SE545530C2 - Anti-glare and lighting systems for motor vehicles - Google Patents

Abstract

:The invention, here called the system, is a complete fully automatic day and night system for motor vehicles that reduces the risk of traffic accidents caused by glare and/or poor visibility and is based on the phase, spot, change subroutines separately or in combination. The system has the following properties: • automatic dimming of the oncoming vehicle's high beam, dipped beam and rear light.• automatic dimming of overtaking stationary light sources.• automatic glare-free partial high beam lighting of roadways and road clearings when meeting and overtaking.• automatic glare-free high beam meetings between vehicles that all have the system, without that radio contact or similar unsafe contacts between the vehicles is required.

Description

Anti-glare and lighting systems for motor vehicles, Glare from hall lights or glare is the most common cause of accidents such as collisions with oncoming vehicles, pedestrians or wild animals. Even the semi-trailer causes accidents due to its shorter lighted road surface. Impairment of night vision after glare is also a cause of accidents.

The task of the system: The invention, here called the system, can use both modulated headlight and unmodulated headlight and has the following functions: o automatic dimming of the oncoming vehicle's high beam, low beam and low beam. automatic dimming of the sunlight and its scattered light. o automatic glare-free partial high-beam lighting of roadways and roadways during meetings and overtaking. o automatic mixed-free hall light meeting between vehicles that have the system without requiring radio contact or similar unsafe contacts between the vehicles. (requires modulated lights) o can be mounted in most existing motor vehicles (aftermarket). o has built-in warning functions.

Current state of the art: Anti-dazzle when meeting vehicles is usually done manually by changing the vertical beam direction of the headlights from high beam to low beam.

The horizontal beam direction of the dipped beam is then usually angled slightly closer to the road to better illuminate any pedestrians, two-wheeled vehicles or animals.

The light sources of the headlights are usually xenon lamps, halogen lamps or LED lamps. There are systems with headlights that consist of many light beams aimed at different parts of the road.

There is a clear tendency to switch to LED headlights as these have a significantly higher efficiency and thus save energy.

There are three known automatic dimming and lighting methods: 1. Half-light system 2. Matrix system 3. Modulation system 1. The half-light systems register by means of a gate detector camera the oncoming all occupants the vehicle and automatically dims to low beam. When the meeting ends, it automatically switches back to full beam. Example of automatic dimming at a certain vehicle distance is done through radar detection or optical detection, e.g. of type Mobileye or other system.1. the driver is dazzled by the headlights of oncoming vehicles. 2. the section of the road illuminated by the main beam and the road clear is significantly shortened when dimmed to low beam. 3. lacks the possibility of partial high-beam lighting during meetings or overtaking. the driver's night vision is impaired. . the conventional manually folding sun visor provides poor glare protection in sunlight.

P 2. Matrix systems h ll' t.

There are several variants of this method, but all are based on the same basic principle that each headlight consists of a large number of mini-LED headlights that together form the desired large light field.

The vehicle A has a detector camera that continuously films the oncoming vehicle B with its shining headlights, and the system's computer continuously records the current coordinates of these light sources in the field of view of the detector camera. In doing so, it is determined which mini-light cones are to be momentarily extinguished and thereby shade the eyes of the driver of the oncoming vehicle B. During the encounter with vehicle B, these shadows (extinguished mini-light cones) will be quickly moved within the field of view of vehicle A's detector camera. A computer algorithm determined where the oncoming driver's eyes should be relative to their headlights.

The following issues must then be considered: a) The driver of a small sports car has his eyes closer to the headlights than a truck driver has to his headlights. b) It is not known whether the oncoming vehicle is right-hand drive or left-hand drive. c) Trucks often have additional headlights, sometimes placed high above the driver.

Therefore, to avoid false detection, the shaded scanning area must cover all the options and therefore becomes relatively large and can seriously affect the visibility of vehicle A.

If the two oncoming vehicles A and B each have a Matrix system, neither front will be dazzled by their high beams, which is a positive.

If, on the other hand, the oncoming vehicle B lacks a Matrix system and is dazzled down to low beam, the driver of vehicle A is dazzled.

The Matrix systems' LED or laser diodes (50 - 1000 pieces) are placed in special oblong spotlight housings. Matrix cannot therefore be installed on existing vehicles.

Summary: Positive features of Matrix: 1. If two vehicles, both equipped with Matrix, meet (with high beam), no glare occurs. 2. Road markings and road cleaners are illuminated by high beams even when overtaking.

