WO2016020338A1 - Procédé servant à faire fonctionner un phare - Google Patents

Procédé servant à faire fonctionner un phare Download PDF

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Publication number
WO2016020338A1
WO2016020338A1 PCT/EP2015/067857 EP2015067857W WO2016020338A1 WO 2016020338 A1 WO2016020338 A1 WO 2016020338A1 EP 2015067857 W EP2015067857 W EP 2015067857W WO 2016020338 A1 WO2016020338 A1 WO 2016020338A1
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WO
WIPO (PCT)
Prior art keywords
headlight
light
elements
determined
actual
Prior art date
Application number
PCT/EP2015/067857
Other languages
German (de)
English (en)
Inventor
Ingo Hoffmann
Daniela Lauer
Original Assignee
Hella Kgaa Hueck & Co.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Hella Kgaa Hueck & Co. filed Critical Hella Kgaa Hueck & Co.
Publication of WO2016020338A1 publication Critical patent/WO2016020338A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
    • B60Q1/00—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor
    • B60Q1/02—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to illuminate the way ahead or to illuminate other areas of way or environments
    • B60Q1/04—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to illuminate the way ahead or to illuminate other areas of way or environments the devices being headlights
    • B60Q1/06—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to illuminate the way ahead or to illuminate other areas of way or environments the devices being headlights adjustable, e.g. remotely-controlled from inside vehicle
    • B60Q1/08—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to illuminate the way ahead or to illuminate other areas of way or environments the devices being headlights adjustable, e.g. remotely-controlled from inside vehicle automatically
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
    • B60Q1/00—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor
    • B60Q1/02—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to illuminate the way ahead or to illuminate other areas of way or environments
    • B60Q1/04—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to illuminate the way ahead or to illuminate other areas of way or environments the devices being headlights
    • B60Q1/14—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to illuminate the way ahead or to illuminate other areas of way or environments the devices being headlights having dimming means
    • B60Q1/1415—Dimming circuits
    • B60Q1/1423—Automatic dimming circuits, i.e. switching between high beam and low beam due to change of ambient light or light level in road traffic
    • B60Q1/143—Automatic dimming circuits, i.e. switching between high beam and low beam due to change of ambient light or light level in road traffic combined with another condition, e.g. using vehicle recognition from camera images or activation of wipers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
    • B60Q2300/00—Indexing codes for automatically adjustable headlamps or automatically dimmable headlamps
    • B60Q2300/10—Indexing codes relating to particular vehicle conditions
    • B60Q2300/14—Other vehicle conditions
    • B60Q2300/146—Abnormalities, e.g. fail-safe

Definitions

  • the invention relates to a method for operating at least one headlight, such as in particular a headlight with a controllable and light-emitting headlight element or with a plurality of controllable and light-emitting headlight elements, in particular at least one headlight of a motor vehicle. Furthermore, the invention relates to a device for operating at least one headlight. The invention also relates to a motor vehicle with at least one such device.
  • Motor vehicles have headlamps, in particular in order to illuminate the area in front of the motor vehicle, in order to be able to recognize the traffic situation prevailing in front of the vehicle as well as possible while at the same time avoiding unintentional glare, so that in principle a target conflict exists between the achievement of good visibility and the Avoiding unnecessary glare especially other road users exists.
  • modern headlamps are used, soft in particular a controllable and light-emitting Have headlight element or a plurality of such controllable and light-emitting headlight elements.
  • the at least one headlight element or the plurality of headlight elements is used to generate a light distribution, such as a simple ren or a more complex light figure, on the road, which can be controlled to generate the light distribution or headlight elements.
  • an activation may be switching the headlight element on or off and / or adjusting the light intensity and / or the light intensity and / or pivoting the at least one headlight element.
  • the headlight with its one headlight element or with its headlight elements thus generates in front of it, ie in particular on the road, a light distribution whose spatial structure and its brightness distribution can be advantageously controlled and thus adjusted or are.
  • At least one headlight element is impaired in its functionality in such a headlight, the light distribution, in particular the light figure, can no longer be generated in the desired manner. This may result in a reduced visibility or deterioration of traffic or environmental details, which is considered disadvantageous. Also, reduced functionality can lead to a dazzling effect where it is not desired, which is also considered disadvantageous.
  • the at least one headlight can be provided alone or in pairs or consist of a headlight system of at least one headlight or a plurality of headlights.
  • the headlamp element or the headlamp elements are to be understood in particular as elements of the headlamp having illuminants, which serve for illuminating preferably predefined regions.
  • illuminants which serve for illuminating preferably predefined regions.
  • LED bulbs, laser bulbs or other bulbs can be used as light bulbs be used with or without optics.
  • Other luminous means are suitable and usable.
  • An embodiment of the invention relates to a method for operating at least one headlight with at least one controllable and light-emitting headlight element or with a plurality of headlight elements, in particular a motor vehicle, wherein furthermore a camera is provided, wherein the at least one headlight element of the at least one headlight generates a light distribution which is monitored by the camera, wherein the camera generates image data, by means of which, for example, a control unit, an actual operating state of the at least one headlight and / or the at least one headlight element is determined, from the derived actual operating state against an intended Desired operating state, a present functional restriction or an actual functionality of the at least one headlight and / or the at least one headlight element is determined.
  • the camera is integrated in the motor vehicle and is arranged, for example, behind the windshield of the motor vehicle, for example integrated in a rearview mirror device.
  • the method can then be performed autonomously by the motor vehicle, for example while driving the motor vehicle. Not in or on the motor vehicle arranged elements are then not necessarily necessary for the implementation of the method.
  • An alternative embodiment of the invention relates to a method for operating at least one headlamp with a plurality of light emitting headlamp elements, which overlap to a total light distribution, further comprising a camera which directly or indirectly monitors the light distribution, wherein the camera generates image data by means of which , For example, by a control unit, an actual operating state of the at least one headlamp and / or the at least one headlamp element is determined, wherein from the derived actual operating state against an intended target operating state, a present functional limitation or an actual functionality of the at least one headlamp and / or the at least one headlight element is determined.
