Signaling assembly for vehicle for obstacle detection

Abstract

The invention relates to a signalling assembly (1) for a vehicle (2), comprising a left front optical unit (22) and a right front optical unit (24), which together can cover a detection field having an angular amplitude (L) extending between a first direction (d1) and a fourth direction (d4). The left front optical unit (22) is configured such that a first light beam (222) that itself individually covers an angular amplitude (L) of the detection field is generated when no turn indicator light is activated, and the right front optical unit (24) is configured such that a second light beam (242) that itself individually covers an angular amplitude (L) of the detection field is generated when no turn indicator light is activated.

Description

[0001] This invention relates to the fields of automobiles and optical systems. More specifically, this invention relates to a signaling assembly for a vehicle.

[0002] In recent vehicles, light-emitting diode (LED) components are commonly used to generate external lighting devices, such as indicator lights. These LED components allow for energy savings while giving vehicles brand-specific lighting characteristics, and are considered a future means of communication between vehicles or between vehicles and road infrastructure using optical communication technologies such as VLC (Visible Light Communication).

[0003] This is because a conventional one-millimeter-side LED has a bandwidth of approximately 5 MHz, which is sufficient for luminous communication between vehicles or between a vehicle and road infrastructure. However, this bandwidth is unsuitable for obstacle detection applications. Such applications are typically implemented optically in some vehicles, employing LiDAR (Light Detection and Ranging) technology based on laser sensors to analyze reflected signals with bandwidths of tens or even hundreds of megahertz. However, LiDAR systems mounted on vehicles are very expensive.

[0004] However, the inventors have discovered that this obstacle detection application can be achieved by increasing the bandwidth of the light-emitting diode (LED) through equalization techniques, by using diodes smaller than 300 micrometers, or by combining these techniques. Such applications may require the use of specific types of control units, such as high-speed control units or laser control units. Furthermore, the LED used for this application is a blue LED suitable for emitting white light.

[0005] Because of this discovery, the inventors have made it possible to replace expensive LiDAR technology in vehicles with specific LED-based signaling devices that perform obstacle detection functions in addition to the signaling functions required by regulations.

[0006] Currently, to ensure vehicles maintain consistent light characteristics under different driving conditions, turn signals, daytime running lights, and / or position lights typically share the same emission surface within the same optical unit. In this context, regulations require that when a vehicle driver activates a turn signal, the daytime running lights or position lights sharing the same emission surface should automatically turn off to avoid interfering with other road users' perception of the turn signal.

[0007] This means that when the obstacle detection application designed by the inventors is integrated into this optical unit, the blue LED used by the application cannot function when the turn indicator is activated, and therefore does not contribute to the obstacle detection jointly performed by the vehicle's optical unit. More specifically, when the indicator of the optical unit is not activated, the obstacle detection application relies solely on the light emitted by the blue LED of the optical unit, which limits the obstacle detection field of the vehicle. In particular, when the right indicator is activated, some obstacles near the right side of the vehicle cannot be detected; conversely, when the left indicator is activated, some obstacles near the left side of the vehicle cannot be detected.

[0008] The present invention aims to overcome at least some of the above-mentioned disadvantages by providing a signaling assembly for a vehicle, wherein the optical unit has the same emission surface for turn signals and position lights or daytime running lights, and the signaling assembly maintains a sufficient obstacle detection field when one of the turn signals is activated.

[0009] Therefore, the present invention proposes a signaling assembly for a vehicle, comprising a left front optical unit and a right front optical unit, wherein the left front optical unit includes a left front turn indicator and the right front optical unit includes a right front turn indicator. Each optical unit further includes: a transmitting device for transmitting a high-frequency coded light emission signal to the exterior of the vehicle; and a receiving device for receiving such light emission signal arriving from the exterior of the vehicle, the receiving device including means for coupling to an obstacle detection device of the vehicle. The emitting device of the left front optical unit is configured to generate a first beam when no turn indicator is activated, the first beam extending between a first direction forming the left outer boundary and a second direction forming the left inner boundary. The emitter of the right front optical unit is configured to generate a second beam when no turn indicator is activated, the second beam extending between a third direction forming the right inner boundary and a fourth direction forming the right outer boundary. The transmitting devices of the left front optical unit and the right front optical unit are capable of: - First, a detection field is formed within a predetermined portion of the clear area of ​​the receiving device of these optical units, the detection field having a detection width between a first direction and a fourth direction, the detection width being greater than or equal to a minimum detection width, the detection width being measured parallel to the front surface of the vehicle, and - Secondly, daytime running lights and / or position lights are provided. The signaling component is characterized in that, at least when the left turn indicator is activated, the transmitter of the right front optical unit is configured to cover the minimum detection width of the predetermined portion, and at least when the right turn indicator is activated, the transmitter of the left front optical unit is configured to cover the minimum detection width of the predetermined portion.