Matrix negative features: 1. The Matrix driver is dazzled by the conventional high beams of oncoming vehicles (also applies low beam to some extent).

Dark vision is affected.

The generated shadow is relatively large and limits the driver's field of vision. 4. Cannot be fitted in existing (after market) vehicles. Requires specially designed elongated headlight housings.

WN . Is a sensitive system. Poor calibration can cause serious glare. 6. Lacks effective sun protection (the vehicle's conventional limited sun protection must be used) 3. The modulation systems are based on the following gtund principle: The headlights in vehicles A and B have LED lights or laser lights that can be modulated, i.e. flash with a high frequency, preferably with 100 Hertz.

The driver of vehicle A looks through a display whose modulated transmission (light transmission) has the same frequency and phase position as his headlights. The same applies to the driver of vehicle B.

When the vehicles meet, the flashing light shifts temporally to an anti-phase position relative to the fixed phase position of the other vehicle.

When the headlights are momentarily on in vehicle A, the headlights in vehicle B are momentarily off. A continuous exchange of light between the vehicles takes place. None of the driver's eyes will receive any blinding 100 Hertz high beam. The inertia of the eye means that it will obliterate the oncoming vehicle B and its surroundings illuminated with continuous (non-flashing) light and that the oncoming vehicle B's headlights are off (or heavily dimmed).

If both vehicles A and B were to simultaneously try to shift the phase positions of their light pulse trains to mutually anti-phase positions, stability problems easily arise.

One of the vehicles must be designated as master and the other as slave. Designating these in a secure manner is very important.

The mast must regulate its phase position to anti-phase position compared to the maintained phase position of the slave. Some of the patent applications below have solved the master/slave problem by applying a temporary radio contact between the two vehicles and thus automatically being able to decide who should be the master.

Radio communications are sensitive to interference. if turbulence occurs, drivers may be exposed to blinding high beams, which can cause serious accidents.

This method is called counter-phase determination by radio communication here.

Letting the vehicle whose modulated light first detects the other vehicle's modulated light become the master is also an unsafe technical solution to the master/slave determination.

If uncertainty in this detection occurs, the detection cannot be repeated. The consequence is that both vehicles must be ordered to switch to low beam to avoid dangerous glare. This method is referred to here as anti-phase determination by first detection.

The following patent applications (No. 1 to No. 6) are examples of modulation systems: No. 1 US4286308 (A) - 1981-08-25 Counter-phase determination by means of radio communication.

No. 2 DE3919612 (A1) - 1991-01 Anti-phase determination by means of radio communication. u .... _. receiving signal from photodetector for oncoming traffic and radio receiver. " No. 3 DE102006059064 (A1) - 2008-06-19 No explanation of how the opposite phase determination works.

No. 4 CN103241162 (A) - 2013-08-14 No explanation how the counter-phase determination works.

No. 5 WO2016093720 (A1) - 2016-06-16 Counter-phase determination by the first-detection method.

"Situations 1 and 2 are virtually identical, only the references, (a) or (b), being different, and, depending on Mitch it requires the automatic synchronization of the other system, frequencies (f) and (-f) being equal but reversed" NO 6 US2017001553 (A1) - 2017-01- Counter-phase determination by means of radio communication. “ ..... ..device of the same type via inter-vehicle communication and to modify the pulsed signa|...." The weakness in the above-mentioned patent applications are the methods to reliably designate masts that will put the oncoming vehicles' modulated headlights in mutually opposite phase. This is probably the reason why they did not proceed with the patent applications.

Summary: Modulation systems' positive features: 1. When two vehicles meet, both equipped with the same type of system (modulated high beam), no glare occurs. 2. Can be mounted in existing vehicles. Modulation systems' negative features: 1. Lacks reliable method to determine master. 2. The high beam must be switched to dipped beam in order not to dazzle oncoming vehicles that lack the same type of system. Dazzled by the oncoming vehicle's conventional high beam (and dipped beam to some extent). Dark vision is affected. Lacks the possibility of partial high-beam lighting during meetings or overtaking. Lacks effective sun protection (the vehicle's conventional limited sun protection must be used) .°°.°"PS^° The following patent applications (No. 7 to No. 11), all of which are of category A, are listed by PRV in a previous application: No. 7 WO 9210130 A1 - June 25, 1992 No. 8 US 3961181 A - June 1, 1976 Category X No. 9 WO 2016093720 A1 - June 16, 2016 No. 10 EP 0945303 A1 - September 29, 1999 No. 11 DE 102014019344 A1 - June 23 The invention: The invention, here called the system, protects all vehicle drivers against glare and provides improved lighting of roadways and roadways in all traffic situations that may occur.