  • An alternative embodiment of the invention relates to a method for operating at least one headlight with a plurality of headlight elements emitting light, wherein a camera is further provided, wherein the headlight elements of the at least one headlight generate a light distribution and the light distribution of the plurality of headlight elements superimpose to a total light distribution, which of the camera is directly or indirectly monitored, wherein the camera generates image data, by means of which, for example, a control unit, an actual operating state of the at least one headlight and / or the at least one headlight element is determined, wherein from the derived actual operating state against an intended Target operating state, a present functional restriction or an actual functionality of the at least one headlight and / or the at least one headlight element is determined.
  • a further exemplary embodiment relates to a method for operating at least one headlight with at least one controllable and light-emitting headlight element, in particular of a motor vehicle, or for operating a motor vehicle Headlamps with a plurality of headlamp elements emitting light, wherein furthermore a camera is provided, wherein the at least one headlamp element of the at least one headlamp generates a light distribution, and / or the plurality of headlamp elements each generate a light distribution which overlap to a total light distribution, which direct from the camera or indirectly monitored, wherein the camera generates image data, by means of which an actual operating state of the at least one headlight and / or the at least one headlight element is determined during operation.
  • a further exemplary embodiment relates to a method for operating at least one headlight with a plurality of controllable and light-emitting headlight elements, in particular of a motor vehicle, wherein furthermore a camera is provided, wherein the headlight elements of the at least one headlight generate a light distribution and the light distribution of a plurality of headlight elements superimpose to an overall light distribution, which is monitored by the camera, wherein the camera generates image data, by means of which an actual operating state of the at least one headlight and / or the headlight elements is determined, wherein from the derived actual operating state against an intended target operating state a present function restriction of at least a part of the headlight elements or all headlight elements or an actual functionality of at least a part of the headlight elements or all headlight elements he is averaged.
  • the camera generates image data of at least part of the reflected light distribution by means of which an actual operating state of the at least one headlight and / or the headlight elements is determined. So it is advantageous if the camera generates image data of an image of the light distribution and not the light distribution itself. This is particularly advantageous over a direct recording of the light distribution of the at least one headlamp, since the light distribution can be examined more precisely, since they could already propagate the light beams, whereby a distance-dependent magnified image of the light distribution can be observed.
  • the camera position is more flexible and it is possible from the vehicle to monitor the light distribution while driving.
  • control unit may obtain the image data of the camera and use it to detect a function restriction and / or an actual operating state.
  • a reduced functionality of a headlight element or of a plurality of headlight elements can advantageously be recognized and appropriate measures can be taken.
  • the number of headlight elements may well be high, if they are arranged, for example, in the form of a matrix or in a similar structure.
  • an information or warning signal is output upon detection of a functional restriction and / or a present versus a desired functionality deviating actual functionality.
  • the driver can be informed about the relevant vehicle state or the headlight state, so that he can, for example, control a workshop or adapt his driving style to the situation.
  • activation of the at least one headlight and / or the at least one headlight element and / or the remaining other, in particular unrestricted, headlight elements takes place in order to achieve the So II functionality and / or to remove the functional restriction and / or to compensate for the functional restriction and / or the functionality.
  • a troubleshooting by appropriate control of the headlight elements to compensate for the detected function restriction should be made as compensation. If, for example, a headlight element is adjusted in its emission angle, then other headlight elements can be correspondingly controlled in order to compensate for this adjustment. In case of failure of a headlight element, for example, others
  • Headlight elements are increased in their light intensity to compensate for the failure.
  • the emission angle of at least one headlight element for example at least one of the surrounding headlight elements or all the surrounding headlight elements can be changed in order to compensate for the failure or the error.
  • the triggering for achieving a compensation represents a substitute triggering, which is carried out in substitution, in order to set or achieve a replacement function capability.
  • the triggering for achieving a compensation represents a substitute triggering, which is carried out in substitution, in order to set or achieve a replacement function capability.
  • less illumination structures containing light distribution, such as a normal low beam distribution be returned.
  • the actual operating state or a light intensity distribution is determined from the image data of an image or from the image data of a plurality of images.
  • a light intensity distribution can be derived.
  • it can be recognized from a single, for example, stationary image or its image data, using comparisons with other images and / or with expected image progressions in the area of the image or corresponding image data, whether the functionality corresponds to the desired operating state or is limited.
  • different images or their image data or a sequence of images or their image data detection can be made. In this case, a sequential sequence of images or their image data, in particular, can be evaluated.
  • a moving object is observed and the associated image data are evaluated.
  • a stationary object can be observed while the vehicle is moving and the corresponding image data can be evaluated.
  • a moving object can be evaluated when the vehicle is moving. It is particularly advantageous if the actual operating state or a light intensity distribution is determined from the image data of an image and / or from a light intensity distribution derived therefrom in comparison with image data and / or a luminous intensity distribution of a desired operating state or in comparison with data of an idealized operating state. Thus, a direct comparison with an ideal state of the desired operating state can be made, which facilitates the evaluation.
  • an existing functional restriction or an actual functionality of the at least one headlight and / or the at least one headlight element is determined from the derived actual operating state compared to an intended desired operating state. This is particularly advantageous during operation of the headlamp, because it can be reacted immediately to reduced functionality.
  • an information or warning signal is output. This allows the driver information to react to the situation and it is a controllable compensation feasible.
  • the at least one headlight and / or the at least one headlight element and / or in particular the remaining other headlight elements are actuated to control the target Functionality and / or to remove the functional restriction and / or to compensate for the functional restriction and / or the operability chen. It can take place by the control of the headlight elements, such as the restricted and / or other headlight elements compensation, which compensates for the reduced functionality.
  • the drive to achieve compensation may be a replacement drive, which is substituted to adjust or achieve a replacement capability.
  • This replacement functionality may also represent a reduction in functionality, but is acceptable as a replacement strategy because of its prior definition. It is particularly advantageous if the actual operating state is determined from the image data of an image or from the image data of a plurality of images. In this case, the actual operating state or the functionality can be determined from an image in the moving or stationary state or from a series of images.
  • the actual operating state is determined from the image data of an image in comparison with image data of a desired operating state or in comparison with data of an idealized operating state.
  • the actual operating state is determined from the image data of a plurality of images in comparison with data, in particular image data, a desired operating state or in comparison with data, in particular image data, of an idealized operating state.
  • the implementation of the method can be triggered by the device for operating at least one headlight.
