is output in the flow diagram. The upper limit used can be a fixed value, it can be based on the ambient light level and it must also be based on the spatial location of the examined pixel. If the upper limit is not exceeded in intensity, one or more thresholds are calculated in block 168. A comparison is made in block 170 to determine if the intensity of the examined pixel is greater than at least one threshold. If not, the next pixel to be examined is determined in block 162. As in block 138 in Figure 5 above, the one or more thresholds may be determined based on a variety of factors. The level of ambient light can be used. Also, the average intensity of pixels surrounding the examined pixel can be used. In addition, the vertical and horizontal spatial location of the examined pixel can be used to determine the threshold. If the examined pixel is greater than at least threshold, the pixel is added to the list of headlights in block 172. Each pixel in the list of headlights is filtered by recognition as a street lamp in block 174. A The filtering method that can be used is to examine a sequence of pixels in successive frames corresponding to a potential lighthouse. Its this light source It exhibits alternating current (AC) modulation, it is considered that the light source is a street lamp and not a beacon. Another method that can be used is the relative position of the light source in question from frame to frame. If the light source exhibits a fast vertical element, it can be considered as a street lamp. A determination is made in block 176 as to whether or not the light source is a street lamp. If the light source is not a street lamp, a decision is made that a headlight has been detected in block 178. With reference to figure 7, a schematic diagram illustrating the reduction of the illumination range of the lamp is shown. range of illumination of the headlight according to one embodiment of the present invention. The controlled vehicle 20 has the headlamp 22 continuously variable with adjustable lift aiming. The image forming system 42 is mounted on the voltage bracket of the rear view mirror and pointed through the windscreen of the controlled vehicle 20. In this position, the image forming system 42 is approximately 0.5 meters above the plane of the headlights 22 continuously variable. When the next vehicle 26 is detected, an angle is calculated between the direction of forward movement of the vehicle 190 of the headlights of the coming vehicle 26. This angle of inclination 192 is used to aim the headlights 22 continuously variable. The elevation direction of the upper extent of the illumination range 24, indicated by 194, is adjusted to be approximately parallel with a line of the image formation system 42 to the headlights of the next vehicle 26. This places the upper extension 194 of the beam approximately 0.5 meters below the headlights of the forthcoming vehicle 26, thereby providing a pointing tolerance, illumination of the road close to the coming vehicle 26 avoiding irritating the eyes of the driver of the coming vehicle 26. If multiple vehicles 26 are detected, the upper extension 194 of the beam is adjusted to be substantially parallel with the largest of the elevational angles determined 192. In one embodiment, the adjustment range of the headlights 22 continuously variable may be restricted particularly when the angle 192 is substantially above or below a normal level. When one or more detectors 70 under the vehicle are also used, the control system 40 can base the pointing of the headlights 22 on the output of the imaging system 42 when the lamps of the coming vehicles 26 or front vehicles 28 have been located and the release control can be used in another way. In still another embodiment, the entrance of the detectors 70 of the passage of the vehicle can be used to calculate a limit ++++ on how high to adjust the upper extent 194 of the beam to maintain beam elevation within the regulated ranges. The inputs of the vehicle speed detector 72 can be used to anticipate the acceleration of the controlled vehicle 20 to maintain the proper inclination for the upper extension 194 of the beam. Referring now to Figure 8, there is shown a flow diagram of an alternative method for reducing the range of illumination of the headlight according to the present invention. An image is acquired in block 200 and a determination is made to see if any vehicle is within the glare area in block 202. Techniques for determining the presence of the next vehicle 26 or front vehicle 28 have been described with respect to FIGS. to 6 above. If no vehicle is detected, the range of illumination is adjusted to full range in block 204. If a vehicle is detected within the glare area, the range of illumination is decreased in an increased manner in block 206. This results in the range of illumination 24 is decreased to a certain ratio in a predetermined transition time. Several techniques are available to decrease the range of illumination 24. First, the The intensity of the light emitted or the continuously variable headlight 22 can be decreased. Secondly, the headlights 22 can be pointed downwards. Thirdly, the headlights 22 can be pointed horizontally away from the direction of the next vehicle 26. In a refinement of the last option, an inspection is made to determine any front vehicles 28 are in curves on the opposite side of the vehicle. controlled vehicle 20 of the coming vehicle 26. If any front vehicles 28 are detected, the continuously variable headlights 22 are not pointed towards the path of the curve. The proportion at which the illumination range 24 is diluted can be constant or can be a function of parameters in which the current inclination angle of the continuously variable headlights 22, the estimated range of the coming vehicle 26 or the front vehicle 28 are included. , ambient light levels and the like. Depending on the light reduction technique of the automatic headlight used, accurate measurements of camera to vehicle and head to camera angles may be required. Concerning the latter, the difference between the direction that the control system 40 commands the headlight beam 22 continuously variable against the actual beam direction of the headlight 22 in relation to the image forming system 42 is a parameter of the critical system. For example, you make Low light are designed to provide a very sharp transition from a relatively strong beam with the upper extension 194 of the beam projected approximately 1.5 degrees down to a greatly decreased intensity which is normally listed by the factors of the vehicles 26.28 in the trajectory of the beams. Thus, errors of 0.5 degrees, particularly in the elevation direction, are significant. 2 degree errors are likely to subject vehicle drivers 26, 28 to the intolerable glare of direct exposure, prolonged to brighter portions of the range of illumination 24 as if the headlight 22 had not been reduced at all. The position of the lighting range 24 in relation to the image forming system 42 can be determined using the control system 40. In one embodiment, the lighting range position 24 is detected directly in relation to the lights of the coming vehicles. 26 and the front vehicles 28 as adjustments made to the range of illumination 24. In an alternative embodiment, the illumination range 24 is momentarily delayed from returning to full range. A sequence of images is taken to contain the upper extension 194 of the beam. If the vehicle is controlled, it is moving and the beam configuration remains the same in each of the sequences of images, it can be assumed that the control vehicle 20 is moving on a straight and level path. Then the upper extent 194 of the beam can be determined in relation to the image formation system 42 by observing an acute transmission between very bright and very small regions at the output of the image array detector 52. The intensity of the illumination range 24 can also be varied during image sequence to ensure that the bright transition has been reduced is actually caused by the continuously variable headlight 22. Experimentation is required to determine a reasonable minimum speed, length of time and number of frames to obtain satisfactorily consistent measurements for a particular implementation. One method for targeting the image forming system 42 in relation to the controlled vehicle 20 is to precisely position the vehicle in control in front of a target that can be seen by the image forming system 42. This method is ideally suited to the automotive manufacturing process wherein the image forming system 42 can be incorporated with or replace the current headlight targeting. Vehicle dealers and repair shops can be equipped with similar pointing devices.

