Headlights for a vehicle that tilts when cornering

Abstract

Headlight (1) for a vehicle (2) that tilts when cornering, in particular for a bicycle (2), comprising a plurality of light sources (3) and a common light-modulating element (4), wherein the light sources (3) interact with the common light-modulating element (4) in such a way that they produce differently oriented light cones (5), wherein the light sources (3) are arranged to be individually activated when the vehicle (2) is cornering in such a way that illumination of a section of the vehicle's (2) roadway is achieved and a shift in the light pattern (6) of the headlight (1) caused by the tilting of the vehicle (2) is at least partially compensated.

Description

[0001] The present invention relates to a headlight for a vehicle that leans when cornering. The headlight is therefore particularly suitable for a two-wheeler and especially preferably for a bicycle or an e-bike.

[0002] Vehicles that lean while driving are primarily single-track vehicles. This leaning occurs particularly when cornering, usually in the form of a tilt towards the center of the curve to counteract centrifugal forces.

[0003] A headlight, which is typically mounted on a fork or handlebars supporting the front wheel, also moves as a result of this tilt, usually in the form of a rolling motion and a downward pitching motion. This is particularly noticeable when cornering. As a result, the headlight's beam shortens towards the apex of the curve and lengthens towards the outside. Consequently, the illumination distance in the direction of travel decreases so significantly with increasing roll angle that hazards may be illuminated and detected too late or not at all. Conversely, road users outside the area of ​​the curve being navigated are blinded and endangered by the headlight beam.

[0004] Documents DE 10 2015 009 096 A1, DE 10 2008 044 676 A1 and DE 10 2016 207 769 A1 show various headlights that address this problem with activatable and deactivatable individual light sources.

[0005] The applicant has already patented a mounting device (German patent DE 10 2019 123 312 B3) that allows a headlight to be attached to a two-wheeled vehicle and automatically compensates for the tilting of the headlight that occurs when cornering. This mounting device achieves this by mechanically changing its geometry during cornering. However, electric drives are required to operate this mounting device.

[0006] The object of the present invention is to address this problem. In particular, it describes a particularly advantageous headlight which, without the need for a separate holding device, is inherently capable of efficiently compensating, at least in the headlight's beam pattern, for the described rolling and / or pitching motion of a headlight that occurs as a result of cornering. In particular, drives such as those required for the holding device according to German Patent DE 10 2019 123 312 B3 are thus unnecessary.

[0007] This problem is solved by the headlight described herein, which is detailed in the independent claim. The dependent claims and the description specify particularly preferred embodiments of the mounting device and the headlight assembly, to which the disclosure is not limited.

[0008] This document describes a headlight for a vehicle that leans when cornering, in particular a bicycle, comprising a plurality of light sources and a common light-modulating element, wherein the light sources interact with the common light-modulating element in such a way that they produce differently oriented light cones, wherein the light sources are arranged to be individually activated when the vehicle is cornering in such a way that illumination of a (prior) stretch of road is achieved and a shift in the headlight's light pattern caused by the vehicle's tilt is at least partially compensated for.

[0009] The fundamental problem of vehicle tilting as a result of cornering is already comprehensively described in the aforementioned German patent DE 10 2019 123 312 B3, and full reference is made to this disclosure here. The headlight described here further develops the concept of the holding device described in patent DE 10 2019 123 312 B3 in such a way that the light pattern can be adjusted purely electronically.

[0010] A tilting vehicle is primarily a two-wheeler, preferably a bicycle, e-bike, or motorcycle, and thus a single-track vehicle. A tilting vehicle can also be a scooter or kick scooter. Another group of tilting vehicles are multi-track vehicles with tilting technology, such as three-wheeled or four-wheeled vehicles with tilting technology.

[0011] The lean angle described here is specifically one that occurs while cornering. However, it can also refer to a lean angle that occurs while driving straight ahead. This can happen, for example, due to a corresponding weight shift on the tilting vehicle. The lean angle induced by cornering on a tilting vehicle is usually related to the speed in the curve and the curve radius. The lean angle induced by cornering can also be superimposed on a lean angle induced by weight shifting.Preferably, the pivoting movement of the pivoting device is designed in such a way that commonly occurring inclinations are compensated to such an extent (at least partially) that a significant improvement in the light pattern of a headlight and a significantly improved illumination of a roadway in front of the tilting vehicle are achieved.