  • the implementation can be carried out independently and monitor the headlamps or the headlamp elements in the course of the operation of the vehicle.
  • an external device which is in signal connection with the device for operating at least one headlight.
  • an external control can also be carried out, wherein the evaluation of the data for determining the functionality and / or the operating state can also be carried out by means of the external device.
  • the external device is therefore not necessarily integrated into the device for operating the at least one headlight, but in the process is connected by a cable or approximately wirelessly to the device for operating the headlight.
  • the external device may be located both inside and outside the vehicle.
  • test results can advantageously be used and weighted in an advantageous embodiment depending on the test result.
  • the implementation of the method is carried out depending on the result of the further, in particular electronic functional test.
  • the functional test is triggered by the result of the further, in particular electronic functional test, or if the method is carried out or parametrized for implementation on the basis of the result of the further functional test, in particular the electronic functional test, and / or an evaluation of the data stored during the implementation of the method takes place.
  • a functional restriction or a reduced actual functionality of the at least one headlight and / or of the at least one headlight element is determined if the at least one headlight and / or the at least one headlight element has failed and is no longer able to do so To emit light.
  • a functional restriction or a reduced actual functionality of the at least one headlight and / or the at least one til nen headlamp element is determined if the at least one headlamp and / or the at least one headlamp element is no longer to the required extent or with reduced light intensity is able to emit light.
  • a local reduction of the luminous intensity is also generated in the light distribution of the headlight or the headlight elements, which is detectable as a local minimum in the light distribution.
  • this local minimum is not as low in light intensity as a complete failure, but still well resolvable.
  • the reduction of the light intensity can be recognizable at least temporarily if the functionality fluctuates or it can even be permanently recognizable if the functionality is permanently reduced.
  • a functional restriction or a reduced actual functionality of the at least one headlight and / or the at least one headlight element is determined when the at least one headlight and / or the at least one headlight element emits light at a wrong angle 5, ie the Light intensity at a wrong angle.
  • the corresponding light intensity can be detectable at an unexpected location or a corresponding superimposition occurs which leads to local maximum and / or to a local minimum in the light distribution.
  • a functional restriction or a reduced actual functionality of the at least one headlight and / or the at least one headlight element is determined if the at least one headlight and / or the at least one headlight element emits light only in the form of a continuous light and is no longer able to increase the light intensity
  • a functional restriction or a reduced actual functionality of the at least one headlight and / or the at least one headlight element is determined if a failure, a misalignment, a permanent light and / or a light restriction is detected. This can be permanent, ie over a definable period of time.
  • a function restriction or a reduced actual functionality of the at least one headlamp and / or the at least one headlight element is determined if a failure, misalignment, a permanent light and / or a light restriction is determined at least temporarily. It is advantageous if such a determination takes place within a predefinable time interval.
  • the time interval can be defined, so that after reaching the defined period of time while maintaining the determination, a corresponding operating state is established as present. It is also expedient if a determination takes place several times in a predefinable time interval. Thus, for temporary effects, the determination can be made that a corresponding operating state is present if the effect occurs repeatedly in a time interval.
  • a function restriction or a reduced actual functionality of the at least one headlight and / or the at least one headlight element is determined if a failure, a misalignment, a permanent light and / or a light restriction is permanently determined. It is particularly advantageous if a functional restriction or a reduced actual functionality of the at least one headlight and / or the at least a headlight element is detected when in the light distribution or in the actual brightness of the at least one headlight and / or the at least one headlight element local maxima and / or local minima, in particular characteristic local maxima and / or local minima are detected. The determination of a local minimum or a local maximum may already be sufficient.
  • the object of the device is also achieved with the features of claim 26.
  • An embodiment of the invention relates to a device for operating at least one headlight with at least one controllable and light-emitting headlight element or with a plurality of light-emitting headlight elements, in particular a motor vehicle, with at least one headlight with at least one controllable and light-emitting headlight element, with a Camera and with a control unit, wherein the at least one headlight element of the at least one headlight generates a light distribution and / or the plurality of headlight elements each have a Lichtvertei- 857
  • the object of the device is also achieved with the features of claim 27.
  • An embodiment of the invention relates to a device for operating at least one headlight with at least one controllable and light-emitting headlight element, or for operating a headlight with multiple light-emitting headlight elements, in particular a motor vehicle, with a camera and a control unit, said at least one headlight At least one headlamp generates a light distribution, and / or the plurality of headlamp elements respectively produce a light distribution which overlays to a total light distribution which can be directly or indirectly monitored by the camera, whereby image data can be generated by means of the camera Actual Betrtebs flick the at least one headlamp and / or the at least one headlight element during operation can be determined.
  • the object of the device is also achieved with the features of claim 28.
  • An embodiment of the invention relates to a device for operating at least one headlight with a plurality of controllable and light-emitting headlight elements, in particular a motor vehicle, wherein furthermore a camera is provided, wherein the headlight elements of the at least one headlight generate a light distribution and the light distribution of several Headlight elements superimpose to a total light distribution, which is monitored by the camera, wherein the camera generates image data by means of which an actual operating state of the at least one headlight and / or the headlight elements can be determined, wherein from the derived actual operating state against an intended target Operating state, a present functional restriction of at least a portion of the headlight elements or all headlight elements or an actual functionality of at least a portion of the headlight elements or all headlight elements can be determined.
  • the image data can be evaluated by means of the control unit. This can also initiate the appropriate measures, such as informing or warning and the introduction of replacement strategies.
  • an information or warning signal can be output by means of the control unit upon detection of a functional restriction and / or of a deviating actual functionality that is present in relation to a desired functional capability.
  • control unit upon detection of a functional restriction and / or a deviating actual functional capability compared to a desired functionality, activation of the at least one headlight and / or the at least one headlight element and / or the remaining other headlight elements is feasible to achieve the target functionality and / or cancel the function restriction and / or to achieve a compensation of the functional restriction and / or the operability.
  • the object of the motor vehicle is achieved with the features of claim 32.
  • An embodiment of the invention relates to a motor vehicle with a device according to the invention, in particular for carrying out a method according to the invention.
  • the image data mentioned can be image raw data or already further processed image data, which are used for the evaluation.