Referring now to Figures 9 to 13, a method is described for establishing the targeting of the image forming system 42 in relation to the controlled vehicle that can be carried out during the normal operation of the controlled vehicle 20. This method can be used in conjunction with the pointing method described above. Referring now to Figure 9, an illustration of the image formation of street lamps is shown. The image 220 represents an output of the image formation system 42 which shows how the street lamp 222 could appear in a sequence of frames. When noticing changes in the relative position of the lamp 222 of the street of the image 220, in the vertical and horizontal pointing of the image system 42 in relation to the accelerating movement of the controlled vehicle 20 can be determined. For simplicity, the following discussion focuses on determining the vertical angle. This discussion can be extended to determine the horizontal angle as well. Referring now to Figures 10a and 10b, schematic diagrams of the light elevation angle of the apparent street are shown as a function of the angle of inclination of the camera to the vehicle. In Figure 10a, the axis 230 of the image formation system is aligned with the direction 190 of the forward movement of the vehicle can be considered that the axis 230 of the image formation system is normal to the plane of the image array detector 52. In a sequence of images, lamp 222 on the street appears to be approaching image formation system 42. The angle between the lamp 222 of the street and the axis 230 of the image formation system, shown by 232, increases linearly. In Figure 10b, the image forming system 42 is not pointed in the direction of forward movement 190 of the vehicle. In particular, the direction of forward movement of the vehicle and the axis 230 of the image forming system form the angle of inclination 234. Accordingly, in a sequence of images, the elevational angle 232 of the street lamp appears to increase in a non-linear way. Referring now to Figure 11, there is shown a schematic diagram illustrating the calculation of the elevational angle of the street lamp according to an embodiment of the present invention. The image array detector 52 in the image forming system 42 is represented as a pixel ruler, one of which is shown by the numeral 240. The number of pixels 240 shown in FIG. 11 is greatly reduced for clarity. The system 48 of image forming lenses of the vehicle is represented by the single lens 242. The street lamp 222 is imaged by the lens 242 on the image fix detector 52 as the street lamp image 244. The elevation angle of the street lamp 232, shown as beta, can be calculated by equation 1: ((IRN-RRN) - PH 'tan (?) = T (Ec. 1) FL where RRN (reference row number) is the row number corresponding to axis 230 of the image formation system, IRN (image row number) is the row number of image 244 of the street lamp, PH is the row height of each pixel 240 and FL is the local length of the lens 242 in relation to the image array detector 52. Referring now to Figure 12, there is shown a graph illustrating the elevational angles of the street lamp for 3 different tilt angles of the camera to vehicle. The curves 250, 252, 254 show the cotangent of the angle of inclination as a function of the simulated distance for the lamp of the street 222 which is 5 meters high. The images are taken at 20 meter intervals from 200 to 80 meters as the controlled vehicle 20 approaches the street lamp 222. For curve 250, the axis 230 of the image formation system is aligned with the direction of movement 190 forward of the vehicle. For curve 252, the axis 230 of the image formation system is half a degree above the direction of forward movement 190 of the vehicle. For curve 254, the axis 230 of the image formation system is half a degree below the forward movement direction 190 of the vehicle. The curve 250 forms a straight line while the curve 232 is concave upwards and the curve 254 is concave downwards. Referring now to Figure 13, there is shown a flow diagram of a method for calculating the angle of inclination of the camera to the vehicle according to an embodiment of the present invention. A count of the number of images taken is restored or restored in the block 260. The image count is compared with the maximum count (maximum count) required in block 262. The number of images required must be determined experimentally plus the type of imaging system 42 used and the configuration of the imaging system 42 in the controlled vehicle 22. If the count of image is less than the maximum count, the next image is acquired and the image count is incremented in block 264. A light source is found in the image in block 266. If this is the first image in a sequence or If no appropriate light source has been previously found, a number of light sources can be marked by potential consideration. If a light source has been found in a previous image in the sequence, an attempt is made to find the new position of that light source. This attempt may be based on the search for pixels at the last known location of the light source and, if a sequence of positions is known, it may be based on the extrapolation of the light source image sequence to predict the next location of the light source. An inspection is made to determine if the light source is stationary in block 268; An inspection is to determine if the light source exhibits AC modulation by examining the intensity of the light source in successive images. Another inspection is to track or track the relative position of the light source in the image sequence. If the light source is not stationary, the image count is restored or restored in block 270. If the light source is stationary, a lift measurement is calculated in block 272. A technique for calculating the lift angle is described with with respect to figure 11 above. When each image in a sequence of maximum count images contains a stationary light source, the Elevational measurements are validated in block 274. As indicated with respect to Figure 12 above, a sequence of elevational measurements for a stationary light source when expressed as the cotangent of the angle as a function of distance, either forms a line straight, a concave curve upward or a concave curve downward. The sequence of elevational measurements is examined to ensure that the sequence fits one of these configurations. If not, the sequence is discarded and a new sequence is obtained. In one embodiment of the present invention, an inspection is made to determine if the sequence of images was acquired during a relatively stable journey at relatively constant speed. If not, the sequence is discarded and a new sequence is obtained. The constant speed can be inspected using the speed detector output 72. The stable travel can be inspected by examining the relative positions of the stationary and non-stationary light sources in a sequence of frames. The image elevation in relation to the vehicle is determined in block 276. If the sequence of elevation measurements does not form a straight line, the angle of inclination 234 can be estimated by adding a constant value representing the connection of the radiant value to each of the tangent values to arrive at a corrected tangent value. The reciprocals of the new values are taken and analyzed to determine the difference between successive values. If the difference is 0, the connection value is the tangent of the inclination angle 234. If the sequence of deferences is not 0, the concavity of the new sequence is determined. If the concavity direction of the new sequence is the same as the original sequence, the connection value is increased. If the concavity directions are opposite, the correction factor is decreased. Then a new sequence of differences is obtained and the process is repeated. Referring now to Figure 14, a cross-sectional drawing of an image forming system that can be used to implement the present invention is shown. A similar imaging system is described more fully in U.S. Patent Application Serial No. 093, 993 and entitled "Imaging System for Vehicle Headlamp Control" by J. Bechtel, J. Stam, and J. Roberts, which is incorporated in the present by reference. The image formation system 42 includes the box 280 which retains the vehicle imaging lens system 48 and the image array detector 52. The box 280 defines the opening 282 that opens in a scene in general in front of the controlled vehicle 20. The support 284 serves to retain the red lenses 286 and the cyan lens 288 and serves to prevent light from entering through the aperture 282 and not passing through a lens 286, 288 that collides with the image array detectors 52. As further described with respect to Figure 15 hereinafter, the image array detector 52 has a first reaction to receive the light transmitted by the red lens 286 and a second non-overlapping region to receive the light transmitted by the lens of cyano 288. The aperture 282, the spacing between the lenses 286, 288 and the reflector 290 are designed to minimize the amount of light that passes through one of the lenses 286, 288 and collides with the portion of the detector 52 of image used to form the light image of the other of the lenses 286, 288. Now a modality of the lenses 286, 288 will be described. The lenses 286, 288 can be located from a single polymer plate, such as acrylic, as it is shown with the number 292. The polymer may optionally include infrared filtration, ultraviolet filtration or both. Each lens 286, 288 is planar-convex with the convex and spherical forward facing surface. The front surface of each lens 286, 288 can be described by equation 2: cr Z = (Eq. 2) i + - (l + k) c2r2 where Z is the value of the height of the lens surface along the optical surface as a function of the radial distance r of the optic, c is the curvature and k is the conical constant. For the front surface of the red lens 286, c equals 0.456 mm at -1 and k equals -1.0. For the front surface of the cyan lens 288, c equals 0.446 mm at -1 and k equals -1.0. The lenses 286, 288 have a diameter of 1.1 millimeters and have centers separated by 1.2 mm. In the center, each lens 286, 288 is 1.0 mm. The plate 292 is mounted to the reflector 284 such that the rear portion of each lens 