The system consists of the following physical units: 1. A detector camera (4) which is attached to the vehicle (1) and is directed forward. 2. A display unit (10) which replaces the conventional folding sun visor and consists of a sun visor (12) with electronics and a display (11) both of which can be folded down in front of the driver either manually (or by a servo motor). See Fig. 1, Fig. 2 and Fig. 3. A relay unit consisting of preferably semiconductor relays and some control electronics of the headlights.

The display unit (10) has a bracket (13) connected to the interior roof of the vehicle (1) in which the folding sunshade (12) is stored and which has a hinge at its lower edge in which the folding transparent display (11) is stored.

Fig.1 shows the sunshade (12) and the display (11) in their folded down active positions.

A manual angling mechanism is available for optical rough adjustment in height for different rider heights.

Fine-tuning is done electronically by means of touch contacts or audibly to, for example, meet the needs of different drivers.

The sun visor (12), which contains control electronics and has a connection cable, has a padded soft surface and touch contacts that are placed in recesses.

Fig.1 shows, as an example here, a dimming dynamic Spot with its pupil-shadow pairs (9') on the display (11) at three different meeting distance positions 160 m, 80 m and 40 m.

Fig. 2 shows the display (11) when it is turned up towards its upper off position with the help of a handle.

Fig. 3 shows the sun protection (12) with the display (11) folded up in its common parking position.

The detector camera (4) is a physically fixed unit which, in addition to detector optics, also has control electronics.

The relay unit consists of semiconductor relays and some control electronics of the headlights.

Both units are connected to the display unit (10) with a cable (8) and/or bluetooth or other similar communication.

The system, which is an automatic complete day and night system, is based on one or more in combination of the following new subroutines: Phase Spot Dimming Change The choice of which of the subroutines is to be used in a current situation takes place automatically. All of the desired properties mentioned above under the heading “Object of the invention” are met.

The Phase subroutine is a method of anti-phasing modulated LED or laser light.

The Phase subroutine, which is more secure than the anti-phase methods in the patent applications shown above, works as follows: If the vehicle (1) meets a vehicle (2), both of which have the system installed, both vehicles will detect the received modulated high beam or dipped beam with an authority determined fundamental frequency here selected as 100 Hertz. Then the subroutine phase starts. (if either of the vehicles or both vehicles detect full or low beams that are not 100 Hertz modulated, then either of the vehicles shifts to low beams and thus also the other vehicle to low beams and thus the phase subroutine is closed at the dgtti meeting).

The systems in the vehicle (1) and in the vehicle (2) generate a random number (random value) between 0 - 1, which is recalculated by an algorithm to a random frequency value that lies within, for the respective vehicle (1) and vehicle (2) ), a frequency range determined by the authority, here chosen as 150 - 200 Hertz. The detector camera in each system detects the oncoming vehicle's emitted random-frequency value (emitted by one or both of the vehicle's headlights) and compares it with its own random-frequency value. The vehicle that has the highest random-frequency value is determined by both systems as the master (assume that it is vehicle (1) that became the master in this example and the other vehicle (2) thus became the slave). The frequencies of both systems are then reset to the 100 Hertz basic frequency. The slave, the vehicle (2), maintains its phase position while the master, the vehicle (1), phase shifts its phase position to an anti-phase position relative to the fixed phase position of the slave.

When both headlights of the vehicle (1) send out two mutually synchronous 100 Hertz bright or low beam pulses, the headlights of the vehicle (2) are off. During the time that the synchronous light pulses leave the vehicle's (1) headlight, its display (11) has full light transmission (transparency) while the vehicle's (2) display is light blocked (opaque). This happens alternately between vehicle (1) and vehicle (2) at 100 Hertz.

Due to the inertia of the eye, both drivers will perceive the flashing light as steady light. Respective drivers see the oncoming vehicle illuminated by high or low beams but with switched off (or very dimmed) headlights. The rest of the surroundings are also illuminated by the constant bright light or dim light perceived by the eye.