  • FIG. 1 shows a schematic representation of a motor vehicle in a traffic situation
  • FIG. 2 is a schematic representation of an undisturbed light distribution of a plurality of headlight elements
  • FIG. 3 is a schematic representation of a light distribution in front of a motor vehicle according to »Figure 2
  • FIG. 5 shows a schematic representation of a light distribution in front of a motor vehicle according to FIG. 4,
  • FIG. 6 is a schematic representation of a disturbed light distribution of a plurality of headlight elements
  • FIG. 7 shows a schematic representation of a light distribution in front of a motor vehicle according to FIG. 6,
  • FIG. 5 shows a course of a light distribution
  • FIG. 9 shows a course of a light distribution
  • FIG. 10 shows a profile of a light distribution
  • FIG. 1 shows a profile of a light distribution
  • FIG. 12 shows a profile of a light distribution
  • FIG. 13 shows a profile of a light distribution.
  • FIG. 1 shows a motor vehicle 1 with a headlight 2 or with a plurality of headlights 2, such as with two headlights 2.
  • Each headlight 2 has at least one headlight element 3 that is controllable and emits light, or, as shown in FIG Headlamp is equipped with a plurality of such headlight elements 3, which are controllable and emit the light.
  • the headlight elements 3 are controlled by a control unit 4 5 bar to adjust or adjust the light distribution of the light emitted by the headlamp 2 or by the headlamps 2.
  • the headlight elements 3 may be arranged, for example, as a matrix, wherein the number of headlight elements 3 may be low and only a few such headlight elements 3, such as, for example, less than ten can be provided by way of example. Alternatively, the number may also be higher, so that, for example, a matrix of 20 ⁇ 4 or else 50 ⁇ 20 headlight elements 3 or more may be provided.
  • the headlight elements 5 are individually controllable or alternatively, some headlight elements are designed to be jointly controllable as a group.
  • the headlights are Examples of LED light sources, which are controllable in their light intensity. Headlight elements are in particular adjustable light sources, which are designed individually or in groups adjustable. Such light sources may be, for example, LED light sources with or without associated optics.
  • a headlight may consist of only one headlight front. In this case, the headlight front advantageously extends across the front region of the motor vehicle.
  • the vehicle 1 has a camera 5, such as an image data acquisition unit, for acquiring image data, in particular in front of the motor vehicle 1.
  • the headlights 2 generate a light distribution that can be recognized as a light cone 6.
  • FIG. 2 shows, by way of example, a uniform light distribution 10 of a headlight 2, with a uniform light intensity of all the headlight elements being present.
  • a headlight 2 with such a uniform light distribution of the headlight elements 3 or two such headlights 2 generate on the road 7 or on a uniform foreground a light distribution 1 1 according to Figure 3.
  • This light distribution 1 1 has a central area with high light intensity, which decreases towards the outside. The respective area tapers towards the front with increasing distance.
  • headlights intelligent light distribution can be generated on the road or generally in the vicinity of the motor vehicle, so that essential areas are illuminated and other areas, for example for oncoming traffic or pedestrians, are glazed off.
  • the respective headlight elements 3 are dynamically controlled in their light intensity in order to illuminate a traffic situation that changes dynamically and to be able to discover the traffic.
  • FIG. 4 shows by way of example a substantially uniform light distribution 12, which has a dark spot 13 in the middle upper region, which originates from a failure of a headlight element 3.
  • the dark spot 13 is a minimum in the brightness in the light distribution. Due to the superimposition of the light of the other headlight elements, this dark spot 13 is then formed with decreasing brightness towards the center of the spot.
  • This light distribution 14 has a central area of high light intensity, which decreases toward the outside. In this central area is a spot 15 with lower light intensity. This spot may be in the area that should be just well lit due to the road conditions, which can lead to vision problems. The darker spot 15 is also a minimum in the brightness in the light distribution.
  • FIG. 6 again shows by way of example a substantially uniform light distribution 16, which has a brighter spot 17 and a dark spot 18 in the middle upper area, which are arranged adjacent to one another.
  • the bright spot 1 7 is a maximum in the brightness in the light distribution.
  • the dark spot 18 is correspondingly a minimum in the brightness in the light distribution.
  • the formation of the brighter and darker spots 17, 18 in the light distribution 16 is due to the fact that a headlight element 3 is set in the light emission direction at a false angle and emits light tilted by half a structural element. This leads to a fissure spot with a darker spot 18, because there the light does not shine so strongly and on the other hand to a brighter spot 1 7, because there in the sum too much light shines out.
  • This light distribution 19 has a central region 20 with high light intensity, which decreases toward the outside in each case.
  • a dark spot 21 with lower light intensity and a bright spot 22 with higher light intensity are arranged.
  • the device for operating at least one headlight with at least one controllable and light-emitting headlight element, in particular of a motor vehicle, it is possible to determine the functionality or the actual operating state of the at least one headlight or at least one headlight element.
  • the device has at least one headlight 2 with at least one controllable and light-emitting headlight element 3.
  • the device for operating at least one headlight 2 with at least one controllable and light-emitting headlight element 3, in particular a motor vehicle, with at least one headlight 2 with at least one controllable and light-emitting headlight element 3 has a camera 5 and a control unit 4, wherein the at least one Headlamp element 3 of the at least one headlamp 2 generates a light distribution which can be monitored directly or indirectly by the camera 5, wherein image data is acquired by the camera 5. can be generated » by means of which an actual operating state of the at least one headlamp 2 and / or the at least one headlight element 3 in the current Bet eb can be determined.
  • the image data is evaluated by means of the control unit 4.
  • an information or warning signal is output upon recognition of a functional restriction and / or a deviating actual functionality that is present in relation to a desired functionality.
  • the control unit 4 can also control the at least one headlight 2 and / or the at least one headlight element 3 and / or the remaining other headlight elements to achieve the desired functionality and / or cancel the function restriction and / or to achieve a compensation of the functional restriction and / or the functionality.
  • the determination of the functional capability can be, in particular, a detection of a failure of at least one headlight element. It can also be a functional restriction.
  • the invention relates to a method for operating at least one headlight, in particular a motor vehicle, by means of which a failure of at least one headlight element can also be determined outside a workshop or production hall.
  • the functionality of at least one headlight element or a plurality of headlight elements is monitored on the basis of at least one camera provided on the vehicle, such as an image capture device. If there is a failure or a functional restriction, then this can be detected by the camera due to the emitted and backscattered light.