286, 288 is 4.0 mm in front of the image array detector 52. This distance is indicated by the focal length Fl in Figure 14. The red and cyan filters are printed on the red flat surfaces of the red lens 286 and cyan 288 respectively using screen printing techniques, block or other printing technique. The red filter substantially transmits light of wavelengths greater than 625 nm while attenuating light of the shortest wavelength of 625 nm. The cyano center substantially transmits the shortest wavelength light of 625 nm while attenuating the light of the shorter wavelength of 625 nm. The preferable display field provided by lenses 286 and 288 is 10 degrees high by 20 degrees wide. Referring now to Figure 15, there is shown a schematic diagram of image array detector subwindows that can be used to implement the present invention. The image fix detector 52 includes an array of pixel detectors, one of which is indicated by 240, arranged in rows and columns. The image array detector 52 includes the upper border 302, the lower border 304, the left border 306, and the right border 308 that define a region covered by pixel detectors 240. The image fix detector 52 is divided into several sub-windows. Upper sub-windows 310 is bounded by borders 308, 312, 314 and 316 and contains pixel detectors 240 struck by an image projected through red lens 286. Lower sub-window 318 is bounded by borders 308, 320, 314 and 322 and includes pixel detectors 240 on which an image is projected through the cyan lens 288. The lenses 286, 288 provide a display field in front of the controlled vehicle 20, such as for example 22 degrees wide by 9 inches. degrees of stop. A space between the border 312 and the upper edge 302 and between the borders 316 and 324 allows an elevation adjustment to correct the misalignment of the image forming system 42 in the controlled vehicle 20. To carry out the adjustment, the upper sub-window 310 defined by the borders 312 and 316, are moved upwards or down within the range between the upper edge 302 and the border 324. Similarly, the borders 320 and 322 represent borders for the inner sub-window 318 that can be moved between the upper edge 304 and the border 326. The pixel vectors 240 that fall within the region between the borders 324 and 326 may receive light from both the red lens 286 and the cyan lens 288. Accordingly, this region is normally used as part of the active image forming area. Although only the elevation adjustment has been described, lateral adjustment is also possible. The pixel detectors 240 falling between the left edge 306 and the border 314 can be used to detect ambient light. The detection of ambient light is described with respect to Figure 20 later herein. In a preferred embodiment of the present invention, the image fix detector 52 includes an array 256 x 256 of square pixel detectors 240. In an alternative embodiment, the pixel detector 52 includes a square array of 256 x 128 rectangular pixels, resulting in a higher vertical resolution than the horizontal resolution. Referring now to Figure 16, there is shown a schematic diagram of an embodiment of an image array detector that can be used to implement the present invention. The pixel detector 240 and the double correlated sampling technique shown are described in U.S. Patent No. 5,471,515 and entitled "Active Pixel Sensor With Intra-Pixel Charge Transfer" issued to E. Fossum, S. Mendis, and S. Kemeny, which is incorporated herein by reference. The circuits described can be integrated using standard CMOS processes. Devices similar to the image fix detector 52 are available from Photobit Corporation of Pasadena, California. The image detector array 52 includes an array of pixels 240. Light striking the phototransistor transistor 330 in each pixel 240 generates an electrical charge that is accumulated below the phototransistor transistor 330. During charge collection, the gate of the phototransistor transistor 330 is maintained at a positive voltage to create a cavity below transistor 330 of the photo gate to retain the cumulated charge. Gate of gate electrode 332 is maintained at a less positive voltage, Vtx to form a barrier to the flow of electrons accumulated below the phototransistor transistor 330. In a Vtx mode it is 3.8 volts in relation to the VSS. When a charge reading is desired, the gate of the phototransistor transistor 330 is brought to a voltage less than Vtx. Then the accumulated charge flows from the phototransistor transistor 330 through the gate electrode 332 to the section below the floating diffusion 334. The floating diffusion 334 is connected to the FET gate 336 of channel n which has its drain connected to the voltage VDD power supply. Commonly, the VDD is 5.0 volts with reference to the VSS. The gate of phototransistor transistor 330 is returned to its original voltage. A potential proportional to the accumulated charge can now be detected at the source of the FET 336. During the transfer and charge reading, the gate of the reset electrode 338 is maintained at a low positive voltage to form a barrier to the electrons below the floating diffusion 334. When the gate of the reset electrode 338 is brought to a high positive voltage, the charge collected below the floating diffusion 334 is transferred through the region below the reset electrode 338 and the drain diffusion 340 which is connected to the VDD. This brings to the source of the FET 336 to an initial or restoration potential. By subtracting this restoration potential from the lighting potential proportional to the accumulated load, a greater degree of fixed configuration noise can be eliminated. This technique is known as double correlated sampling. The pixel detectors 240 are arranged in rows and columns. In a preferred embodiment, all the pixels in a row of a selected subwindow are read simultaneously in read circuits, one of which is indicated for the number 342. A read circuit 342 exists for each column. The row to be read is selected by a row address indicated generally with the number 344. The row address 344 is fed to the row decoder 346 causing the selected row line 348 corresponding to the row direction 344 to be determined. When the row selected line 348 is determined, the FET 350 of channel n is turned on, allowing the potential at the source of the FET 336 to appear on the reading line 352 of the column. All pixels 240 in each column are connected to a line 352 of the common column reading. However, since each pixel in the column has a single row address only a selected line of row 348 can be determined, resulting in at least one Potential source FET 336 appears on line 332 of the column reading. Two control signals provide the timing for the gate load in each pixel 240. The phototgate signal (PG) 354 is a high-determination signal indicating when the load is to be transferred from the phototransistor transistor 330 to the floating broadcast 334 Each row has a gate 356 which combines the photo gate signal 354 and the selected row line 348 to produce the row photo gate 358 which is connected to the gate of each photo gate transistor 330 in the row. The row reset signal (RR) 360 is a high-determination signal indicating when the floating broadcasts 234 must be returned to the reset potential. Each row has a gate 362 which combines in Y the row reset signal 360 with the selected row line 348 to produce the reset signal 334 which is connected to the gate of each reset electrode 338 in the row. The source voltages of the FET 336 fall through the charging FET 336 fall through the charging FET 336 when the FET 350 is turned on. The loading FET 366 is a n-channel device with a fixed gate voltage of VLN- In this mode, VLN is approximately 1.5 volts with reference to the VSS. Each pixel 240 may contain the loading FET 366 or as shown in FIG. 16, a loading FET 366 may be used for each column. The read circuit 342 provides sample and retention for potentials in the column reading line 352 also as intermediate or temporary storage of the output or result. Two input signals control each circuit 342. The sample take-up reset (SHR) signal 368 turns on a FET 370 of channel n allowing the potential on line 352 of the column read to charge capacitor 372. The capacitor 372 it is used to store the restoration potential. The sample and retention illumination (SHS) signal 374 turns on the FET 376 of channel n. This allows the potential in the column reading line 352 to charge the capacitor 378. The capacitor 378 is used to retain the proportional illumination potential in the charge accumulated by the phototransist transistor 330. At the end of the full read operation, the restoration potential and illumination potential of each pixel 240 in a selected row are stored in the capacitors 372, 378 in each read circuit 342. A column direction, shown in general with the number 380 is input to the decoder 382 terminating the line 384 of corresponding column selection. Each column selected line 384 controls an associated read circuit 342 to designate which read circuit 342 will be controlling the common output lines SIGOUT 386 which maintains the lighting potential and RSTOUT 388 which maintains the restoration potential. The temporary memory or buffer 390, with the input connected through the capacitor 338 and the output connected to the SIGOUT 386 and the temporary memory or buffer 392, with input through the capacitor 332 and the output connected to the RSTOUT 388 in each circuit 342 are enabled by the appropriate column selection line 384. Referring now to FIGS. 17a to 17e, a schematic diagram of one embodiment of the present invention is shown. Many of the circuits shown in Figures 17a and 17b are described in U.S. Patent Application No. 933,210, and entitled "Control Circuit For Image Array Sensors" by J. Bechtel and J. Stam, which is incorporated herein by reference. In Figure 17a, the image fix detector 52 is shown as an integrated circuit chip U7. The bias circuits 400 are used to adjust the various voltage levels, such as Vtx and VLN, stopped by the image array detector 52. The SIGOUT 386 output and RSTOUT 388 are the lighting potential and the resetting potential respectively for the pixel 240 selected by row address 344 and column address 380. The difference amplifier 402 such as