[0010] The zone of sharpness is defined by a plane that forms the sharpest point closest to the front of the vehicle in an image captured by the receiver of the right or left front optics unit, and a plane that forms the sharpest point furthest from the front of the vehicle in an image captured by the receiver of the right or left front optics unit. The distance between these two planes corresponds to the depth of field of the receiver of the right or left front optics unit.

[0011] In the signaling system according to the invention, position lights or daytime running lights are not allowed to operate simultaneously with turn signals because their emission surfaces overlap or are too close to each other.

[0012] When no turn indicator light is activated (i.e., turned on), the emitting devices of the optical unit together cover the light emission field from the first direction to the fourth direction. Therefore, the corresponding detection width is included between the first and fourth directions, and extends more or less between these two directions depending on the distance from the vehicle and the arrangement of the receiving devices of the optical unit.

[0013] The detection width is measured parallel to the road and the front face of the vehicle within the clear area of ​​the receiving device. A predetermined portion is defined, for example, between a first predetermined distance in front of the vehicle and a second predetermined distance in front of the vehicle, the second predetermined distance being farther from the vehicle than the first predetermined distance. The detection width within this predetermined portion must always be greater than a minimum detection width, which must allow for the detection of an obstacle at a sufficiently close distance in front of the vehicle.

[0014] For example, the predetermined section begins with the hyperfocal distance of the receiving device divided by two. The predetermined section has a depth of, for example, 50 centimeters (cm) in an orthogonal direction relative to the front face of the vehicle. After dividing the hyperfocal distance of the receiving device by two, any measured value of the detection width of the transmitter of the right front optical unit or the left front optical unit must therefore be greater than the minimum detection width (e.g., 50 cm) in the predetermined section.

[0015] In another example, when the first and second beams operate together, the minimum detection width at the point where they intersect is greater than or equal to 2 meters (m). In this case, the detection width is measured, for example, in a predetermined section located a few meters after the beam intersection point. This can be achieved by placing discrete obstacles in this predetermined section to form a barrier, and then measuring the length of the barrier detected by the vehicle parallel to the front face of the vehicle. More simply, the detection width is measured by measuring the width of a continuous illumination area in front of the vehicle, formed jointly by the two beams in a predetermined section, horizontally and parallel to the front face of the vehicle, when the angular amplitude of the detection field coincides with the angular amplitude of the emitted blue light.

[0016] Thanks to this invention, the detection width is sufficient when one of the turn indicators is activated. In other words, when one of the two turn indicators is activated, the detection width formed by a single unit in the optical unit is at least equal to the minimum detection width allowed by simultaneous operation of both optical units for detection purposes. This is achieved by ensuring that the angle formed by a second or third direction with the normal direction of the front surface of the vehicle, at least when one of these turn indicators is in operation, is greater than the angles in the prior art. This normal direction of the front surface of the vehicle can be correlated with the optical axis of the signaling component.

[0017] It should be noted that if other light sources can be used to implement a device that combines both signal transmission and detection functions, the present invention is not limited to emitting devices including light-emitting diodes.

[0018] In one embodiment of the invention, when one of the turn indicators is activated, the first, second, third, and fourth directions remain unchanged. In other words, in this embodiment of the invention, the detection width of each optical unit at a given distance from the vehicle is fixed and much wider than in the prior art.

[0019] In this embodiment of the invention, the transmitting devices of the left front optical unit and the right front optical unit are configured, for example, such that at a predetermined distance from the vehicle, the left inner boundary intersects the right outer boundary, and the right inner boundary intersects the left outer boundary.

[0020] In other words, the second direction forms an angle to the right relative to the normal direction of the vehicle's front surface, an angle greater than the angle formed by the first direction from the normal direction to the left, and the third direction forms an angle to the left relative to the normal direction, an angle greater than the angle formed by the fourth direction from the normal direction to the right. The angle formed by the first or fourth direction relative to the normal direction is, for example, strictly less than 80 degrees, preferably between 30 and 79 degrees, while the angle formed by the second or third direction relative to the normal direction is greater than or equal to 80 degrees.

[0021] Alternatively, in this embodiment of the invention, the third direction is parallel to the first direction, and the second direction is parallel to the fourth direction. In this alternative embodiment, the angles formed by each of the first, second, third, and fourth directions relative to the normal direction are equal and have, for example, a value greater than or equal to 80 degrees.