[0012] The tilt is compensated for by adjusting the light sources that illuminate the light-modulating element, so that an adapted light pattern of the headlight is achieved.

[0013] A tilt sensor is particularly preferred, enabling reliable detection of the headlight's tilt angle, even when lateral acceleration (resulting from centrifugal forces during cornering) acts on the tilt sensor. Therefore, the tilt sensor is preferably not a pure acceleration sensor, but a combined sensor (also called a fused sensor) that implements various measurement methods. The tilt sensor preferably has different measuring cells for the different measurement methods. Preferably, at least two, and optionally even three or more, different measuring cells and / or measurement methods are implemented in the sensor. In simplified embodiments, the tilt sensor can also have only one measuring cell in which a measurement method is implemented. The sensor can optionally...The tilt sensor does not necessarily include a measuring cell for measuring accelerations, but rather a pure gyroscope, a pure magnetic field sensor, or a combined gyroscope and magnetic field sensor. The tilt sensor is preferably configured to perform the various measurement methods in parallel. The tilt sensor preferably has electronics configured to calculate at least one tilt angle from the measurements taken with the different methods. The tilt sensor preferably has at least one measuring cell for detecting the sensor's orientation in the Earth's magnetic field. The sensor preferably also has at least one measuring cell for detecting accelerations. The tilt sensor preferably further has at least one measuring cell that operates like a gyroscopic instrument (gyroscopic stabilizer and / or gyroscope). This measuring cell is preferably implemented electronically. The tilt sensor is preferably configured to internally detect a kind of artificial horizon.An artificial horizon is a line aligned horizontally with respect to the geodetic position. The tilt sensor primarily serves the purpose of determining a control variable with which the adjustment of the headlight's beam pattern can be controlled by adjusting the headlight's light sources, ensuring that the headlight is always aligned so that its beam pattern, or its cut-off line, remains horizontal.

[0014] The term "light pattern" here refers to the entirety of the light emitted by the headlight. The light emitted by the headlight is generated by the light sources and then modulated by the light-modulating element to create the headlight's light pattern. When multiple light sources of the headlight are activated, the light patterns of the individual light sources preferentially overlap to form the overall light pattern.

[0015] The light sources are preferably LEDs. Particularly preferred are LEDs that produce light with a specified spectrum. Especially preferred are light sources designed to produce white light with a color temperature, for example, between 3,000 K [Kelvin] and 5,000 K [Kelvin]. The light sources preferably emit light in a direction-independent or diffuse manner.

[0016] For calculating the shape of the light cones, the light sources can preferably be assumed to be "point-like" light sources. In reality, the light sources are not point-like. However, their area is small relative to the size of the light-modulating element. The area of ​​the light-modulating element is preferably at least ten times larger than the area of ​​a light source.

[0017] It is particularly advantageous if the light-modulating element is a curved reflector and the light sources are arranged opposite the light-modulating element in defined positions, the defined position of each light source relative to the light-modulating element together with the shape of the light-modulating element defining a light cone assigned to the respective light source, and when several light sources are activated simultaneously, the light cones overlap to form the light pattern of the headlight.

[0018] Preferably, a light-modulating element designed as a reflector is arranged in a position behind the light sources, at the rear of the headlight, in one direction of the light beam. The headlight preferably has a translucent cover lens through which the light beams exit the headlight.

[0019] The light sources are preferably arranged above the light-modulating element and the translucent cover plate, beneath an upper wall surface of the headlight housing, such that they shine from above, opposite to the direction of the light cone's emission (diffusely), onto the light-modulating element. Preferably, the light sources are concealed from the front (towards the translucent cover plate) by an opaque element, so that the light from the light sources only reaches the outside indirectly via the light-modulating element and through the translucent cover plate. Preferably, the light sources are concealed from the front by the translucent cover plate, allowing light to enter the headlight housing.