the high-speed video difference amplifier AD 830 of Analog Devices, accepts SIGOUT 386 and RSTOUT 388 and produces the signal 404 of reduced noise. Analog to digital converter 406, such as Line Technology LTC 1196, accepts the reduced noise signal 404 and produces the digitized 408 signal (ADDATA). The analog to digital conversion is initiated when determining the conversion signal (CONVST) 410. The converted value is shifted in series at a rate determined by the input ADC clock signal (ADCLK) 412. The integrated circuit designed as U4 and Associated components regulate the car battery output of approximately 12 volts to a VDC supply voltage of 5 volts. The U3 of integrated circuits and associated components produce a conditioned power signal of 5 volts. In figure 17d, the application-specific integrated circuit (ASIC) 414 is shown. ASIC 414 contains much of the logic for controlling the image fix detector 52 and the analog-to-digital converter 406 as well as for communicating with the processor 66. In the modality shown, the ASIC 414 is an XC4003E of Xylinx. Nevertheless, it is well known in the art that a wide range of means are available to implement the logic in ASIC 414 in which adaptive discrete VLSI logical integrated circuits, various FPGAs, programmable designed processors and microcontrollers are included. The logic implemented by ASIC414 is described with respect to Figure 18 below. Serial memory 416, such as Atmel's AT17C65, is configured to automatically store and download the code describing the logical operation designed in ASIC 414 each time the power is applied for the first time. The clock signal 418, designated as OSC, is generated by the processor 66 and drives the sequential logic in the ASIC 414. The ASIC 414 communicates with the processor 66 using 3 lines. The data is shifted in series between the ASIC 414 and the processor 66 in off-premises main in the (MOSI) 420 at a rate determined by the serial serial serial clock (SPSCLK) 422 in a direction determined by a dependent selection (SSI) 424. When the SSI 424 is determined, the processor 66 is the principal and the ASIC 414 is the dependent. The processor 66 shifts instruction words to the ASIC 414. In this mode, the processor 66 drives the SPSCLK 422. During the execution of instructions, the processor 66 does not determine SSI 424 returning to the ASIC 414 the main processor and the processor. 66 the dependent. The ASIC 414 shifts the digitized, reduced noise intensity signals to the processor 66. In this mode, the ASIC 414 generates SPSCLK 422. As the technology improves, it is desirable to locate the image array detector 52 of the difference amplifier 402. , the ADC 406 and the logic implemented in the ASIC 414 on a single integrated circuit chip. It may be possible to include the processor 66 in such a chip as well. In figure 17c, the processor 66 and the associated electronic components are shown. The processor 66 may be a Hitachi H8S2128 microcontroller. The processor 66 generates instructions for the ASIC 414 to determine, in part, which subwindows in the image array detector 52 will be examined. The processor 66 receives digitized intensities of each pixel 240 in designated sub-windows of the image fix detector 62. The processor 66 uses these intensities to carry out the methods described with respect to Figures 3 to 13 above to control the continuously variable headlights 32. A necessary function is gain control for the images acquired using the image fix detector 52. As described with respect to Figure 4 above, the gain for an image used to detect the rear lights of the front vehicles 28 to be greater than the gain for an image used to detect headlights of upcoming vehicles 26. One or more than several means are possible to control the gain of the image array detector 52. First, the integration time of the pixels 240 can be varied. Secondly, the reference voltage, VREF of ADC 406 can be changed. Third, the difference amplifier 402 may have a variable, controllable gain. Fourth, a variable aperture or variable attenuator, such as an electrochromic window, may be placed in the path of light striking the image array detector 52. The types and numbers and control signals required for the headlights 22 depend on the headlight configuration in the controlled vehicle 20. For the mode described below, the controlled vehicle 20 has two continuously variable high beam headlights 22 and two beam headlights 22 continuously variable. Each high beam headlight 2 can be aimed vertically and horizontally using stepper motors. The intensity of both high beam headlights 22 is controlled by a single modulated pulse width signal. The two low beam headlights 22 are not addressed but have intensities controlled by a single modulated pulse width signal. It is evident to that of ordinary experience in the technique that the present invention can control several continuously variable headlight configurations. The processor 66 includes a first set of control signals, shown in general with the number 426, to control the pointing of the left high beam beam. A similar set of 8 control signals, shown generally by 428, are used to control the pointing of the right high beam beam. The labels have been left for the right pointing control signals 428 for clarity. A description of the pointing control signals 426, 428 is provided with respect to Figure 17e below. The processor 66 also generates a high beam modulated signal 430 which is stored in the memory to become the high beam pulse width modulated (PWM) signal 432. Identical circuits can be connected to the low beam modulated signal 434. These circuits have been omitted for clarity. The headlight controller 76 using the PWM signal 432 is described with respect to Figure 17d later herein. In Figure 17d, the headlight system 46 includes the incandescent headlight 22 and the headlight intensity controller 76. The headlight intensity controller 76 includes a power FET, such as IRFZ44N from International Rectifier. The intensity of the light emitted from the headlight 22 is proportional to the work cycle of the TWM signal 432.

A base frequency for the 2000 Hz PWM signal 432 is preferred. Higher frequencies can increase the power dissipation of the power FET. In Figure 17e, the headlight system 16 includes the headlight 22 with variable vertical and horizontal aiming and the headlight controller 76 for providing pointing signals. The headlight 22 includes the vertical stepper motor 440 for controlling the vertical pointing direction and the horizontal stepper motor 442 for controlling the horizontal pointing direction. The headlight 22 also includes a vertical original position switch 444 and the original horizontal position switch 446 to indicate when the headlight 22 is in the original position. The original vertical position switch 444 produces the original vertical position signal (VSW) 448. The horizontal original position switch 446 produces the original horizontal position signal (HSW) 450. The vertical motor 440 is driven by the motor controller 452 , such as the motorola SAA1042. The motor controller 452 has three inputs. The vertical direction (VDIR) 454 indicates the direction of rotation of the motor 440 for each positive edge in the vertical clock (VCLK) 456. The vertical stage (VSTEP) indicates whether the engine 440 will perform a full stage or half stage for each applied pulse. of the vertical clock 456. The horizontal motor controller 460 has a horizontal direction (HDIR) 462, horizontal clock (HCLK) 464 and horizontal stage (HSTEP) 466 whose function is similar to vertical direction 454, vertical clock 456 and vertical stage 458 for controller 452 of the vertical motor. In an alternative mode that uses headlights HID, the direction of the light emitted from one or more headlights 22 is changed using the magnetodynamic positioning (MDP). HID headlights operate to produce an arc charged in a gas such as xenon. The arc can be altered by the presence of a magnetic field. The reflectors may be designed in a manner such that various perturbations of the arc cause changes in the direction, intensity or both of the light emitted by the HID beacon 22. The pointing control signals 426, 428 of the processor 66 may be replaced by analog or digital outputs that determine the direction to aim the output of the HID headlight 22. Headlights utilizing magnetodynamic positioning are developed by Osram Sylvania Inc. of Danvers, Massachusetts . Referring now to Figure 18, a block diagram illustrating associated loggers and logic used to control the image control detector is shown. The logic described later herein is discussed more fully in U.S. Patent Application Serial No. 933,210 and entitled "Control Circuit For Image Array Sensors" by J. Bechtel, which is incorporated herein by reference. The ASIC 414 includes the control logic 480 which controls a collection of associated loggers and logic. All but two of the registers are initially loaded with data from an instruction shifted in series on the MOSI 420 of the processor 66. The path used to adjust the recorders to initial values, indicated by 482, is shown as a dashed line in FIG. 18 The purpose for each of the associated loggers and logics will now be described. The ASIC 414 may specify 2 subwindows within the image array detector 52. The first subwindow is specified by low and high column addresses and low and high row addresses. The second subwindow is specified by having a displaced column and a row offset from the first subwindow. From here, the first and second sub-windows have the same size. These two sub-windows can be the upper sub-windows 310 and the lower sub-window 318 described with respect to figure 15 above. As described with respect to Figure 16 above, the reading and resetting of each pixel 240 is presented by rows. Alternative rows are obtained from each subwindow. Each pixel in the selected row of the first subwindow is read and then each pixel in the selected row of the second subwindow is read. Five registers are used to specify column address 380. The second subwindow column shift register (SCO) 484 keeps the column offset between the first subwindow and the second subwindow. The low column recorder (LC) 486 maintains the value of the starting column for the