[0022] Preferably, in this embodiment of the invention, where the angular detection field of each optical unit is fixed, each first beam or second beam is generated by refracted light exiting the light guide, in which light rays emitted by the emitting device for emitting the first beam or second beam form corresponding incident light. The light guide has at least one exit surface and a decoupling device at a predefined point in the light guide, the decoupling device being able to reflect light rays propagating in the light guide so as to guide these light rays toward the at least one exit surface so as to generate incident light refracted at the exit end of the light guide.

[0023] Decoupling devices, such as prisms, are arranged on the surfaces of the light guide opposite to the at least one emitting surface and are configured to decouple the light rays to produce at least the minimum detection width in a predetermined portion. The prisms are patterned having a depth orthogonally measured relative to the main extension direction of the light guide, increasing from a first end of the light guide near the light source of the corresponding optical unit to a second end of the light guide away from the first end. These prisms are, for example, made from polycarbonate or PMMA (polymethyl methacrylate or...) The light guide is formed by removing material from its surface to create a triangular prism. The depth of the pattern corresponds to the height of the prism base, which is approximately 0.1 mm at the first end of the light guide and approximately 1 mm or even approximately 5 mm at the second end.

[0024] In another embodiment of the invention, the left front optical unit includes means for changing the angular amplitude of a first beam when the right front turn indicator is activated and the emitter of the right front optical unit is disabled, and / or the right front optical unit includes means for changing the angular amplitude of a second beam when the left front turn indicator is activated and the emitter of the left front optical unit is disabled. In this further embodiment of the invention, the angular detection field of an optical unit when no turn indicator is activated is narrower than the angular detection field of the optical unit when the turn indicator of another optical unit is activated.

[0025] For example, the means for changing the angular amplitude of the first beam can increase the angle formed to the right by the second direction relative to the normal direction of the front surface of the vehicle by at least 30° when the right front turn indicator is activated and the emitter of the right front optical unit is disabled, the normal direction pointing outwards from the vehicle. Similarly, the means for changing the angular amplitude of the second beam can increase the angle formed to the left by the third direction relative to the normal direction by at least 30° when the left front turn indicator is activated and the emitter of the left front optical unit is disabled. If the angle formed by the second direction or the third direction relative to the normal direction is 30° when the turn indicator is off, then when the turn indicator of one optical unit is activated, this angle, for example, reaches a value greater than or equal to 80° in another optical unit.

[0026] In another embodiment of the invention, the emitting device of each optical unit includes, for example, at least one deflector, at least a first light source and a second light source arranged offset from each other on the object-focal plane of the deflector, the deflector being configured to transmit light emanating from its focal plane to the front of the vehicle and thereby form a first beam or a second beam, and the means for changing the left front optical unit or the right front optical unit is capable of supplying power to the first light source and / or the second light source of the emitting device of the optical unit according to the activation of the right front turn indicator or the left front turn indicator.

[0027] The first light source is arranged, for example, on the optical axis of the deflector, while the second light source is horizontally offset from the optical axis while remaining within the focal plane of the deflector. When the right front turn indicator or the left front turn indicator is activated, the means for changing the left front optical unit or the right front optical unit can switch from the activation of one of these light sources to the activation of the other light source, or from the activation of only one of these light sources to the activation of both light sources.

[0028] Other features and advantages of the invention will become clearer, on the one hand, from the following description, and on the other hand, from the various exemplary embodiments given in a non-limiting and illustrative manner with reference to the accompanying drawings, in which:

[0029] [ Figure 1 The operation of an obstacle detection application implemented in a signaling assembly according to the invention is illustrated schematically.

[0030] [ Figure 2 The image shows an embodiment of the invention equipped with [the following]. Figure 1 The vehicle with the signaling component, and the beam emitted by the signaling component when no turn indicator is activated.

[0031] [ Figure 3 [This shows when] Figure 2The beam of light emitted by the signaling component when the turn indicator light is activated.

[0032] [ Figure 4 The second embodiment of the invention is shown equipped with Figure 1 The vehicle with the signaling component, and the beam emitted by the signaling component when no turn indicator is activated.

[0033] [ Figure 5 [This shows when] Figure 4 The beam of light emitted by the signaling component when the turn indicator light is activated.

[0034] [ Figure 6 The image shows a variant embodiment of the second embodiment of the invention equipped with... Figure 1 The vehicle with the signaling component, and the beam emitted by the signaling component when no turn indicator is activated.

[0035] [ Figure 7 [This shows when] Figure 6 The beam of light emitted by the signaling component when the turn indicator light is activated.