[0020] Defined positions are defined, in particular, relative to the light-modulating element. The light-modulating element is preferably a reflector. The light sources are preferably arranged in front of the reflector in the direction in which the light leaves the headlight. The light sources arranged on the right in the direction of travel produce light cones with a beam pattern for a left turn and vice versa. The light from each individual light source is reflected by the reflector in such a way that a light cone is formed for each individual light source. The light cone is preferably not exactly conical and, in particular, not rotationally symmetrical. The term "light cone" here means that the light cone extends from the headlight towards the area illuminated by the headlight.Preferably, the light cones of the individual light sources are adapted to the shape of a roadway that can be illuminated by the headlight. Therefore, the individual light cones of the individual light sources are preferably flat. A so-called light cone axis can be defined for each light cone. The light cone axis serves to simplify the description of the orientation of each individual light cone. The light cone axis can be considered the center axis or the axis of the light cone's center. A light cone from a light source does not have to be symmetrical about its light cone axis. This applies particularly to light cones from light sources that are not arranged symmetrically about a plane of symmetry of the headlight and the light-modulating element.

[0021] As described above, the light-modulating element is preferably a reflector. The reflector preferably has a concave shape, which focuses the light emitted by a light source into a cone of light. The reflector preferably has a continuous shape. The reflector is preferably not segmented. A segmented reflector has several concave sections separated from each other by edges. In the region of edges, the curvature of the reflector's surface is usually the opposite of the curvature of the surface in the concave sections. Edges are therefore preferably convex. The reflector preferably does not have such edges. Preferably, the light-modulating element has a concave curvature everywhere. Preferably, the light-modulating element has no convex curvature at any point. This is especially true if the light-modulating element is a reflector.

[0022] The reflector is preferably made of plastic and has a reflective coating, which may be vapor-deposited, for example.

[0023] The light-modulating element can also be multi-part and may include, in particular, a reflector and additionally a lens and / or a lens system. A lens of the light-modulating element can, for example, be formed by a translucent cover plate through which the light pattern or light cone exits the headlight. Such a lens can serve for fine-tuning and / or adjusting the light cone pre-formed by the reflector.

[0024] It is also possible for the light-modulating element to be formed without a reflector. In some versions, the light-modulating element can be designed (exclusively) with lenses and / or lens systems.

[0025] The light-modulating element has a plane of symmetry, wherein at least one main light source and / or a cluster of main light sources is arranged symmetrically to the plane of symmetry, wherein the at least one main light source is configured to interact with the light-modulating element in such a way as to generate a main light cone for straight-ahead driving of the vehicle.

[0026] The light produced by the main light sources (also called main beam) is normally a low beam or has a dimming function. This means that the light pattern produced by the main light sources is designed so as not to dazzle oncoming traffic.

[0027] It is further advantageous if at least one curve light source is arranged on both sides in a defined position lateral to the plane of symmetry, which, starting from the defined lateral position, generates a shifted light cone with the light-modulating element, which illuminates a section of the vehicle's travel when cornering and at least partially compensates for a shift in the headlight's light pattern caused by the vehicle's inclination.

[0028] The light-modulating element and the laterally defined positions are designed so that the light pattern of the cornering light additionally swivels in the direction of the curve and the driver's line of sight when the cornering light sources are activated.

[0029] Furthermore, it is advantageous if at least one cornering light source and / or the main light source are dimmable, so that during cornering, a continuous adjustment of the intensity of a main light cone of the at least one main light source and / or the intensity of a cornering light cone of the at least one cornering light source is possible.

[0030] The cornering lights are preferably operable simultaneously with the main light source. The term "dimmable" specifically means that the light sources are adjustable in intensity. When cornering with a steeper incline and / or a tighter radius, the cornering lights can initially be activated at a low intensity and then continuously dimmed upwards depending on the degree of incline. This allows for an almost continuous adaptation of the light pattern to the incline and / or radius of the curve. Particularly preferably, the main light source can also be dimmed downwards when cornering. This prevents the light from the main light source from dazzling oncoming traffic.