first subwindow. The high column recorder (HC) 488 maintains the final column value of the first subwindow. The active column recorder (AC) 490 maintains the value of the column currently examined in the first subwindow. The column selection register (CS) 492 maintains the column address 380. The multipixel 494 is initially set such that the AC 490 register is loaded with the same column departure value as the LC 486 register when the processor 66 moves an instruction to ASIC 414. During execution of the instruction, multipixel 496 is initially set so that the CS 492 recorder is loaded with the value of the AC 490 register. The AC 490 register is incremented to select each column in the first subwindow until the content of the AC 490 recorder is greater than the final column value in the HC 480 recorder as determined by the comparator 498. Then the AC recorder 490 is charger with the starting column value of the LC 486 recorder via multiplexer 494. Then the multiplexer 496 is set such that the recorder CS 492 is loaded with the sum of the AC 490 recorder and the SCO recorder 484 produced by the adder 499. As the AC 490 register is incremented, the CS 492 register then maintains successive column addresses 380 of the second subwindow. Address 344 of row is specified using six registrars. The second subwindow row shift register (SRO) 500 keeps the row offset between the first window and the second subwindow. The low row recorder (LR) 502 maintains the starting row address of the first subwindow. The high row (HR) recorder 504 maintains the final row direction of the first subwindow. The Reset Row Recorder (RR) 506 maintains the address of the first row of subwindow for reset. The ADC (AR) 508 row recorder maintains the first row of subwindow to be read for analog to digital conversion. The row selection register (RS) 510 maintains the row address 344. The RR 506 register and the AR 508 register are used to determine the integration time for each 240 pixel. If each row in the image fix detector 52 is reset immediately before a reading results in a very short integration time. If each row is restored immediately following the reading, a longer integration period results, the length of which depends on the number of rows in the first subwindow. An additional means for further extending the integration time is described hereinafter. Four rows must therefore be considered, the row of restoration of the first subwindow, the row of restoration of the second subwindow, the row of conversion of the first subwindow and the row of conversion of the second subwindows. The multiplexer 512 and the multiplexer 514 are first adjusted to be passed the contents of the recorder RR 506 to the recorder RS 506. This makes the reset row of the first row address of sub-window 344. Then the multiplexers 512, 514 are set to such that the recorder RS 510 is loaded with the sum of the recorder RR 506 and the logger SRO 500 produced by the adder 516. This makes the row address 344 the reset row of the second subwindow. Then the multiplexers 512, 514 are set to the RS 510 load recorder with the content of the AR 508 recorder. This makes the row address 344 the compression row of the first subwindow. The multiplexers 512, 514 are then adjusted in such a way that the RS 510 recorder is loaded with the sum of the AR 508 register and the SRO 500 recorder produced by the adder 516. This makes the row addition 344 the conversion row of the second subwindow Then the recorder RR 506 and the recorder AR 508 are incremented. When the content of the recorder RR 506 is greater than the value of the final row maintained in the recorder HR 504 as determined by the comparator 518, the recorder RR 506 is loaded with the starting row address of the first subwindow of the recorder Lr 502 by means of the multiplexer 520. When the value maintained in the register AR 508 is greater than the address of the final row in the register HR 504 as determined by the buyer 522, the register AR 508 is loaded with the address of departure of the first subwindow of the recorder LR 502. Two registrars allow a period of integration greater than the period of box, which is defined as the time required to convert each row in the first subwindow. The integration frame delay (IFD) recorder 524 maintains the two complements of the number of frame periods for each integration period. The Integration Box Count (IFC) 526 recorder is initially loaded by means of the multiplexer 528 with the value loaded to the IFD register 524 plus one provided by the serial increment 530. The incrementer 530 has an output indicating the overflow. If the IFD register 524 is initialized with a negative one, the increment 530 indicates an overflow. This overflow signals the logic controller 480 that performs row reading during the next frame period. If there is no overflow of the 530 increment, no row reading is performed during the next frame period. At the end of each frame period, the content of the IFC recorder 526 is passed through the incrementer 530 by the multiplexer 528 and the behavior of the incrementer 530 is again inspected. When the overflow occurs, the mutiplexer 528 passes through the gate the content of the IFD register 524 through the incrementer 530 to the IFC register 526 and the process is repeated. The reset table counting register (RFC) 532 is initialized with the two complements of the number of frames to be read plus one. This value is used to indicate the number of times in which an instruction moved from the processor 66 is going to be repeated. At the end of each frame in which all the ideas of the first and second subwindows have been read, the overflow output of the increment 534 is examined. If an overflow has occurred, the instruction is completed and no additional processing is carried out. If no overflow has occurred, the content of the RFC register 532 is passed through the multiplexer 536 and is incremented by the increment 534. The outputs of the comparators 498, 518, 522 and the incrementers 530, 534 are used by the logic control 480 for generating internal control signals for multiplexers 494, 496, 520, 512, 514, 528, 536 and incrementers for recorders 490, 506, 508 as well as for internal control signals such as PG 354, RR 360, SHS 374, SHR 368, CONVST 410 and ADCLK 412. Referring now to Figure 19, a timing diagram illustrating the control signals of the image array detector is shown, the timing diagram is provided to show the timing relationships between signals and not necessarily precise times between signal events. The beginning of the timing diagram in FIG. 19 corresponds to the start of an instruction execution by ASIC 414. The row address (ROW) 344 is ++++ first to the starting row of the first subwindow, as shown by 550. Then the signals RR 360 and PG 354 are determined by dampening any load that may be below the photoframe 330 in each pixel 240 in row 550 as shown in general by the number 552. Then the address 344 of row is set to the first row of the second subwindow as shown by 554. Again, the RR 360 and PG 354 signals are determined, as shown by 536, to reset all pixels 240 in the first row 554 of the second subwindow. Then the row address 344 is set to the second row of the first subwindow, as shown by 558 and the RR 360 and PG 354 signals are determined as shown by 560. This process continues by alternately resetting the next row of the first row. subwindow then the corresponding idea of the second subwindow. At some point in the future comes the time to read the values of each pixel 240 in the first row of the first subwindow. The row address 344 is again set to the first row address 550 of the first subwindow. The RR 360 signal is determined, as shown by 562, to dampen any load below the floating diffusion 334. Next, the SHR signal 564 is determined to combine in gate the reset potential for each pixel 240 in the first row 550 of the first subwindow to capacitor 372 of corresponding column reading circuit 342. Next, the PG signal 354 is determined, as shown 536, to transfer the accumulated charge below the gate gates 330 to the floating broadcasts 334. Then the SHS signal 374 is determined as shown for example 568, to combine in the elimination potential for each pixel 240 to the capacitor 338 of the corresponding column reading circuit 342. The integration period 569 is the time between the non-determination of PG signal 354 during reset 539 and the determination of PG signal 354 during reading 566. The conversion process for each column 'in the first row 550 of the first Subwindow can start now. The column address (COL) 380 is set to the first column of the first window as shown as 570. Then the CONVST 410 signal is determined at 572. This causes the ADC 406 to begin the conversion. The ASIC 414 provides a sequence of clock pulses in the ADCLK 412 and receives the digitized serialized lighting value in the ADDATA 408. The ASIC 414 immediately shifts the data to the processor 66 in the MOSI 420 as shown by 574. In the example shown in figure 19, each sub-window contains only 4 columns. The addresses for the second column 576 of the first subwindow, third column 578 and fourth column 580 are used successively as column addresses 380 and the conversion process is repeated. Then the row address 344 can be adjusted to the first row 554 of the second subwindow and the sequence of determinations for the signals RR 360, SHR 368, PG 354 and SHS 374 are repeated to load the column reading circuits 342 with potentials of restoration and lighting. The column address 380 can be adjusted to the first column 382 of the second subwindow and the conversion sequence can be repeated. Note that, since the conversion process uses restoration and lighting potentials stored in the read circuits 342 and the column address 380 but row address 344 and that the row restoration requires a row address 344 but not a column address 380 or 342 read circuits, the row reset can be interleaved with the conversion process. This is seen in Figure 19, where, after determination of the SHS signal 374 at 568, the row address 344 is set to the nth row address 584 of the first subwindow and the RR 360 and PG 354 signals. are determined at 586 to reset all pixels 240 in n-th row 584 of the first subwindow.