The Spot subroutine is a method of adding moving light-blocking shadows, here called Spots, to the transparent display ( 11). (adding moving light-blocking shadows to a previously transparent display is a known technique. See patent application US 3961181 A) June 1 The subroutine Spot can use a so-called T-OLED display where T stands for “transparentï This type of screen gives a maximum transmission of around 60% which is acceptable for night driving and iso/shining. This transmission attenuation is the reason why the display (11) should be can be folded up when the system is switched off. Other types of transparent displays are also useful here.

A Spot consists of two preferably circular pupil-shadows (9') which, at the distance where they meet, have a mutual horizontal distance of approx. 65 mm (which is a normal human pupil distance). A Spot is dynamically placed on the display (11) over three blinding light sources on the surface of the transparent display (11) in such a way that each of these two pupil shadows (9') covers each of the driver's pupils. Fig. 1 and Fig. 4. show a Spot covering an oncoming motorcycle's headlight shown here in three alternative distance positions: Distance 160 m, distance 80 m and distance 40 m.

For vehicles with low headlights, there will be Lfi spots which, during their journey across the display (11, 30), shade the otherwise dazzling headlights. Every other blinding light source within the field of view of the detector camera (4) also gets a Spot in the display (11).

The diameter of the two pupil shadows (9') in a Spot increases continuously with decreasing vehicle distance. Light transmission decreases on a Spot with decreasing vehicle distance. The headlights of the oncoming vehicle (2) and alternatively the sunlight are a mixture of direct light and diffuse light. Directly radiating light, which has a Gaussian-like intensity distribution, is focused on the detector camera's matrix, where the xly care of their light center points is continuously recorded as is the spread of its light intensity.

Each Spot consists of two light-blocking pupil shadows (9') which are preferably circular and at a long meeting distance horizontally offset from each other pupil distance 65 mm, are then placed on the transparent display (11) at the corresponding coordinates approx. x - 32.5 l y mm and approx. x + 32.5 /y mm.

When detecting oncoming vehicles (2) at a long distance, the size of the light-blocking pupil shadows (9') is relatively small. As the distance between the vehicles decreases, the size of the pupil shadows (9') and mutual distance increases while they move to the left on the display (11) (for right-hand traffic).

Fig. 1 and Fig. 4 show examples of the movement to the left (in right-hand traffic) of a Spot (= a pair of pupil-shadows (9')) in starting position (1) covering a headlight at a long distance and the same Spot in position (2) ) at closer vehicle distance and finally the same Spot in position (3) relatively close. The light transmission value of the pupil shades (9') is automatically regulated during the course of the meeting. At a long distance between the vehicles, perhaps 50% is an appropriately chosen value which is then continuously lowered to, say, 10% at the closest distance between the vehicles.

The dimming towards the sun can be changed from the sun center to the limiting edges of the display (11) according to a fixed dimming curve.

Everything is controlled according to a special algorithm that can be influenced by manually selected parameter values.

All light sources which are continuously detected by the detector camera (4) and which have intensities exceeding a set level receive pupil shadows (9') with individual diameters and transmission values and which are projected on the display (11).

The Dimming subroutine is a routine to reduce the received stray light (diffuse light) and thereby protect the driver's night vision or provide a comfortable light level during the day.

The routine automatically shifts to different stray light attenuation levels such as for: solar intensity nocturnal vehicle encounters night-time overtaking (when there is no received stray light from oncoming vehicles) the display can in certain situations be given slightly different attenuation levels within the field of view of the detector camera depending on e.g. altitude, fog, snow, etc.

Everything is controlled according to a special algorithm that can be influenced by manually selected parameter values.

The Change subroutine is a method to automatically switch between low beam and high beam on either of the vehicle's headlights in certain situations, such as when meeting or overtaking. \fid a m§t_e with vehicles that have conventional high beam/low beam, both headlights are first automatically switched down to low beam.

This happens at a distance of one vehicle when the blinding light has reached a certain selected intensity level. Alternatively, a previously desired switching distance can be registered using known methods such as e.g. radar or with Mobileye.

Another alternative method is to use the detector camera to measure the angle of view occupied by the two oncoming headlights, which gradually increases as they approach. When a viewing angle has been reached that roughly corresponds to the desired vehicle distance, the downshift to low beam on both headlights must take place.

To increase accuracy, a combination of these methods can be used.

