WO2002038414A1

WO2002038414A1 - Moveable front lighting system in response to the curvature of a vehicle´s trajectory.

Info

Publication number: WO2002038414A1
Application number: PCT/CZ2001/000061
Authority: WO
Inventors: Petr Holy
Original assignee: Petr Holy
Priority date: 2000-11-08
Filing date: 2001-11-02
Publication date: 2002-05-16
Also published as: AU2002212078A1

Abstract

The illumination of the vehicle's trajectory (the road) by means of headlights with 2-3 grades of the freedom of movement in relation to changes in the control unit or demands of the driver. The axis of the light beams is moveable in respect to the axis of the vehicle. The gyration of headlights and the subsequent motion of light beams is carried out in relation to the changes in the control unit. The relation between the motion of headlights and the changes in the control unit doesn't have to be directly proportional. It can change according to the type of vehicle, demands of the driver or the trajectory.

Description

MOVEABLE FRONT LIGHTING SYSTEM IN RESPONSE TO THE CURVATURE OF A VEHICLE ' S TRAJECTORY

Technical term:

The front lighting system moveable in response to the curvature of a vehicle's trajectory.

Technical utilization:

Means of transport including all types of cars (personal cars, commercial vehicles, police cars, ambulances and military vehicles), trains, ships, ferries, etc.

Current state of technology:

Present lighting systems used for the illumination of a vehicle's trajectory (i.e. the road) in reduced visibility or for night vision consist of headlights that (independent of their number, position, light coverage or geometry) form a fixed part of the vehicle. Currently headlights are an inseparable and fixed part of the vehicle's body, frame or other constructional parts. If they are movable, it is merely along the horizontal axis perpendicular to the horizontal symmetry axis of the vehicle (i.e. the trajectory or its tangent). Such moveability is related simply to the weight of the vehicle or its inclination to the road, and its purpose is to ensure that drivers in the opposite direction do not get blinded. These movements of headlights are controlled automatically or by the driver.

The nature of the invention:

The invention is based on the observation that current lighting systems used for the illumination of a vehicle's trajectory are so imperfect that the symmetry axis of the light beams, and often even the area of the highest light intensity, is aimed at places that remain outside the intended trajectory of the vehicle. In other words, illumination of the trajectory is satisfactory only if the vehicle moves rectilinearly (i.e. when the trajectory is a straight line). Whenever a curvature occurs (in the sense of a bent in the grand plan of the trajectory, disregarding concurrence), headlights (i.e. the symmetry axis of the light beam or light beams) become a tangent to the trajectory, illuminating the surroundings of the road instead of the road itself. The submitted invention eliminates this imperfection by enabling the symmetry axis of the light beams to be a secant to the trajectory (or a tangent shifted in relation to the travel direction) and thus to illuminate the intended trajectory of the vehicle (i.e. the road) as much as possible. The invention brings in the idea that headlights (disregarding their number, function, and position on the vehicle) are to have two or three degrees of freedom of movement. That means that apart from the above described and generally known moveability, headlights assume gyration about the axis vertical to the vehicle (the term vertical must not be understood too strictly; deviations are possible if they should prove useful in respect to the character and position of the headlights) or, if it is efficient, they slide on a horizontal plane. The gyration of headlights and the subsequent movement of their light beams reflect the change (the deviation) in the control unit (i.e. a change in the position of a mechanism by which the driver determines the trajectory of the vehicle such as, for example, a steering wheel, lever, controlled axle, conveyer belts, tracks, etc.).