Referring now to Figure 20, there is shown an ambient light detector that can be used to implement the present invention. The ambient light detector may be incorporated in an image forming system 42. The ambient light detector is described more fully in U.S. Patent Application Serial No. 093,993 and entitled "Imaging System for Vehicle Headlamp Control" by J. Bechtel , J. Stam and J. Roberts, which is incorporated herein by reference. The ambient light lens system 54 includes the integrated reflector 600 on the front of the case 280. The reflector 600 is angular at an angle ++ of approximately 45 ° to the horizontal of the controlled vehicle 20. The reflector 600 defines the aperture 602 opening to the front of the controlled vehicle 20. The opening 602 can be trapezoidal such that the projection of the opening 602 on a vertical surface would form a rectangle on the vertical surface. The lens 604 is mounted on one side of the opening 602. The width of the lens 604 is mounted on one side of the opening 602. The lens width is approximately the same as the diameter of the red lens 286 with the cyan lens 288. The 604 lens accepts light rays in a wide elevational range, such as 606 vertical rays and 608 horizontal rays and directs these rays in an approximately horizontal direction. The lens 604 is positioned in such a way that an inverted, faded image of the lens 604 is projected by the red lens 286 onto a reflector edge 52 of image array between the upper border 302 and the border 316 to form the red sky image 610. The lens 604 is also positioned in such a way that a blurred, inverted image of the lens 604 is projected by the cyan lens 288 between the lower border 304 and the border 320 to form the cyan sky image 612. The active length of the lenses 604 is made short enough to allow the entire active length to be projected onto red sky image 610 and cyano sky image 612. Red sky image 610 and cyano sky image 612 are examined in processor 66 to determine a level of ambient light. The intensity values can be averaged to determine ambient light levels. The lens 604 may be designed in such a way that the light 56 of different ranges of elevational angles appear in different portions of the lens 604. In this case, the light levels of different ranges of elevational angles may be weighted higher than the other ranges of elevational angles when determining an average. For example, almost vertical light can be weighted higher and almost horizontal light can be weighted lower. Also, since the 610 image of The red sky and the image 612 of the cyano sky are correlated, the intensities can be obtained as a function of color. For example, the effective ambient light level may be increased for a blue sky compared to a cloudy sky. Referring now to Figure 21, there is shown a diagram illustrating the mounting of a humidity detector that can be used to implement the present invention. The humidity detector 74, also like the imaging system 42, may be constructed in the mounting bracket or bracket 620 of the interior rearview mirror 622. The humidity detector 74 may be mounted two to three inches behind the windshield 624 of the vehicle. controlled vehicle 20. Referring now to Figure 22, there is shown a diagram illustrating the operation of a humidity detector that can be used to implement the present invention. The humidity detector 74 and the associated control system are described in U.S. Patent Application Serial No. 931,118 and entitled "Moisture Sensor and Windshiel Fog Detector" by J. Stam, J. Bechtel, and J. Robert, which is incorporated in the present by reference. The humidity detector 74 includes the image fixation detector 630, the lens 632 and the light source 634.

The lens 632 is designed to focus the windshield 624 on the image array detector 630. The humidity detector 74 operates in two modes, one for detecting drops on the windshield 624 and one for detecting the fog on the windshield 624. The first mode uses the focusing effect of a water drop. When the windshield 624 is dry, the scene appearing in the image-fixing detector 630 will be blurred since the scene has an effective focal length of infinity and the lens 632 is focused on the windshield 624. If the water droplets due to precipitation such as rain or snow are present in the windshield 624, portions of the scene visualized by the image array detector 630 will be focused more sharply. Since an unfocused scene has fewer high frequency spatial components than a neatly focused scene, examining the output of the image array detector 630 for the high spatial frequency components will provide an indication of the drops on the windshield 624. In the second mode of operation, the source of the 624 shines a light beam, generally shown by 636, on the windshield 624. Without any fog is present on the windshield 624, the beam 624 will pass through the windshield 624 and will not be seen by the 630 detector of image arrangement. If the fog is present inside the window 624, the beam 636 will be lattice as a point of interior light 638 which will be detected by the image fixation detector 630. Also, if the fog is outside but not inside the window 624, the beam 636 will be reflected as an outer light spot 640 which will be seen by the image fix detector 630. If the light spot 638, 640 is seen by the image array 630, the relative height of the light spot 638, 640 in the image can be used to determine whether the fog is inside or outside the windshield 624. The image array detector 630 may be similar in construction to the image array detector 52. However, the number of pixels required for the image array detector 630 is significantly less than for the image array detector 52. A 64 x 64 pixel array is considered appropriate for the 630 image array detector. The angle of the windshield 624 in the current passenger cars is approximately 27 °. The configuration can cause raindrops and other moisture to be at different distances from the image detector depending on where the moisture is in the windshield 624. To help compensate for this problem, the upper portions of the image array detector 630 can be angular at approximately 10 ° towards windshield 624.

In a preferred embodiment, the lens 632 is a single biconvex lens having a diameter of 6 mm, a front and rear radius of curvature of 7 mm for each surface and a central thickness of 2.5 mm. the front surface of the lens 632 can be positioned 62 mm from the outer surface of the windshield. The bracket or mounting bracket 620 can form a retention of approximately 5 mm directly in front of the lens 632, the image fixation detector 630 can be located approximately 8.5 mm from the rear surfaces of the lens 632. The light source 634 is preferably a light-emitting diode (LED). The light source 634 either emits highly collimated light or, as in the embodiment shown in Fig. 22, the lens 642 is used to focus the light from the light source 634 on the windshield 624. The light source 634 can emitting visible light or preferably infrared light so as not to create a distraction for the driver of the controlled vehicle 20. The light source 634 can be positioned a few millimeters above the lens 632 and angled in such a way that the beam 636 collides with the windshield 624 in an area printed by the detector 630 of the image arrangement. The output of the array array detector 630 must be processed in a manner similar to the output of the array array detector 52. An array control separate image and ADC, similar to control and ADC 64 and processor, similar to processor 66, can be provided for this purpose. Alternatively, a separate image formation array control and ADC can be used with the processor 66. A further embodiment is to use the same control unit 44 for the output of both the image fix detector 52 and the humidity detector 74. The processor 66 would control which image fix detector 52, 630 was examined. While the best modes for carrying out the invention have been described in detail, there are other possibilities in the spirit and scope of the present invention. Those familiar with the technique with which this invention is concerned will recognize various alternative designs and embodiments for practicing the invention as defined by the following claims. It is noted that, in relation to this date, the best method known by the applicant to carry out the aforementioned invention is that which is clear from the present description of the invention.

Claims (60)

1. CLAIMS Having described the invention as above, the content of the following claims is claimed as property: 1. A method for controlling continuously variable headlights, characterized in that it comprises: detecting the level of ambient light; enable the operation of the continuously variable beacon if the ambient light level is lower than a first threshold level; To obtain an image in front of the continuously variable headlamps, the image covers an area that includes points where the driver in a vehicle in front of the continuously variable headlights would perceive that the variable headlights cause excessive glare if the continuously variable headlights are put into operation by over a low beam illumination level and controlling the continuously variable headlights to produce a light level in response to the image obtained when the operation of the variable headlight is enabled.
2. 2. The method according to claim 1, characterized in that the level of ambient light is detected based on the image obtained.
3. 3. The method according to claim 1, characterized in that it further includes the steps of: adjust headlights to daylight mode if the ambient light level is greater than a second threshold and adjust the headlights to a low beam if the ambient light is less than the second threshold but greater than the first threshold.
4. 4. The method according to claim 1, characterized in that the light reduction of the automatic headlight comprises: processing the image to determine if the vehicle is within the area and if the vehicle is within the area, reducing the range of illumination of the headlight continuously variable; otherwise adjust the continuously variable headlights to the full range of illumination.
5. 5. The method of compliance with the claim 4, characterized in that the illumination range of the continuously variable headlight is modified to change the intensity of light emitted by the continuously variable headlights.
6. The method according to claim 4, characterized in that the illumination range of the continuously variable headlight is modified by changing the direction of the light emitted by the continuously variable headlights.
7. The method according to claim 6 characterized in that at least one continuously variable headlight comprises a high discharge lamp. intensity (HID), the direction of the emitted light is changed using a magnetodynamic positioning.