When the headlights of the oncoming vehicle (2) (shadowed by Spots) completely end up on the left half (24) of the display (11), the high-beam headlights switch back to high beam. The right-hand roadway and the right-hand roadway are then illuminated for a longer distance with high beam without thereby dazzling the vehicle (2).

Reduces the risk of colliding with pedestrians or animals. No dazzle of oncoming vehicles occurs.

In the event of an overtaking, the subroutine change is also used in a similar way: A complete overtaking takes place in time order as follows: When the vehicle (1) catches up with a vehicle (3), the system registers that there is no rear light received and thus that an overtaking may be relevant.

The automatic downshift from the high beams to the dipped beams can be done automatically by means of the methods described above at the distance (16').

The dazzled vehicle (1) approaches the overtaken vehicle (3) further to a vehicle distance (17) chosen by the driver in vehicle (1) relative to vehicle (3) where you want to start the overtaking, which is then started when the driver makes a manual impact on the left direction indicator.

See Fig.

The driver then makes a first lateral movement (19) of the vehicle (1) to the left. Provided that the manual influence has been made, the image of the left rear light (15') on the vehicle (3) is recorded when it ends up on the middle part of the detector matrix (x=0) in the detector camera. Thereby switching to high beam on the left headlight (18') which has a light sector (22) _ At the same time, the angle (20) to the right rear light (15") is recorded, which is converted into a matrix distance, i.e. the rear light focal point distance x1 from position x=0 as above.

After a continued second lateral movement (21) to the left constituting the matrix distance x1 plus a previously determined matrix factor m1 (corresponding to a large vehicle's determined horizontal physical distance from the left taillight (15') to the left rearview mirror ) a shift to high beams also takes place on the right headlight (18”) which has a light sector (22).

If the vehicle (Q) instead moves to the left edge of the right lane to initiate a left exit, Change also acts as the driver moves the vehicle (1) laterally to the right after the influence of the right turn signal.

The same procedure therefore takes place in reverse. The right side of the road and the right side of the road are illuminated first by the vehicle's (1) right headlight (18") high beam and then also its left headlight (18") high beam.

If the vehicle (3) is a motorcycle with a rear light, the light intensity is detected and downshift occurs at the same approximate vehicle distance (16').

The dazzled vehicle (1) approaches the overtaken vehicle (3) (motorcycle) further to a selected distance (17) relative to vehicle (3) where the driver wants to start overtaking by manually influencing the left direction indicator, which then switches to high beam on the left the headlight (18”).

A lateral displacement of a motorcycle matrix factor m2 is carried out (m2 was previously determined to, for example, physically 2 m) after which a shift to high beam also takes place on the right headlight (18").

The approach can now be completed with the left-hand roadway and the left-hand road clear illuminated by full headlights without vehicle (3) (the motorcycle) landing in its rear-view mirror.

If the overtaken vehicle (3) (car or motorbike) during the overtaking routine suddenly intends to make an exit and thus uses either of its direction indicators, then its flashing light (which has a frequency significantly lower than 100 Hertz) is detected. The approach routine is then interrupted and the downshift to low beam occurs on both headlights of the vehicle (1) (182 18").

No rearview mirror/dazzle occurs for the vehicle (3) or for the motorcycle. Overtaking is mostly done with bright lighting of the roadway and the roadway, which provides increased safety. The driver of vehicle (1) is forced to manually use the direction indicator in order to make an overtaking. This constraint is desirable for security reasons and regulatory requirements.

The subroutine Change is controlled by an algorithm that is relatively simple and uncritical. "k h ll rf l i t kt ri rkan possibly occur in e.g. extreme weather situations.

A red warning light in the display then flashes and automatic downshift to low beam occurs on both headlights (182 18").

System is also an "aftermarket" system. This requires changing the lamps in the standard headlights to modular LED or laser lamps, which are commercially available on the market for most major vehicle brands.

The system detects if it is connected to non-modular lamps, which means that the subroutine Phase (glare-free hellius mgten) is deleted. It copes with all situations except for the situations A and B described below (which require being able to modulate the headlights' lamps, which is not possible with halogen lamps and other lamp types). The system is also an "aftermarket" system that does not require build to LED or laser headlight bulbs. The vehicle's conventional headlight bulbs can be retained with the limitation this entails as stated above.

Some alternative designs: Fig. 4 shows the display unit (30), which is an alternative to the display unit (10), is e.g. attached to the upper side of the dashboard and whose display (31) can be angled up to the active position in front of the driver.