  • a method which ensures the error-free operation of a headlamp and avoids the glare of other road users or too low illumination of safety-relevant areas as possible.
  • This is achieved by a method for operating at least one headlight, in particular a motor vehicle, wherein the functionality of at least one headlight element is determined on the basis of at least one camera. If a deficit, such as a failure, is detected, an information signal and / or a warning signal for warning is generated and / or output and / or an adaptation of the operation of the headlight or the headlight elements can be controlled and thus made.
  • the information and / or warning signal can be such a signal which informs or warns the driver.
  • this signal may be delivered to a central location or facility to indicate the limited functionality. But it can also be an information for a repair shop.
  • the adjustment of the operation of the headlamp may be in particular the activation of a compensation possibility of the detected error and / or a limitation of the operation, such as the use of a low beam distribution instead of a complex light pattern or a larger-scale illumination of safety-relevant areas.
  • the method according to the invention can be carried out for online functional testing of at least one headlight and / or at least one headlight element or advantageously a plurality of headlight elements.
  • at least one camera 5 for example, observes at least one light-reflecting object in the traffic environment and an actual brightness of the reflected-back light is recorded.
  • the functionality of the at least one headlight and / or the at least one headlight element is determined.
  • the headlight light distribution and / or the light figure are made up of the light distributions of the individual headlight elements together. There may be areas of the light distribution or the light figure, which are illuminated exclusively by the light of a headlight element. As an alternative or in addition, it is also possible for the light distributions of the individual headlight elements to overlap, so that there are areas that are illuminated by a plurality of headlight elements. In the corresponding light distribution, areas with illumination structures and areas without illumination structures may be included.
  • a light-emitting structure is, for example, a light-dark boundary, which forms a visible transition from a healing area to a dark area. Conversely, there may also be illumination structures that form a visible transition from a dark area to a healing area.
  • This visible transition ie the boundary between healing area and dark area, can have a predefined course.
  • This can advantageously be designed as desired.
  • Classical Hell-Dunke! Limitations are mandatory, for example, for the passing beam, so that at a distance of currently 25 m in front of each individual headlight on a plane perpendicular to the vehicle at the level of the headlight center no longer produces glare.
  • a cut-off in the asymmetric low beam is known.
  • illumination structures are used to hide certain areas in which an object is located, which should not be blinded, or to illuminate specific areas in order to draw particular attention to an object in this area.
  • the visible limit arises on the one hand by the endeavor to illuminate the non-hidden area as far as possible with the maximum intensity without glare and on the other by exploiting the visual effect of a visible border around the attention to the light area strengthen.
  • coherent illumination areas areas without illumination structures shall be referred to as coherent illumination areas.
  • the course of the light intensity may include areas of decreasing, constant or increasing light intensity. These areas ideally merge without visible boundaries. Essentially, no sudden brightness drops or brightness increases are intended.
  • the individual headlight elements are controlled in such a way that the desired overall intensity curve results from the sum of the individual light distributions.
  • a headlight element is limited in its functionality, which is controlled to produce a light distribution or light pattern, resulting within the light distribution or the character characteristic local minima or characteristic local maxima.
  • Local minima in the light distribution are caused by the local absence of a light distribution of a headlight element.
  • Local maxima in the light distribution in turn result from the unintentional superposition of at least one light distribution of a headlight element with at least one light distribution of another headlight element.
  • Local minima or local maxima may occur within a contiguous lighting area or on a lighting structure.
  • a characteristic local minimum is a gap within a contiguous illumination area and / or an illumination structure in which the brightness profile has a local minimum.
  • local minima are distinguished by the fact that they locally interrupt a course of brightness that would continue as expected in the absence of the local minimum.
  • a characteristic local maximum is similar to an overlay-related increase in brightness within a coherent illumination area and / or on an illumination structure in which the brightness characteristic has a local maximum. In the simplest case, this local maximum is distinguished by the fact that it locally interrupts a brightness progression that would continue as expected in the absence of the local maximum.
  • characteristic local minima and characteristic local maxima may occur within a contiguous illumination area or on an illumination structure. If these are in close proximity to each other, then the resulting course is analogous to the courses of individual and / or not immediately consecutive characteristic local minima and / or maxima in the simplest case by the fact that the at least one local maximum and / or At least one local minimum together locally interrupt a course that would continue as expected in the absence of the successive maxima and / or minima.
  • a local maximum and / or local minimum located on an illumination structure is characterized in that the course of the boundary of an illumination structure is locally interrupted and / or deflected, which would continue as expected in the absence of maximum and / or minimum.
  • a logic in the sequel sets, for example, a continuity of Gradient, the slope course and / or the position of the slope and / or the position of the slope progression ahead.
  • the detection of the functionality of the at least one headlight element is the detection of an existence of a failure of at least one headlight element. In case of failure, the headlight element is no longer able to emit light. This can happen, for example, that the headlight element is electrically or mechanically defective.
  • the detection of the functionality of the at least one headlight element is the detection of a misalignment of at least one headlight element. A misalignment is an incorrect angle at which the headlamp element emits light intensity. This can be done for example by a thermally-based tilting of the headlamp element.
  • the detection of the operability of the at least one headlight element is the detection of the presence of a continuous lighting of at least one headlight element.
  • the headlight element With a continuous lighting of a headlight element, the headlight element is no longer able to reduce the light intensity and / or disable. This can be caused for example by a defect in the control electronics.
  • the detection of the functionality of the at least one headlight element is the detection of a presence of a light restriction of at least one headlight element.
  • a light restriction the headlight element is no longer able to deliver the required light intensity. This can be caused, for example, by a degradation of the headlight element or by contamination, etc.
  • a headlight and / or at least one headlight element can be defined as non-functional if at least one failure, misalignment, permanent lighting and / or a light restriction is detected.
  • a headlight and / or at least one headlight element can be defined as non-functional if, within a predefinable time interval, at least several times a failure, a misalignment, a permanent light and / or a light restriction is detected.
  • the detected malfunctions can in particular be summed up depending on the type of malfunction at each detected position. At a certain position and / or in a local environment of this position, an accumulation of malfunctions can then be detected.