8. 8. The method according to claim 4, characterized in that the reduction of the illumination range of the continuously variable headlight comprises an increased decrease in the range of illumination and wherein the obtaining of the image, the processing of the image and the increased decrease of the lighting range are repeated until the illumination range produces a level of illumination in the position of the vehicle that would not be perceived as causing excessive glare by the driver in the vehicle in front of the continuously variable headlights.
9. The method according to claim 4, characterized in that the range of full illumination is reduced if at least one form of precipitation of a set in which fog, rain and snow are included is detected.
10. The method according to claim 4, characterized in that the reduction of the illumination range of the continuously variable headlight and where the adjustment of the headlights continuously variable to the full range of illumination are presented gradually.
11. 11. The method according to claim 4, characterized in that obtaining an image is carried out using a multipixel image detector having an elevation angle relative to a controlled vehicle having the continuously variable headlights, the method is characterized in that it further comprises: acquiring a sequence of images; find a stationary light source in each image; calculate a measure of the elevation of the stationary light source in each image and determine the elevation angle based on the calculated elevation measurements.
12. The method according to claim 11, characterized in that finding the stationary light source comprises determining that the light source is energized by alternating current by examining the intensity of the light source in successive images in the image sequence.
13. The method according to claim 11, characterized in that it further comprises: validating that the sequence of images was acquired during a relatively stable journey at relatively constant speed and repeating the acquisition, finding and calculation if the sequence of images was not acquired during a relatively stable trip at a relatively constant speed.
14. 14. The method according to claim 11, characterized in that the determination of the elevation angle is based on the examination of the difference between the measurements of the elevation calculated for successive images in the image sequence.
15. The method according to claim 1, characterized in that each continuously variable headlight has an effective range of illumination that is varied by changing the pointed vertical direction, each effective range of illumination has an elevational direction corresponding to a greater extent of the bright portion of the beam of the lighthouse, the method is characterized because it comprises of more: acquiring a sequence of images; determine the lift direction for at least one continuously variable headlight; determine if the sequence of images was taken during the trip on a relatively straight, uniform surface based on the determined sequence of elevational directions and if the sequence of images was taken during the trip on a relatively straight, uniform surface, averaging the elevational directions determined to obtain an estimated value of the actual elevation direction.
16. 16. The method according to claim 1, characterized in that the control step includes gradually lowering in light level produced by the headlights at a predetermined speed after a vehicle is detected.
17. 17. The method according to claim 16, characterized in that the control stage includes increasing the light level of the headlight if another vehicle is not detected.
18. 18. A lighting control system for controlling the exterior illumination lights of a controlled vehicle, wherein the exterior lights are capable of producing at least 3 lighting configurations in which at least one beam illumination configuration is included. under and two additional lighting configurations higher density than the low beam configuration, the control system is characterized in that it comprises: an image forming system suitable for detecting the headlights of the coming vehicles and the rear lights of the front and rear vehicles; a control circuit in communication with the image formation system and operable to: (a) acquire an image of the image formation system, the image covers an area of glare that includes points at which the driver of a vehicle in front of the controlled vehicle would perceive the external lights that cause excessive glare; (b) process the image to determine if at least one vehicle in front of the controlled vehicle is within the glare area and (c) if at least one vehicle in front of the controlled vehicle is within the glare area, change the illuminating the exterior lights to a selected configuration of at least 3 termination settings to thereby alter the glare area, such that at least one vehicle is no longer in the glare area.
19. 19. The lighting control system according to claim 18, characterized in that the exterior lights include continuously variable headlights each having an effective range of illumination that is varied by changing at least one parameter of a set that includes a pointed horizontal direction, a pointed vertical direction and the intensity emitted.
20. 20. The lighting control system according to claim 19, characterized in that, if at least one vehicle in front of the controlled vehicle is within the glare area, the control circuit reduces the range of illumination of the headlights. continuously variable to change through this the selected configuration of at least 3 lighting configurations.
21. 21. The lighting control system according to claim 19, characterized in that the control circuit is additionally operable to reduce at least a range of illumination of the headlight and to adjust the at least and headlight to a full range of illumination gradually.
22. 22. The lighting control system according to claim 19, characterized in that the at least one headlight is at least one low beam headlight with variable intensity and at least one high beam headlight with variable intensity, the circuit of operable control to reduce the range of illumination by defining the intensity of at least one high beam headlight while increasing the intensity of at least one low beam headlight.
23. The lighting control system according to claim 19, characterized in that at least one headlight produces illumination by heating at least one filament, the control circuit is further operable to cause a low current quality flow through at least one filament, when the engine of the controlled vehicle is in operation and the at least one headlight is not controlled to emit light, the low amount of current heats up in at least one filament thereby decreasing the fragility of the filament.
24. 24. The lighting control system according to claim 18, characterized in that the image forming system is incorporated into the rear view mirror assembly and wherein the image forming system is aimed through a portion of the vehicle windshield. controlled cleaned by at least one windshield wiper.
25. 25. The lighting control system according to claim 18, characterized in that the image forming system is able to determine the lateral and elevational locations of the headlights of the coming vehicles and the rear lights of the front vehicles.
26. 26. The lighting control system according to claim 18, characterized in that the exterior light includes at least one headlight having a variable vertical pointed direction, the system further includes at least one detector operable to determine the passage of the vehicle controlled in relation to the road surface, the at least one detector in communication with the control circuit, the control circuit is also operable to aim the at least one headlight to compensate for variations in the passage of the controlled vehicle.
27. 27. The lighting control system according to claim 26, characterized in that it also includes a vehicle speed detector in communication with the control circuit, the control circuit is operable in addition to anticipate the changes of passage of the controlled vehicle in based on changes in the speed of the controlled vehicle.
28. The lighting control system according to claim 18, characterized in that the exterior lights include at least one headlight having a variable horizontal pointed direction, the control circuit is further operable to: determine if a front vehicle is located in a curve path on the opposite side of the vehicle controlled for the coming traffic and is in the glare area and if no front vehicle is on the curve path and in the glare area, reduce the at least one range of illumination of the lighthouse when aiming. the at least one lighthouse in the distance of the direction of the coming traffic.
29. 29. The lighting control system according to claim 18, characterized in that The image formation system includes a multipixel image detector having an elevation angle in relation to the controlled vehicle, the control circuit is operable in addition to: acquiring a sequence of images; find a stationary light source in each image; calculate a measure of elevation of the stationary light source in each image and determine the elevation angle based on the calculated elevation measurements.
30. 30. The lighting control system according to claim 29, characterized in that the stationary light source is found by the control circuit operable in addition to determine that the source of light energized by alternating current when examining the intensity of the source of light. light in successive images in the sequence of images.
31. The lighting control system according to claim 29, characterized in that the control circuit is further operable to: validate that the sequence of images was acquired during a relatively stable journey at relatively constant speed and repeat the acquisition, find and calculate if the sequence of images was not acquired during a relatively stable trip at a relatively constant speed.
32. 32. The lighting control system according to claim 29, characterized in that the elevation angle is determined based on differences between elevation measurements calculated for successive images in the image sequence.
33. 33. The lighting control system according to claim 18, characterized in that the control circuit is also operable to: detect a level of ambient light; adjust outside lights to daylight mode if the ambient light level is greater than a first threshold; adjust outside lights to low beam mode if the ambient light level is lower than the first threshold but greater than a second threshold and enable automatic variation of the lighting setting if the ambient light level is lower than the second threshold.
34. 34. The lighting control system according to claim 19, characterized in that each continuously variable headlight has an effective range of illumination that is varied by changing the pointed vertical direction, each range of illumination effective has a lift direction corresponding to a greater extension of the bright portion of the beam of the headlight, the control circuit is operable in addition to: acquiring a sequence of images; determine the lift direction for at least one continuously variable headlight; determine if the sequence of images was taken during the trip on a relatively straight, uniform surface based on the determined sequence of elevational directions and if the sequence of images was taken during the trip on a relatively straight, uniform surface, averaging the elevational directions determined to obtain an estimated value of the actual elevation direction.
35. 35. The lighting control system according to claim 19, characterized in that the control circuit is further operable to reduce the at least one range of illumination of the headlight to a predetermined ratio in a predetermined transition time.