The relation between the changes in the control unit and the movement of headlights does not have to be directly proportional, it can vary in respect to the type of vehicle, the demands of the driver, and the trajectory (i.e. the road). The basic idea is that light beams of the highest intensity copy the direction of the vehicle determined by the driver by means of the control unit. This idea, however, can be rendered more versatile by making the relation between the changes in the control unit and the movement of headlights more flexible. For example on more or less straight roads, such as highways, etc., where curvature is limited, the response of moveable headlights to the changes in the position of the control unit (i.e. turning of the steering wheel or the axle) can be suppressed to such an extent that headlights turn only slightly and function similarly to their current, fixed, use. On the other hand on roads where curvature is high (for example in mountains or along the sea coast) the response of moveable headlights to the changes in the control unit may be reinforced (stronger than directly proportional) and headlights may function almost as 'road searchers'. By a moderate change in the control unit the driver can more closely survey the road, mainly its edges and its curvature. Parameters of the device determining the intensity of the response of headlights to the control unit may be pre-set by the manufacturer.

The driver can select suitable response parameters according to the expected trajectory. Any time during the ride be can change the parameters. He can strengthen or weaken the direct proportionality of the response, or select a more suitable response (parabolic, for instance) to optimize the expected trajectory (know from individual experience, map reading, GPS coordinates, or one's own judgement). An extended version might allow the driver to alter the intensity of the response, or to eliminate it (turn the device off). The functioning of the invention may further be enhanced by its interconnection with computer-based systems for monitoring of the trajectory (its radii and lengths of curvatures), computing and subsequent regulation of ideal parameters. Functions of the device may be suppressed when the trajectory is approximately straight and reinforced when curvature is high.

It also appears useful to monitor and evaluate the type and intensity of headlights (i.e. whether dipped or undipped headlights are more efficient), and to vary their position in relation to the range of light beams. Naturally, if headlights stay in an unchanged position, the illuminated area is dependent on the length of the light beams. Throughout the whole process the functioning of the device may be variable (the relation of dependence may be any curve, if necessary) and the degree of the movement of headlights may reflect the degree of the changes in the control unit.

The above mentioned parabolic functional dependence would be particularly suitable, since it weakens the response of headlights when the change in the control unit are inconsiderable whereas is stregthens it when the changes in the control unit are intensive. The reaction to low curvature is negligible in comparison to extreme changes in the turning of the wheels at high curvature.

The actual movement of headlights dependent on the changes in the control unit and needs of the driver may continually be corrected by an ergonomically placed control device (on the steering wheel, for example). Neither the control unit nor the pre-set functional dependence can optimize the illumination of the trajectory so well as the driver. Present curvature doesn^'t carry information about future changes.

Of course with a backward movement the functioning is inverse. The device may also be operated by another control mechanism, such as an operation stick independent on the control unit, allowing the driver to illuminate other areas such as a place of an accident, a working site, etc. A similar function may be useful for police cars, rescue cars, military vehicles and other specialised vehicles. For the sake of security this function can be activated merely when the car is not in motion or merely in combination with other headlights.

The device has a number of advantages it is variable and intelligent, it contributes to the security of traffic and enhances the facilities of special vehicles by which it contributes to the safety of people. Psychological aspects are important, too a higher sense of security resulting from the fact that the driver does not go into darkness, but acquires a better knowledge of the road and the motion of vehicles in the opposite direction and potential dangers they may present. It is practical in impaired weather conditions such as rain, snow, fog, etc. Protection of animals that may unexpectedly appear on the road must also be taken into account.

It is important to note that during the last 100 years there has appeared no essential improvement in lighting systems of motor vehicles. The efficiency of the submitted device is supported by the fact that even human eyes are moveable, which proves that Nature considers it effective. The placement, number and adjustment of headlights must always be subject to national decrees.

The author of the proposed device is aware that motorbikes, the headlights of which often form an inseparable part of handle-bars, use a similar method of lighting. However, even here the device might be put to use since a motorbike's trajectory is partly decided by the inclination of the whole vehicle and not simply by turning of the hadle-bars.

Drafts' specifications:

The draft gives a selected type of automobile in two elevations and three ground plans. Picture I presents a horizontal axis of symmetry axis x. a horizontal axis y. perpendicular to the axis x. Axis y is the axis about which the headlights turn in relation to the weight of the vehicle. Axes zl and z2 are the axes about which the headlights are expected to turn in response to the change in the control unit. The control unit may, for example, be a steering wheel, an axle or a control system. The change in the control unit that I select is, for the sake of clarity, the change in the position of the axle, i.e. the front wheels (concurrence is neglected). The change in the control unit in our case the change in the position of the front wheels is presented in pictures 2. 3. 4.