[0031] Preferably, the headlight or light sources and the light-modulating element and their control are designed in such a way that a cornering light appears as a gentle shift of the low beam, which occurs as a result of the tilting of the headlight or the cornering.

[0032] Furthermore, it is advantageous if a plurality of curve light sources are arranged laterally in defined positions to the plane of symmetry, wherein the defined lateral positions each form a path shaped in such a way that, in the case of a greater inclination and / or a tighter curve radius during cornering, curve light sources located further away from the plane of symmetry can be activated in order to adjust the headlight's light pattern so that a shift in the headlight's light pattern caused by the vehicle's inclination is at least partially compensated for.

[0033] The track is, in particular, a curved track with a curvature.

[0034] The main light sources are preferably located on the curved path. The curved path preferably intersects the plane of symmetry of the headlight or light-modulating element and is symmetrically shaped with respect to the plane of symmetry. Starting from the plane of symmetry, the curved path preferably extends forward (away from the reflector). The height of the curved path preferably decreases slightly beyond the plane of symmetry. Cornering light sources located further out are thus preferably positioned somewhat lower or further away from the reflector than cornering light sources or main light sources located further inward.

[0035] Furthermore, it is advantageous if the light-modulating element and the laterally defined positions of the curve light sources are designed and arranged in such a way that the light cone axes of curve light sources are aligned further upwards than the light cone axes of main light sources, so that the light cones of curve light sources compensate for a shortening of the light image caused by driving around a curve.

[0036] It is further advantageous if the curved path has the shape of an ellipse, at least in sections. The ellipse is preferably tilted forward and downward.

[0037] It is further advantageous if the at least one high beam source and / or a cluster of high beam sources are arranged symmetrically to the plane of symmetry, wherein the at least one high beam source is configured to interact with the light-modulating element in such a way that a high beam cone is generated for improved long-range visibility.

[0038] Preferably, high beam sources are positioned at a slightly greater distance from the light-modulating element (especially the reflector) than the main light sources. Furthermore, high beam sources are preferably positioned slightly lower than the main light sources. This ensures that the light cones generated by the high beam sources project somewhat higher from the headlight and can thus illuminate more distant areas of the roadway in front of the headlight.

[0039] Preferably, the headlight further comprises a tilt sensor with which a tilt of the vehicle can be measured, as well as a control unit which is designed to control the light sources on the basis of a tilt measured with the tilt sensor in such a way that illumination of a driving path of the vehicle is achieved during a curve driving and a shift of a light pattern of the headlight caused by the tilt of the vehicle is at least partially compensated.

[0040] Preferably, the control unit, the light sources, and the light-modulating element are designed such that the inclination of the vehicle detected by the tilt sensor is sufficient to perform appropriate control of the light sources.

[0041] It is particularly advantageous if the control unit is configurable and set up to individually configure a relationship between an inclination measured by the tilt sensor and the control of the light sources for the vehicle.

[0042] It has been found that the relationship between the vehicle's tilt during cornering and the required beam pattern for illuminating the curve depends primarily on certain vehicle parameters. The so-called caster or lead angle of the vehicle's steering and the so-called axle angle are particularly important. The wheelbase of the vehicle is also especially relevant. This is particularly true for two-wheeled vehicles, such as bicycles. Preferably, vehicle-specific parameters can be stored in the control unit, allowing adjustment of the relationship between the vehicle's tilt and the beam pattern or the control of the light sources. Preferably, the headlight is configured for a specific vehicle type (e.g.,...)(for a specific bicycle type) an application of the headlight is to be carried out in which corresponding parameters for control are stored in the control unit. Preferably, the headlight has an interface through which this application can be carried out.

[0043] It is advantageous if the tilt sensor and the control unit are integrated into a housing of the headlight and are designed to at least partially compensate for the shift of a headlight beam pattern caused by a tilting of the vehicle, independently of peripheral devices located outside the housing.

[0044] The invention and its technical context are explained in more detail below with reference to the figures. The figures show particularly preferred embodiments, to which, however, the invention is not limited. It should be noted in particular that the figures, and especially the size relationships depicted in the figures, are only schematic. They show: Fig. 1: a circuit board with light sources and a light-modulating element for a described headlight; Fig. 2: a schematic representation of a described headlight; Fig. 3a: an exemplary view of a bicycle from the front; Fig. 3b: an exemplary side view of a bicycle; Fig. 3c: an exemplary view of a bicycle from above; and Fig. 4a to 4d: various light patterns adjustable with the described headlight.