36. 36. The lighting control system according to claim 18, characterized in that it comprises of a humidity detector in communication with the control circuit, for the humidity detector is suitable of detecting at least one form of moisture from a set in which fog, rain and snow are included, the control circuit is further operable to produce the range of illumination of the exterior lights if moisture is detected.
37. 37. The lighting control system according to claim 19, characterized in that at least one continuously variable headlight comprises a high intensity discharge lamp (HID), the control circuit and also operable to change the direction of the light emitted using magnetodynamic positioning of the lamp arch.
38. 38. The lighting control system according to claim 18, characterized in that the exterior lights include two headlights and wherein the directional control circuit at least one of the headlights to obtain the selected configuration of at least three configurations of illumination.
39. 39. The lighting control system according to claim 38, characterized in that the control circuit alters the vertical pointing of at least one of the headlights to obtain the selected configuration of at least three lighting configurations.
40. 40. The lighting control system according to claim 38, characterized in that the control circuit further changes the amount of light emitted by a light source in the headlights to obtain the selected configuration of at least three lighting configurations.
41. 41. The lighting control system according to claim 18, characterized in that the control circuit changes the amount of light emitted by a light source in the exterior lights to obtain the selected configuration of at least three lighting configurations.
42. 42. The lighting control system according to claim 18, characterized in that each of the at least three lighting configurations provides a different range of illumination.
43. 43. The control system according to claim 18, characterized in that the exterior lights produce continuously variable lighting configurations and wherein the control circuit varies the lighting configuration of the exterior lights by means of the continuous lighting configurations in response to the lights detected in the images obtained from the image formation system.
44. 44. The lighting control system according to claim 18, characterized in that the exterior lights provide continuously variable light output levels and wherein the control circuit varies the light output levels of the external lights through the continuous light. Light output levels is a response to the lights detected in the images obtained from the image formation system.
45. 45. A system for controlling at least one continuously variable headlight in an automotive vehicle, each continuously variable headlight has an effective range of illumination that is varied by changing the vertical pointed direction, each effective range of illumination has a lift direction corresponding to an upper extension of the bright portion of the headlight beam, the system is characterized in that comprises: an image-forming system suitable for determining the lateral and elevational locations of the headlights of the coming vehicles, the image forming system is mounted at a vertical distance above at least one variable headlight and a control circuit In communication with the image forming system and the at least one continuously variable beacon, the control circuit is operable to: (a) acquiring an image in front of the at least one continuously variable beacon, the image captures a glare area including points at which the driver of a vehicle in front of the at least one continuously variable beacon would perceive the at least one beacon continuously variable causes excessive glare, (b) process the image to determine if at least one upcoming vehicle is within the glare area, (c) if at least one upcoming vehicle is within the glare area, determine the elevation angle between the image formation system and the beacon of each of at least one of the coming vehicles and (d) if at least one coming vehicle is within the glare area, aiming the at least one continuously variable beacon in such a manner that the elevation direction is substantially parallel to or below a line between the image formation system and the headlights of the coming vehicle that produces the greater of at least a certain elevation angle.
46. 46. The system according to claim 45, characterized in that the control circuit is further operable to: (a) acquire an image in front of the at least one continuously variable beacon, the image covers an area of glare including points at which the driver of a vehicle in front of the at least one continuously variable headlight would perceive that the at least one continuously variable headlight causes excessive glare, (b) process the image to determine whether at least one coming vehicle is within the area of glare, (c) if at least one preceding vehicle is within the glare area, determine the elevation angle between the image formation system and the taillights of each of the at least one preceding vehicle is within the glare area, to point the at least one continuously variable beacon in such a way that the lift direction is substantially parallel to or below a line between the image forming system and the rear lights of the preceding vehicle which produces the greatest angle of at least a certain elevation angle.
47. 47. A lighting control system for controlling the exterior lighting lights of a controlled vehicle, wherein the exterior lights are capable of producing at least three lighting configurations in which at least one beam illumination configuration is included. bass and two lighting settings additional intensity higher than the low beam configuration, the control system is characterized in that it comprises: an image formation system suitable for obtaining an image in front of the controlled vehicle, the image covers an area that includes points in which the driver of a vehicle in front of the controlled vehicle would perceive that the external lights cause excessive glare; at least one humidity detector, each humidity detector operable to detect at least one form of precipitation of a set in which fog, rain and snow are included and a control circuit in communication with the image formation system, the at least one humidity detector and the exterior lights, the control circuit is operable to change the lighting configuration when precipitation is detected, the control circuit is also operable to control the exterior lights based on the output of the image formation.
48. 48. The lighting control system according to claim 47, characterized in that the exterior lights include at least one continuously variable headlight having an effective range of illumination that is varied by changing at least one parameter of a set in which the pointed horizontal direction, the pointed vertical direction and the intensity emitted are included.
49. 49. The lighting control system according to claim 48, characterized in that the control circuit is operable to reduce the illumination range of the at least one continuously variable headlight when precipitation is detected.
50. 50. A headlamp control system characterized in that it comprises: at least one headlamp circuit having an input to receive a signal from the headlight, the headlamp circuit provides illumination at a selected illumination level corresponding to a headlamp signal; an image detector for detecting the lights of a vehicle and a control circuit coupled to the at least one circuit of the headlight and the image detector, the control circuit is operable to detect a vehicle to be separated from information obtained from the image detector , for detecting a vehicle parameter associated with a detected vehicle and for generating a signal from the headlight to cause the at least one headlight circuit to provide illumination at a selected lighting level within a 'continuously variable headlight illumination range, by what which signal of the headlight is derived as a function of the vehicle parameter detected by the image detector, wherein the vehicle parameter is any or a combination of: the lateral position of the detected vehicle, the horizontal position of the detected vehicle, the estimated distance of the detected vehicle and the relative direction of movement of the detected vehicle.
51. 51. The headlight control system according to claim 50, characterized in that the control circuit gradually decreases the level of light produced by the at least one headlight circuit at a predetermined speed after a vehicle is detected.
52. 52. The headlight control system according to claim 51, characterized in that the control circuit increases the level of light produced by the at least one headlight circuit if another vehicle is not detected.
53. 53. The headlight control system according to claim 50, characterized in that the control circuit alters the level of the light produced by the at least one circuit of the headlight as a function of the detected vehicle parameter.
54. 54. The headlight control system according to claim 53, characterized in that the circuit of control alters the level of light produced by the at least one circuit of the headlight as a function of the level of ambient light.
55. 55. The headlight control system according to claim 53, characterized in that the vehicle parameter detected by the control circuit is in estimated distance to the detected vehicle and the control circuit alters the level of light produced by at least the a lighthouse circuit as a function of the estimated distance to the detected vehicle.
56. 56. The headlight control system according to claim 53, characterized in that a parameter of the additional vehicle detected by the control circuit is the brightness of the detected vehicle's lights and the control circuit alters the level of light produced by the at least one headlight circuit as a function of the brightness of the detected vehicle's lights.
57. 57. The headlight control system according to claim 50, characterized in that the at least one circuit of the headlight includes two headlights and wherein the control circuit directs said headlights.
58. 58. The headlight control system according to claim 57, characterized in that the control circuit alters the vertical pointing of the headlights.
59. 59. The headlight control system according to claim 50, characterized in that the control circuit changes the amount of light emitted by a light source in the at least one circuit of the headlight.
60. 60. A lighting control system for controlling exterior lighting lights of a vehicle, wherein the exterior lights are capable of producing at least three lighting configurations in which at least one low beam illumination configuration is included. and two additional lighting configurations of higher intensity than the low beam configuration, the control system is characterized in that it comprises: an image detector to detect a front image of the vehicle and a control circuit coupled to the image detector to identify the vehicle lights in the image obtained by the image detector and to control the exterior lights to produce a selected configuration of at least three lighting configurations in response to the identification or non-identification of vehicle lights in the image detected by the vehicle. image detector, where the control circuit decreases grad increase the level of illumination produced by the exterior lights at a selected speed of a plurality of speeds predetermined after the vehicle's lights are detected.