  • a headlight element and / or a group of headlight elements can be defined in particular as non-functional if the accumulation has certain characteristics such as a height greater than a predefined float value, a variance smaller than a certain extent, a sum of all heights and / or another characteristic Size of clusters.
  • the functionality of the headlight and / or the at least one headlight element can be determined as a function of a multiple or frequent detection of characteristic local axima and / or characteristic local minima in the light distribution within a predefinable time interval.
  • the at least one headlamp and / or all controlled headlamp elements can be defined as functional if neither characteristic local minima nor local maxima can be determined in the actual brightness curve, this being true at least for the considered time period.
  • the at least one headlight and / or all headlight elements controlled in the course of a time interval can be defined as functional if neither characteristic local minima nor local maxima can be determined within the time interval in the actual brightness curve.
  • the at least one headlight and / or at least one headlight element can be defined as non-functional if at least one characteristic minimum and / or at least one characteristic maximum is / are determined in the actual brightness course.
  • the at least one headlight and / or at least one headlight element can be defined as non-functional if at least one characteristic minimum and / or at least one characteristic maximum are determined within a predefinable time interval in the actual brightness course.
  • a message or signal for warning and / or information may be generated based on the determination or definition of operability. These messages or signals can be output to the driver and / or otherwise passed on. Accordingly, it is particularly advantageous if a warning is generated and output when a restricted or non-existent functionality of at least one headlight or at least one headlight element is detected.
  • At least one failure and / or one light reduction of at least one headlight element can be determined by the presence of at least one characteristic local minimum and no characteristic maxima in the actual brightness course.
  • the characteristic minimum arises from the fact that the defective headlight element can not or insufficiently illuminate a locally limited area.
  • at least one failure and / or light reduction of a headlight element is determined by the presence of at least one characteristic minimum and no associated characteristic maximum in the actual helicity curve.
  • the headlight element can therefore also illuminate no further area, in particular in the local vicinity of the minimum, by superimposing it more intensively than intended and thereby produce a characteristic maximum.
  • At least one failure is determined by the presence of at least one characteristic minimum of a depth below a threshold and no associated characteristic maximum in the actual brightness curve. Because of a failure, the considered correspondingly darker area can at best be illuminated by the surrounding light elements.
  • At least one light reduction can be determined by the presence of at least one characteristic minimum of a depth above a threshold value and no associated characteristic maximum in the actual brightness curve. In this case, the area is still illuminated by the subject headlight element, but less than full illumination.
  • the presence of at least one misalignment and / or one continuous illumination can be determined by the presence of at least one characteristic maximum in the actual brightness progression.
  • the presence of at least one misalignment can be determined by the presence of at least one characteristic maximum and an associated minimum in the actual brightness curve. Due to the changed alignment of the emission of the light to a point in the light distribution with too little light, where the headlight element just does not light up, so a minimum and to a point at which the light of the headlight element with the light of superimposed on at least one surrounding headlight element, ie the maximum. A local minimum can therefore be considered to belong to a local maximum or a local maximum to a local minimum if these have a predefinable local proximity to one another.
  • the extent to which associated maxima and minima within the light distribution can be distant from one another depends on the degree of misalignment of the headlight element. The higher the degree of misalignment, the farther the minimum and maximum are from each other. An affiliation can then still on the basis of the form of the maximum, which at a higher angle has a higher slope from the direction of the minimum.
  • At least one continuous lighting can also be determined by the presence of at least one characteristic maximum and no characteristic minimum in the immediate vicinity of the maximum in the actual brightness curve.
  • the headlamp element also illuminates when surrounding headlamp elements are driven so that they do not shine or less. It can also come to a minimum by superimposing the light of the surrounding headlight elements to the maximum. However, the minimum intensity of the minimum is still higher than the surrounding brightness and the area or curve that would continue in the expected manner. It arises, for example, the fact that the light distribution of the surrounding headlight elements is superimposed with the light of the continuous element at the edges, but not in the middle.
  • At least one characteristic of a characteristic maximum and / or of a characteristic minimum can be taken into account when detecting a characteristic local maximum or a characteristic local minimum.
  • the headlight element width and / or the element light distribution width can be taken into account when detecting characteristic maxima or characteristic minima.
  • maxima or minima can be detected with a higher probability and / or a number of defective elements can be deduced.
  • the type of functional restriction it is possible to deduce the type of functional restriction if an occurrence of characteristic maxima and / or minima, which points to this functional restriction, is repeated within a predefined time interval.
  • the type of functional restriction can be inferred if an occurrence of characteristic axima and / or characteristic minima, which points to this functional restriction, occurs repeatedly in a predefined local vicinity.
  • a warning is generated in relation to the type of functional restriction.
  • the warning can also be used to communicate the type of function restriction.
  • a group of headlight elements is determined in which the defective headlight element is located. Moreover, it is advantageous if the defective headlight element is identified on the basis of the position of the minimum and / or maximum in the light distribution. Furthermore, it is advantageous if with respect to the group of headlight elements and / or with respect to the identified headlight element information or warning is generated. Alternatively or additionally, it is advantageous if in relation to the group of headlight elements and / or in relation to the identified headlight element a compensation of the error is made specifically.
  • the relevant group and / or the relevant headlight element is involved and to what extent the use of these light distributions can be dispensed with. Also, by disabling a light distribution due to compensation, a warning may be generated. Additionally or alternatively, by other, in particular surrounding headlight elements and / or groups, an alternative control of the affected area. This can be done in particular by changing the emission angle and / or the luminous intensity.
  • the light distribution which a camera observes or detects on the basis of at least one light-reflecting object in the traffic environment, and is determined from an actual sanctity of the returned radiated light is generated on the basis of a flat light-reflecting object.
  • At least one region of the light distribution can be obtained in order to determine the operability of the headlight and / or at least one headlight element.
  • a flat object for example, a wall and / or a road are suitable.
  • a bright truck and / or a garage door or the like comes into question.
  • the light distribution can also be generated on the basis of a punctual image.
  • objects with retroreflective elements in particular regularly arranged elements, such as reflectors on delineators or crash barriers, can be used. In this way, the light distribution over a certain time can be assembled. It is advantageous if, based on the course of the actual brightness and the position of the at least one light-reflecting object, the checked headlight element can be identified.
  • the defective headlight element is identified.