Fig. 4 shows Spotten's pupil shadows (9') marked here for the alternative positions distance (160) (=160 m), distance (80) (=80 m) and distance (40) (=40 m).

The subroutine Change, as described above, switches to full beam on the right headlight when all Spitters are on the left half (33) of the display (31).

Advantage: When the sun is high in the sky, only the vehicle's existing manual is used sunscreen.

When the sun sinks towards the horizon, this sunscreen no longer provides protection. Then the display unit (30) is automatically activated and takes over the protection.

When driving at night, the conventional sun visor can be folded up manually to the parking position.

Disadvantage: If the display unit (30) is placed on the upper side of the dashboard, it must be placed at least one decimeter in front of the steering wheel, which requires a larger display surface to optically overlap the lower edge of the existing manual sun visor.

For reasons of safety and space, the display (31) must be folded down forwards. - - - . - . - - . - - - . - - - - . - - - . - . . . . - . . - ~ . . . . . . - . now Another alternative is electronic glasses. The glasses can to some extent be based on commercially available products such as Microsoft Hololens, Intel Vaunt holographic glasses, Vuzix Blade glasses or similar products. They use a technology called Mixed Reality which is a holographic technology.

The disadvantage is that these products are currently very expensive.

Another alternative to the display unit (10) is a transparent display attached to the inside of the vehicle's (1) windshield, near its lower edge.

A transparent display generally has a light transmission of around 40% - 60°/°. You will therefore be constantly forced to have this damping even when the system is switched off, which many drivers probably won't accept.

A further alternative to the display unit (10) is a "Head-up system" (HUD) that reflects spots, images and text via the windscreen. However, a HUD requires a large space under the dashboard. A HUD is also expensive.

The following situations can occur during day or night driving: Situation A: The vehicle (1), which has the system, meets the vehicle (2), which also has the system. Modulated high beam or modulated low beam is detected from both vehicles, which starts the subroutine Phase, which results in a total illumination of everything within the respective vehicle's light sectors.

See detailed description above under the heading Subroutine phase. No glare occurs.

Situation B: The vehicle (1), which has the system, meets the vehicle (2), which also has the system and has one or more [Qrdgns driving behind it.

The vehicle (1) detects arc 100 Hertz modulated high beam or low beam and unmodulated low beam from the vehicle behind at the same time. Then a downshift is made to 100 Hertz-modulated low beam, whereupon the vehicle (2) also automatically shifts down to 100 Hertz-modulated low beam.

A Phase is made towards the vehicle (2) and spits towards the other vehicles. Automatic return to modulated high beams occurs when the vehicle (2) and other vehicles have passed. See detailed description above under the headings Subroutine phase, Subroutine spot and The change subroutine.

No glare occurs.

The modulated low beam of the vehicle (2) will be seen heavily dimmed and the following vehicle's unmodulated low beam (or high beam if one of the other vehicles forgot to dim down) will be blinded by spits. With Change, the right lane and the road can be illuminated by high beams.

Situation C: The vehicle (1), which has the system, meets the vehicle (2) and any other vehicles that all have conventional half-lights _ The vehicle (1) downshifts to dipped beam. Spotlight lowers the light intensity of the vehicle's dipped beam, which otherwise affects night vision. Change can illuminate the right lane and the road. Automatic return to modulated high beam occurs when the vehicle (2) and any other vehicles have passed.

See detailed description above under the headings Subroutine Spot, Subroutine Dimming and Subroutine Change.

No glare occurs. Dark vision only marginally affected.

Situation D: The vehicle (1), which has the system, meets the vehicle (2) and possibly more vehicles where the vehicle (2) has conventional high beams and the others have dipped beams.

The vehicle (1) downshifts to dipped beam. The Spot subroutine prevents glare from the vehicle's (2) high beam and others' dipped beam. Subroutine Change can highlight the right lane and the right road.

See detailed description above under the headings Subroutine spot and Subroutine change. No glare occurs. Dark vision only marginally affected.

Situation E: The vehicle (1), which has the system, catches up with the vehicle (3) and wants to overtake.

The vehicle (1) downshifts to dipped beam. The Change subroutine then controls when the independent headlights should switch between low beam/high beam during the overtaking phase. See detailed description above under the heading Subroutine Change.