Picture 2 presents the direct proportionality between the change in the control unit represented by the axis w and the change in the headlights the symmetry axis of the light beams represented by the axis y _. (ground plan projections of the axes are parallel).

Picture 3 presents how with the same change in the control unit (see Pic. 2) the change in the headlights expressed in the axis y2 is lesser the suppressed functioning of the device on a road with low curvature.

Picture 4 presents how the same change in the control unit (see Pic. 2) evokes an increased change in the headlights represented by the axis y3 the increased functioning of the device on a highly curved. The picture is only informative and illustrative and should be taken as such. Its aim is neither to cover all cases nor to suggest a constructional solution. Constructional solutions:

The easiest way to construct the device would be to convey the information concerning the change in the control unit to the headlights mechanically by means of gears and levers, which are usual devices for the control of the axle and where a mechanic interconnection with headlights would be simple. A changeable length of the lever would enable variability in the intensity of the response of headlights to changes in the control unit. Rail vehicles would use the same system of transmission of the movement of the axle to the movement of headlights. If the vehicle is moved by hydraulic devices, hydraulic forces may also be used for moving headlights. The motion scanner of the control unit can be hydraulic or electronic, with a subsequent conversion of the input to a hydraulic device.

With respect to the present state of technical facilities, however, the most relevant solution seems involve electronic devices. An electronic solution is advantageous with respect to costs, intelligence of the device, flexibility, etc. Modern vehicles are equipped with panel computers for which the inclusion of this complementary task would be a minor operation. The control unit would be equipped with a position scanner. Of course, the scanner would be placed differently in different vehicles, in order to ensure safety and reliability of all parts. The scanner supplies the panel computer with data according to which the driver or the panel computer programmed by the manufacturer (or both in co-operation) determines the response of headlights, which subsequently is carried out by electric motors or servomotors (positioning).

The function of the searcher of the trajectory is controlled by a control device (for example a rolling button, cradle, a series of switches placed on the steering wheel, etc.), which enables a position adjustment of headlights according to immediate needs of the driver. That means that the driver can augment or diminish the actual turning of the headlights. A series of sensor along the steering wheel, activated not by isolated movements but by a continual, uninterupted, movement of the hand, would be a convenient ergonomic solution of the control device. Headlights would respond to the movement of the hand on the steering wheel, the speed and length of which would be evaluted electonically.

By means of a back-up scanner the panel computer is able to diagnose a failure, if it should occur, and set headlights into a fixed position (as currently used) or turn on another, independent, pair of headlights. The panel computer is also able to diagnose the turning on of dipped or undipped headlights and adjust the position of headlights in relation to their type. Importantly, the electronic solution is advantageous in respect to a possible demand for independent control of headlights for the illumination of areas other than the trajectory of the vehicle. The solution would be similar to the functioning of rear-view mirrors. With respect to the variety of vehicles (their types, usage, construction and the position of headlights) and with respect to the current state of technology it would be useless to describe possible implementations of the device in more detail. Obviously, its implementation has technically been possible for many years.

Claims

ClaimMoveable headlights changing their position in relation to the curvature of the vehicle's trajectory.

1. Headlights moveable in respect to the vehicle and in response to the position its control unit or the needs of the driver, or a combination of both.

2. The functional dependence between the headlights and the control unit is directly proportional, (strengthened or weakened), parabolic or any other.

3. During the ride the position of the headlights can be adjusted by the driver.

4. The response of the headlights to the changes in the control unit is computed from the previous trajectory by a computer unit.

5. The headlights are used for the illumination of a required place.

6. The position of headlights is changeable in relation to the type of headlights (whether dipped or undipped headlights, for example, are activated.)

7. The actual turning of the headlights is adjusted by a control device.