  • the determined course of the actual brightness is compared with a course of the desired brightness.
  • This allows a quick check of the determined defect on the basis of maxima and / or minima.
  • the positions of coherent illumination areas and / or the positions of illumination structures can be determined in the desired brightness curve in order to achieve a quick check of the determined defect on the basis of axima and / or minima.
  • the parameters used to configure the light distribution are used to check the detected defect or the minima and / or maxima. These parameters can be parameters that result from the nature of the light function or the objects in the environment.
  • the considered time interval can be defined depending on the completeness of the light distribution and / or the frequency of the maxima and / or minima.
  • a cover or a contamination can be determined.
  • the headlight can be controlled controlled in its functional scope at a detected functional limitation, to about a visit to the factory. It is advantageous if this is done for a display to the driver.
  • a method can be carried out in such a way that an information or warning signal is output upon recognition of a functional restriction and / or a deviating actual functionality that is present in relation to a desired functionality.
  • the method can be carried out in such a way that upon detection of a functional restriction and / or with respect to a desired functionality, a deviation of the at least one headlight and / or the at least one headlight element and / or the remaining other headlight elements takes place in order to achieve the desired functional capability and / or to cancel the functional restriction and / or to compensate for the functional restriction and / or or the ability to function.
  • the method may also be performed such that the driver for achieving compensation is a replacement driver, which is substituted to adjust or achieve a replacement capability.
  • the method can also be carried out in such a way that the actual operating state is determined from the image data of an image or from the image data of a plurality of images, wherein in particular a light intensity distribution is derived from the image data for determining the actual operating state.
  • the light intensity distribution may in particular also be an overall ess distribution, which can be obtained by summing up individual partial light distributions.
  • it can be a light distribution obtained from the image data, which corresponds to the gray values of a predefined area except for translation and / or scaling.
  • the method can also be carried out such that the actual operating state is determined from the image data of an image and / or a luminous intensity distribution derived therefrom in comparison with image data and / or a luminous intensity distribution of a desired operating state or in comparison with data of an idealized operating state ,
  • the method can also be carried out such that from the image data of a plurality of images and / or at least one light intensity distribution derived therefrom in comparison with data, in particular image data and / or at least one light intensity distribution, a desired operating state or in comparison with data. th, in particular image data and / or at least one light intensity distribution, an idealized operating state of the actual operating state is determined.
  • the light distribution used to measure the operability of the headlamp can be monitored or measured by means of a camera by detecting a light-reflecting object in the traffic environment.
  • Light-reflecting objects can be recognized by the fact that they have an increased brightness, especially at night in the camera image. Their brightness is above a predefined threshold. This threshold may be dependent on the environment and / or the position of the sun or the day and / or night time, or alternatively, the threshold may be fixed.
  • the area in the image which is formed by an image of the light-reflecting object is used. In this case, the brightness of the gray values used to generate the light intensity distribution can be scaled depending on situation-dependent parameters.
  • These parameters may, in particular, be the reflectivity of the object, the object class of the brightness of the surroundings of the day and / or night time or the position of the sun, the weather and visibility conditions the object angle or another parameter. If light-reflecting objects are detected in several images, then they can be tracked, for example, by a tracking method. In this way the change of light reflection on the object can be observed.
  • retroreflectors always reflect the light substantially exactly in the direction from which it came, it is particularly advantageous to use objects with a retroreflector for checking or generating the light distribution. Some of the retroreflectors can also be recognized by the fact that they typically occur in rows at the edge of the vehicle. It is advantageous if objects in which there is a high probability of reflecting their own headlights light objects, are considered more in the determination of the functionality of the headlamp.
  • the detected partial light distributions are recorded. It is advantageous if the recorded partial light distributions are added to a total measurement light distribution. In this case, a weighting factor can be used. Partial light distributions, which should be considered more in the detection of the functionality are added with a higher weighting factor than others. It is advantageous to weight the partial light distributions more strongly, which have a higher accuracy or a higher safety than others. This depends in particular on the type, the size of the surface, the surface material, in particular the reflectivity and the position or orientation of the objects. In a first case, the detected partial light distributions are added depending on their position in the image.
  • a light distribution generated by a headlight is a three-dimensional structure. This structure follows the physical laws of wave propagation in the direction of the light.
  • the image on a vertical projection At first, the surface at a first distance is different than the image at a second distance. Both depend on each other.
  • the generated partial light distributions are only added up depending on their position in the image for generating a total measurement distribution, then the image of a headlight element is distributed along the propagation direction of the headlight light in the image and thus merges with the images of other headlight elements.
  • a malfunction of at least one headlight element is to be determined in a total measurement distribution, this can be done on the basis of a plurality of lines running in the propagation direction of the headlight light in the image.
  • the characteristic local minima and / or local maxima form linearly. Due to the image brightness of other potentially functional headlamp elements which may affect the same positions of the total measurement distribution, the linear local maxima and / or local minima show reduced brightness.
  • Such a total measurement distribution can also be obtained depending on the light distribution used and / or the parameterization of a light distribution used. In this way, the light distribution affected by the malfunction and / or the parameterization of at least one light distribution can be determined.
  • the position of the objects used for detection is estimated in order to generate a total measurement distribution. This can be done with a known object type, for example, based on the size of the object. Furthermore, it is possible using a "structure from motion" method. The more accurate the estimate is, the less scattering of the characteristics of a malfunction is to be considered in the overall measurement distribution.
  • a determination of position in the case of objects at rest can be determined, for example, based on the proper motion of the vehicle or the camera. For this purpose, it can be determined whether the object is a static object, such as a wall, or a dynamic object, such as a moving truck tarpaulin.
  • the method disclosed in DE 2007 008 543 A1 can be used.
  • the position determination is initially based on a stationary object, based on observation of the object over several images, the position is made plausible. A strong fluctuation of the assumed position considering the proper motion can not be a static object.
  • the position of the object can also be determined by another sensor.
  • This may be, for example, a radar sensor, a lidar sensor, a stereo camera and / or another sensor suitable for position measurement.
  • the position of the object can be read from a card, or be determined by a data transmission device.
  • An initial determination of the 3 D position of the object can be improved in the case of further visibility of the object in the accuracy. This is done by tracking the object. In this case, a backprojection to the initial position is made on the basis of the proper motion.