[0045] The Fig. Figure 1 shows a circuit board 19 for a described headlight, to which a reflector as a light-modulating element 4 and light sources 3 are attached. The light-modulating element 4 and the arrangement of the light sources 3 preferably have a plane of symmetry 8, which is perpendicular when the headlight 1 is in a straight-ahead position and to which the headlight 1 and its components are symmetrically arranged. A cluster 10 of several main light sources 9, 3 is arranged centrally on the circuit board 19. The main light sources 9, 3 together with the light-modulating element 4 produce light cones 5 which, when the headlight 1 is in a horizontal position and driving straight ahead, produce the light pattern 6, which is also horizontally oriented.

[0046] To compensate for inclination and illuminate the road surface when cornering, 19 cornering light sources 11,3 are arranged at defined positions 7 on the circuit board. These defined positions 7 are located on a curved path 12, on which the main light sources 9, 3 are also situated. The further outward the cornering light sources 11,3 are located, the more steeply the light cones 5 they produce are inclined relative to the plane of symmetry 8. The greater the inclination and the tighter the curve radius when cornering, the more outwardly located cornering light sources 11,3 are used to generate the headlight's light pattern 6. Preferably, the individual light sources 11, 9, 3 are dimmable. As the vehicle's inclination increases, cornering light sources 11,3 located further out are preferably continuously dimmed up, while cornering light sources 11,3 located further inward, and optionally the main light sources 9, 3, are continuously dimmed down.

[0047] Fig. Figure 2 schematically shows the overall structure of the headlight 1. The headlight 1 has a housing 17, in which the in Fig. The circuit board 19 shown in Figure 1 contains the light sources 3 and the light-modulating element 4. A main light source 3, 9, a cornering light source 3, 11, and a high beam source 3, 14 are shown schematically. Also shown schematically is how a light cone 5 is generated from a light source 3, which has a light cone axis 13. As described, the light cones 5 of several light sources 3 are preferably superimposed to form the light pattern 6. The light cone 5 exits the housing 17 of the headlight 1 via a translucent cover 18, which may optionally also have optical properties and can contribute to the light modulation for generating the light pattern 6.

[0048] The housing 17 of the headlight 1 preferably also includes a tilt sensor 15, which can detect the tilt of the headlight 1 and thus also the tilt of a vehicle to which the headlight 1 is attached. The tilt sensor 15 is connected to a control unit 16. The light sources 3 on the circuit board 19 are connected to the control unit 16. The control unit 16 is preferably configured to control the light sources 3 in response to a tilt detected by the tilt sensor 15, such that the light pattern 6 of the headlight 1 at least partially compensates for a shift in the light pattern 6 of the headlight 1 caused by the tilt of the vehicle 2 during cornering. The control unit 16 is preferably configurable so that the control of the light sources 3 as a result of a detected tilt can be individually configured for a vehicle.

[0049] The Fig. 3a, Fig. 3b and Fig. Figure 3c shows a bicycle 2 as an example of a tilting vehicle 2 in a front view ( Fig. 5), a side view ( Fig. 6) and in a top view ( Fig. 7).

[0050] The lean angle 20 of bicycle 2 is particularly noticeable in Fig. 3a is clearly visible. Fig. Figure 3a shows the front wheel 21 of bicycle 2 from the front. Also shown is the headlight 1 and its beam pattern 6 with the beam axis 22, which indicates the direction of the beam pattern 6 of the headlight 1. This beam pattern is adjusted by controlling the individual light sources 3 and superimposing the light cones 5 in order to improve the beam pattern 6 for cornering. Fig. 3a shows that a rotation 23 around the image axis 22 is required to compensate for the tilt 20 and to bring the image 6 of the headlight 1 into a horizontal alignment.