The left lane and the left road are illuminated by high beams during the overtaking. no glare of the vehicle (3) occurs via its rear-view mirrors.

Situation F: The vehicle ( 1 ), which has the system, is exposed to troublesome solar radiation. The subroutine Dimming lowers the light transmission to the desired preset value and the subroutine Spot is introduced against the sun. See detailed description above under the heading Subroutine Spot and Subroutine Dimming.

No glare occurs.

. . - . . - . - - . . . . . . . . . - - . . . . . . . . . . . . . . .- All these Situations as above are handled automatically as alternative displays are applied in front of the driver's eyes.

Possible alternatives to the phase subroutine: o An alternative to the Phase subroutine, which relies on random frequency to determine master l slave, is a Compass method that uses an electronic compass. The one of the vehicles (1) and (2) that has value becomes master. Assume that the vehicle (1) has the travel angle northwest, angle 45 degrees. Since the vehicles are facing each other, vehicle (2) then has a travel angle of approximately 225 degrees southeast. Depending on the straightness of the road, this value may vary within the range of approx. 225 +/-5 degrees. In this example, the vehicle (1) becomes the master and the vehicle (2) the slave. As an alternative to an electronic compass, the travel angle can be obtained from a smart mobile phone or a GPS system, methods which are however dependent on external contacts and thus not completely reliable. However, if vehicles meet in 180 l 360 degree counter course (west / east), uncertainty may occur when determining the mast. In the event of this uncertainty, an automatic downshift to low beam is forced for both vehicles, which then automatically activates the appropriate subroutines. The compass method is safer than the line communication and first-get-get-get-get-get-get-get-get-get-first methods. However, not as high as the Phase subroutine. Alternatively, the angle can be the larger when choosing the mast with the compass method. Alternatively, the system can always use unmodulated light which is switched to the previously determined 100 Hertz modulated when oncoming vehicles are detected (2) and which returns to unmodulated light when the meeting is over. However, using 100 Hertz modulated light constantly has the advantage that any light on the side of the road is not mistakenly detected as oncoming vehicles with unmodulated light. o Alternatively, the lower of the random frequencies can be selected as master in the Phase subroutine. Other possible options: o The vehicle mentioned here can mean a car, truck, motorcycle or other motor vehicle with one or more headlights. o The system has so far been described for right-hand traffic, which means that for left-hand traffic the same but mirrored conditions apply. o The displays described here have been of type T-OLED (Transparent-OLED). Much development work takes place in this area. Probably new technologies will appear which will also suit this system.

Claims (6)