  • the relative 3-position to the vehicle is required at any time.
  • the position of objects, in particular of static retro-reflective objects can advantageously be determined on each entry into a salvage area and each exit from a salvage area. Upon entering a bright area of the spotlight distribution, a retroreflective object, which is previously in a dark area, becomes visible for the first time. When leaving the salvation area, it disappears the first time.
  • the other relative positions can then be interpolated.
  • a group of headlight elements is determined in which the defective headlight element is located.
  • the defective headlight element is identified on the basis of the position of the at least one characteristic local minimum and / or the at least one characteristic local maximum in the light distribution and / or in the overall measurement distribution.
  • the affected light distribution and / or the affected parameterization of at least one light distribution can be determined. It is also advantageous if it is determined whether or how far a headlight element has already been tested.
  • the allocation in the overall measurement distribution or from the measured light distribution can be made from the light distribution at least to a group of headlight elements.
  • projection projection can be used to determine the headlight element with a functional restriction. It is advantageous to consider the height / position offset between the camera and the headlight.
  • a determination of the headlight element which is limited in its functionality can also be carried out by carrying out a test of individual headlight elements, groups of headlight elements and / or light amplification functions. For this purpose, for example, individual headlight elements / groups of headlight elements are controlled and the generated change in the light distribution is monitored by means of a reflecting object. The position of the detected change can then be compared with the position of the characteristics produced by the function restriction.
  • the headlamp element which has the functional restriction or the group
  • the headlamp element which has the functional restriction or the group
  • the headlamp element is controlled by itself, either nothing or the disturbance characteristic itself changes, depending on the type of malfunction. For example, by switching off a group of elements, a failure can no longer be detected. for example, nothing turns off when you turn off an off element. Based on this phenomenon, the headlamp element affected by the malfunction and / or the affected groups of headlamp elements can be determined.
  • Such a function test can be carried out either in the workshop, for example under predefined conditions or during a suitable opportunity in the moving and / or stationary state of the vehicle.
  • FIGS. 8 to 13 each show a profile of a light distribution, as it results from a plurality of light distributions of individual headlight elements.
  • FIG. 8 shows a light distribution 30, which is composed of a plurality of light distributions 31 of individual headlight elements 32.
  • the headlight elements are all without function restrictions.
  • the course is a progression of the intensity over the position.
  • the progressions may be sectional curves of the light distribution.
  • a histogram of the intensities can be considered.
  • FIG. 8 shows an almost constant course of the light distribution 30 due to the lack of functional restrictions.
  • FIG. 9 shows a light distribution 34, which results from a number of undisturbed headlight elements and from a defective headlight element. This results in a light distribution 34 with a substantially constant course, which is interrupted by a local minimum 35. Since the defective headlight element does not emit light, the course of the light distribution locally goes back to approximately zero. Alternatively, depending on the superposition of the light distributions of the other headlight elements, there may also be only a decrease to a non-zero finite value.
  • FIG. 10 shows a profile of a light distribution 36 in which there is a misalignment of a headlight element. Therefore, the course of the light distribution 36 is disturbed in such a way that a local minimum 37 is adjacent to a local maximum 38.
  • FIG. 11 to 13 show light distributions in which the individual light distributions are superimposed in such a way that small minima and maxima are also absent Defective or dysfunctional headlight elements can form.
  • FIG. 11 shows such a course of a light distribution 40, in which the light distribution shows a curved course with slight modulation, which results from the composition of the individual light distribution 41.
  • the modulation is not an indication of a defect or a malfunction, since the amplitude of minimum or maximum is too low and is below a characteristic limit.
  • the minima or maxima do not have the characteristic width for a malfunction.
  • FIG. 12 shows an example of such a light distribution according to FIG. 11, wherein a headlight element has failed and therefore a local minimum 43 is formed in the course of the light distribution 42.
  • the amplitude or the depth of the minimum is greater than a predefinable limit value, that is to say it represents a characteristic minimum.
  • it has the characteristic width for a malfunction of a headlight element. In order to be able to observe a plurality of adjacent malfunctions, it is also possible to take into account multiple times the characteristic width, in particular if the height of the amplitude or of the depth indicates this.
  • FIG. 13 shows an example of a light distribution according to FIG. 11, wherein a headlight element is tilted and therefore a local minimum 45 adjacent to a local maximum 46 forms in the course of the light distribution 44.
  • the amplitude or the depth of the minimum and the height of the maximum is greater than a predeterminable limit value, ie it represents a characteristic minimum or a characteristic maximum.
  • they have the characteristic of a malfunction of a headlight element width.
  • the expression is still proportional to the distance of the maximum from the minimum. Since it is a slight tilt, if any light of the tilted element falls on the area to be illuminated by the element, the minimum is correspondingly less pronounced. There is the maximum in the immediate vicinity. LIST OF REFERENCE NUMBERS

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Abstract

L'invention concerne un procédé servant à faire fonctionner au moins un phare (2) comprenant au moins un élément de phare (3) pouvant être commandé et émettant de la lumière, en particulier d'un véhicule automobile (1). L'invention prévoit en outre une caméra (5). L'élément de phare ou les éléments de phare du ou des phares génèrent une répartition de lumière, qui est surveillée par la caméra. La caméra génère des données d'image, lesquelles permettent de déterminer un état de fonctionnement réel du ou des phares et/ou de l'élément ou des éléments de phare. Une limitation fonctionnelle présente ou une capacité fonctionnelle réelle du ou des phares et/ou de l'élément ou des éléments de phare est déterminée à partir de l'état de fonctionnement réel déduit par rapport à un état de fonctionnement théorique prévu. L'invention concerne également un dispositif associé, et un véhicule automobile équipé d'un dispositif associé.
PCT/EP2015/067857 2014-08-04 2015-08-03 Procédé servant à faire fonctionner un phare WO2016020338A1 (fr)

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US10052998B2 (en) 2016-07-14 2018-08-21 Ford Global Technologies, Llc Vehicle with headlight sweep
GB2564008A (en) * 2017-06-01 2019-01-02 Ford Global Tech Llc Vehicle exterior light outage
US10204280B2 (en) 2017-06-01 2019-02-12 Ford Global Technologies, Llc Vehicle exterior light outage

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