[0051] In the side view in Fig. 3b also shows headlight 1 on bicycle 2. In the Fig. Figure 3b shows the front wheel 21 and the rear wheel 24 of bicycle 2. Bicycle 2 has a frame 25, which is visible here, to which the fork 26 is attached, which carries the front wheel 21 of bicycle 2.

[0052] The so-called caster 29 is defined by the joint axis angle 27 between the joint axis 28 and a horizontal line on ground level as well as the position of the front axle.

[0053] The trail 29 and the joint axis angle 27 have a very significant influence on how the light-modulating element 4, the light sources 3, and the arrangement of the light sources 3 relative to the light-modulating element 4, as well as an inclination-dependent control of the light sources 3, must be designed in order to achieve suitable compensation for a lean angle of the bicycle 2 (especially when cornering). Fig. Figure 3b shows a pitching movement 30 about the pitching axis 31, which is necessary to compensate for a tilt such as occurs as a result of cornering. The light pattern 6 of the headlight 1 must be raised by this pitching movement 30 in order to have a suitable alignment in the event of cornering.

[0054] Fig. Figure 3c shows bicycle 2 from above. Also visible are the front wheel 21, the rear wheel 24, the frame 25, and the headlight 1 with the beam pattern 6. An arrow indicates the curve 32, which describes the curve that bicycle 2 travels. This curve also results in the (in Fig. 3a) the lean angle shown, which is to be compensated for by adjusting the light pattern 6 of the headlight 1 described here. The lean angle is the result of the curve radius and the speed of the bicycle 2. In Fig. Figure 4c shows a rotational movement 33 which compensates the light pattern 6 of the headlight 1 in order to correct the steering of the light pattern 6 as a result of cornering.

[0055] In the Fig. Figures 4a to 4d show various light patterns 6 that can be produced with the headlight 1 described here in order to achieve the desired illumination of the road during cornering and to compensate for any tilt of the headlight 1 or any shift of the light pattern 6 caused by the tilt. Fig. Figures 4a to 4d show the light pattern 6 in a coordinate system oriented to the spotlight 1 or the spotlight housing 17, respectively. The light pattern 6 shown is the result of the superposition of the light cones 5 from the light sources 3 (not shown individually here). The light sources 3 are also not shown here.

[0056] In Fig. Figure 4a shows the light pattern 6 during straight-ahead driving, which preferably results from the exclusive use of the main light sources. This light pattern 6 is symmetrical. According to the Fig. In steps 4b to 4d, image 6 shifts further and further outwards. It is understandable that with images 6 according to Fig. 4b to 4d one of Fig. 4b towards Fig. 4d increasing tilt angle of headlight 1 can be compensated.

[0057] The present invention relates to a headlight 1 for a tilting vehicle 2, the light pattern 6 of which can be automatically kept approximately in a horizontal position, compensating for the progressive shortening of the light field as a result of a pitching movement 30. This ensures that the light pattern 6 corresponds almost exactly to driving straight ahead and is in the driver's line of sight, without endangering other road users.

[0058] The present invention achieves this purely electronically through various light sources 3 and a single light-modulating element 4 in the headlight 1. Reference symbol list 1 headlight 2 tilting vehicle / bicycle 3 light source 4 light-modulating elements 5 light cones 6 photographs 7 defined positions 8. Plane of symmetry 9 Main light source 10 clusters 11 Cornering light source 12 lane 13 Light cone axis 14 High beam source 15 tilt sensor 16 Control unit 17 cases 18 translucent cover plates 19 circuit boards 20° lean angle 21 front wheel 22 Image axis 23 Rotation 24 rear wheel 25 frames 26 Fork 27 Joint axis angles 28 Joint axle 29 Follow-up 30 Nodding motion 31 Pitch axis 32 Curve path 33 Rotational movement