: _ A system, for vehicles propelled in right-hand and left-hand traffic, which thereby partly protects the driver's eyes against glare during the day against solar radiation and against light sources at night which can consist of oncoming vehicle headlights, light from e.g. street lighting and vehicle (3) rear lights (15 ', 15") partly improves the lighting of roadways and road clearings when vehicles meet and approach vehicles (3), partly has a forward-directed detector camera in the vehicle's direction of travel (4) partly a programmable electronic unit placed in front of the driver's eyes partly a subroutine here called Phase which controls the modulated pulse train of the vehicle's headlights in opposite phase, that is to say that when the headlights (18", 18") in a vehicle (1) send out a light pulse with a certain fixed basic frequency, its display (24, 31) is at the same time transparent , at the same time the headlights of an oncoming vehicle are turned off and its display is light blocked, a procedure that alternates between the vehicles with the mentioned frequency, which means that each driver will experience that his headlights provide a blink-free illumination of the oncoming vehicle and its surroundings, partly a subroutine here called Spot which places light-dimming shadows on the then otherwise transparent display (24, 31) so that the driver's pupils are not dazzled by overtaking light sources or sunlight and a subroutine here called Change which switches the headlights (18', 18") between low beam and high beam when an oncoming vehicle or overtaken vehicle (3) is detected and thus enhances the lighting of roadways and road clearings when meeting and overtaking vehicles, characterized on the one hand by the programmable electronic unit consisting of display units (10, 30) or other display units on the other that the Phase subroutine determines alternatively that the meeting takes place between only two vehicles that both use the system by detecting the received modulated headlight light with said fundamental frequency, which then requires determining in a safe manner which of these two vehicles' systems shall perform an anti-phase setting of the systems' fundamental frequencies by , independently of each other, first generate a random frequency within the determined random frequency range, preferably separate from the mentioned basic frequency, then by means of spotlights transmit their respective random frequencies to each other's systems and then determine which vehicle has the highest random frequency and is thus designated as a master whereupon both systems switch back to said fundamental frequency and the master performs a phase shift to anti-phase position while the other vehicle, which is thus designated as a slave, maintains its phase position on the fundamental frequency, alternatively if either vehicle receives unmodulated light or light with two superimposed said fundamental frequencies or if the phase shift fails for other reasons, the phase subroutine is turned off and the other mentioned subroutines are started, whereupon the other vehicle also starts the other mentioned subroutines partly because the subroutine Spot's light-attenuating shadows consist of pairs of preferably circular pupil shadows (9'), with a horizontal mutual distance of about a human pupil distance (about 65 mm), which continuously moves on the display (24, 31) when approaching blinding light sources where the Spot (160) at the position (160) m is also shown here at the momentary position (80) m and position (40) m and where Spot (161) at position 161 m is also shown here at the instantaneous position (81) m and position (41) m, their pair of pupil-shadows (9') remaining approximately optically centered over the driver's respective pupil and thereby blinds away all detected light sources moving within the camera's (4) field of view and that the dimensions and light attenuations of each pupil-shadow (9') are controlled according to established Gaussian-like light transmission propagation and by continuously changing light intensity values during decreasing encounter- distance partly that the subroutine Change shifts individually by means of the relay unit, in the event of a meeting of vehicles when right-hand traffic prevails, the right headlight’s (18”) dipped beam to full beam and thus provides full-beam illumination of the right-hand roadway and right-hand roadway after all Spots have moved to the left part of the approximate middle part of the display (24) during the approach of the vehicles and that afterwards, when all Spots have been completely moved from the display, a change to high beam also takes place from the left headlight (18") and the left headlight (18") low beam to high beam and thus provide high beam lighting of the left roadway and the left side of the road after all the Spots have moved to the right part of the approximate middle part of the display (24) during the approach of the vehicles and that afterwards when all the Spots have moved completely from the display then a change to high beam also takes place from the right headlight (18 ”) and in the event of an overtaking when there is high efficiency of an overtaking vehicle (3), an overtaking routine with low beam starts which begins with a continued approach of the overtaking vehicle (3) until a manual influence on a left-hand direction indicator is performed and then a manual first lateral movement (19) to the left of the vehicle (1) is carried out until a detector image of the vehicle (3) left rear light (15”) has passed to the right of the center part (24) of the display (11) or the center part of the display (31) part (33) whereby a shift to a high beam sector (22) on the left headlight (18") occurs at the same time as an angle (20) to a right rear light (15") is registered and recalculated to a display distance that is used at a continued second manual lateral movement (21) to the left, whereby a shift to high beam sector (22) also takes place on the right headlight (18"), whereupon the overtaking is completed with high beam on both headlights (18', 18") and we mk" rnin ° v "when the overtaken vehicle (3) is caught, an overtaking routine with dipped beam starts, which begins with a continued approach of the overtaken vehicle (3) until a manual influence on a right-hand turn signal is performed and then a manual first lateral movement to the right of the vehicle (1) is carried out until a detector image of the vehicle (3) right rear light (15”) has passed to the left of the display (11) middle part (24) or the display (31) middle part (33) whereby a shift to a high beam sector on the right headlight (18") takes place at the same time as an angle (20) to a left rear light (15') is registered and recalculated to a display distance that is used in a continued second manual lateral movement to the right whereby a shift to high beam sector (22) also on the left headlight (18") takes place, after which the overtaking is completed with high beam on both headlights (18', 18"). . The system according to claim 1) characterized in that the display unit (10) consists of a sun visor (12) movably attached to a bracket (13) attached to the roof of the vehicle and a transparent display movably attached to the bottom edge (14) of the sun visor (12) ( 11). . The system according to claim 1) is characterized by the fact that the display unit (30) is firmly attached to the vehicle and consists, among other things, of a foldable display (31). _ The system according to requirement 1) is characterized by the fact that the display unit consists of a "Head-up system" (HUD) that reflects Spots via the windshield, which is also included in the said display unit. 5. The system according to claim 1) is characterized by the fact that, in addition to the relay unit and a forward-facing detector camera, it consists of a glasses unit with displays placed in front of the driver's eyes. 6. The system according to requirement 1) is characterized by the fact that it uses one or more of the subroutines phase, spot, change in cooperation.