Claims

Headlight (1) for a vehicle (2) that tilts when cornering, in particular for a bicycle (2), comprising a plurality of light sources (3) and a common light-modulating element (4), wherein the light sources (3) interact with the common light-modulating element (4) in such a way that they produce differently oriented light cones (5), wherein the light sources (3) are arranged to be individually activated when the vehicle (2) is cornering in such a way that illumination of a section of the vehicle's (2) roadway is achieved and a shift of a light pattern (6) of the headlight (1) caused by the tilting of the vehicle (2) is at least partially compensated, wherein the light-modulating element (4) has a plane of symmetry (8), wherein at least one main light source (3, 9) and / or a cluster (10) of main light sources (3, 9) is arranged symmetrically with respect to the plane of symmetry (8),wherein the at least one main light source (3,9) is configured to interact with the light-modulating element (4) in such a way as to generate a main light cone (5) for straight-ahead driving of the vehicle (2). Headlight (1) according to claim 1, wherein the light-modulating element (4) is a curved reflector and wherein the light sources (3) are arranged opposite the light-modulating element (4) in defined positions (7), wherein the defined position (7) of each light source (3) relative to the light-modulating element (4) together with the shape of the light-modulating element (4) defines a light cone (5) assigned to the respective light source (3), wherein when several light sources (3) are activated simultaneously, the light cones (5) overlap to form the light pattern (6) of the headlight (1). Headlight (1) according to one of the preceding claims, wherein at least one curve light source (3, 11) is arranged on each side in a defined position (7) lateral to the plane of symmetry (8), which, starting from the defined lateral position (7), generates a shifted light cone (5) with the light-modulating element (4), which illuminates a preceding driving path of the vehicle (2) when driving around a curve and at least partially compensates for a shift of a light pattern (6) of the headlight (1) caused by the inclination of the vehicle (2). Headlights (1) according to claim 3, which have at least one cornering light source (3,11) and / or the main light source (3,9) that are dimmable, so that during cornering a continuous adjustment of the intensity of a main light cone (5) of the at least one main light source ((3,9)) and / or the intensity of a cornering light cone (5) of the at least one cornering light source (3,11) is possible. Headlight (1) according to claim 3 or 4, wherein a plurality of curve light sources (3, 11) are arranged laterally to the plane of symmetry (8) in laterally defined positions (7), wherein the laterally defined positions (7) each form a path (12) which is shaped in such a way that, in the case of a greater inclination and / or a tighter curve radius of the curve driving, curve light sources (3, 11) which are further away from the plane of symmetry (8) can be activated in order to adjust the light pattern (6) of the headlight (1) so that a displacement of a light pattern (6) of the headlight (1) caused by the inclination of the vehicle (2) is at least partially compensated. Headlight (1) according to claim 5, wherein the track (12) has the shape of an ellipse at least in sections. Headlight (1) according to one of claims 3 to 6, wherein the light-modulating element (4) and the laterally defined positions (7) of the curve light sources (3, 11) are designed and arranged such that the light cone axes (13) of curve light sources (3, 11) are directed further upwards than the light cone axes (13) of main light sources (3, 9), so that the light cones (5) of curve light sources (3, 9) compensate for a shortening of the light image (6) caused by cornering. Headlight (1) according to one of claims 2 to 7 comprising at least one high beam source (3, 14) and / or a cluster (10) of high beam sources (3, 14) which are arranged symmetrically to the plane of symmetry (8), wherein the at least one high beam source (3, 14) is configured to interact with the light modulating element (4) in such a way as to generate a high beam cone (5) for improved long-range visibility. Headlight (1) according to one of the preceding claims comprising a tilt sensor (15) with which a tilt of the vehicle (2) can be measured and a control unit (16) which is configured to control the light sources (3) on the basis of a tilt measured with the tilt sensor (15) in such a way that illumination of a driving path of the vehicle (2) is achieved during a curve driving and a shift of a light pattern (6) of the headlight (1) caused by the tilt of the vehicle (2) is at least partially compensated. Headlight (1) according to claim 9, wherein the control unit (16) is configurable and is designed to individually configure a relationship between an inclination measured with the tilt sensor (16) and the control of the light sources (3) for the vehicle. Headlight (1) according to claim 9 or 10, wherein the tilt sensor (15) and the control unit (16) are integrated into a housing (17) of the headlight (1) and are configured to at least partially compensate for the displacement of a light pattern (6) of the headlight (1) caused by a tilt of the vehicle (2), independently of peripheral devices arranged outside the housing (17).

Images