[0036] [ Figure 8 It shows Figure 4 or Figure 6 The transmitting device of the optical unit of the signal transmitting component.

[0037] [ Figure 9 It shows Figure 2 A front view of the transmitting device of the optical unit of the signal transmitting component, and

[0038] [ Figure 10 It shows Figure 9 The image shows a view of the transmitting device along its optical axis.

[0039] Figure 1 The operation of an obstacle detection application using multiple photon emitters 12 is illustrated. In this embodiment of the invention, these photon emitters are blue light-emitting diodes capable of emitting white light, such as... Figure 1 LEDs marked 121 and 122. For example... Figure 2 As shown, these light-emitting diodes are distributed in the left front optical unit 22, which includes the left front turn indicator, and the right front optical unit 24, which includes the right front turn indicator. These optical units are mounted on the front surface of the vehicle 2 and form part of the signaling assembly 1 of the vehicle 2 according to the invention.

[0040] Light-emitting diodes 121 and 122 each include, for example, an indium gallium nitride (InGaN) layer, on which a phosphor layer is deposited. Therefore, they are capable of generating beams for position lights or daytime running lights. In this example of an embodiment of the invention, light-emitting diodes are used to generate daytime running lights at the output of each optical unit 22, 24. Furthermore, in this example of the embodiment, the emitting surface of the daytime running light is the same as the emitting surface of the turn indicator light in the corresponding optical unit 22, 24. Therefore, when the turn indicator light of optical unit 22, 24 is activated, the daytime running light of the corresponding optical unit 22, 24 is deactivated, and the emitting surface is then used only for the turn indicator light.

[0041] Return to Figure 1 According to the present invention, the optical units 22 and 24 of the signal transmitting component 1 each further include a plurality of photon receivers 32. In this embodiment of the invention, these photon receivers are photodiodes labeled 321 and 322, such as SPAD (single-photon avalanche diode) photodiodes used to increase the receiving gain. Of course, for simplicity... Figure 1 Having only two light-emitting diodes and two photodiodes, optical units 22 and 24 can actually include more diodes and photodiodes. Multiple light-emitting diodes 12 form transmitting devices distributed in each optical unit 22 and 24 of the signal transmitting assembly 1 for transmitting high-frequency coded light-emitting signals s1 to the outside of the vehicle 2, and multiple photodiodes 32 form receiving devices distributed in each optical unit 22 and 24 of the signal transmitting assembly 1 for receiving such light-emitting signals arriving from the outside of the vehicle 2.

[0042] Optical units 22 and 24 are connected to an obstacle detection device 40, which is at least partially implemented in software within the computer of vehicle 2. More specifically, the optical units 22 and 24 of the signal transmitting assembly 1 are connected via a computer bus of type CAN (Controller Area Network) of vehicle 2. Figure 2 (shown in dashed lines) is connected to a decoding device 38 for decoding the light emission signals received by photodiodes 321 and 322. These decoding devices 38 communicate with the detection device 40 via a computer bus.

[0043] Now refer to Figure 1 Describe how the transmitting devices distributed in each optical unit 22, 24 cooperate with the receiving devices also distributed in each optical unit 22, 24.

[0044] In addition to multiple light-emitting diodes (LEDs) 12, the transmitting device includes a square-wave voltage signal source 10 and an electronic control device 3 for controlling these LEDs, the square-wave voltage signal source and the electronic control device being connected upstream of the multiple LEDs 12. To transmit the light-emitting signal s1, the source 10 provides a square-wave signal with a pulse width l of approximately 10 ns (nanoseconds) and a frequency of 50 MHz. To allow the transmission of this signal with such a high frequency, the electronic control device 3 includes, for example, a pre-equalization stage, which may optionally be associated with an amplification stage. Alternatively or additionally, the LEDs 121, 122 are selected to be less than 300 micrometers in size so as to naturally have a cutoff frequency exceeding 50 MHz.

[0045] Furthermore, the electronic control device 3 includes, in a known manner, a "bias tee" device that allows a DC voltage to be injected into a (optionally amplified) signal obtained from signal source 10, and then the sum of this DC voltage and the square wave signal obtained from signal source 10 is applied to the terminals of diodes 121 and 122. Applying the DC voltage allows diodes 121 and 122 to be biased, thereby allowing the diodes to emit a light-emitting signal s1. The light-emitting signal passes through the deflection device 5 before reaching the exit surfaces of optical units 22 and 24, as will be referred to later. Figures 8 to 10 Explanation.

[0046] The light emission signal s1 is reflected from the obstacle 6 to generate a reflected light emission signal s2. The light emission power of the reflected light emission signal is sufficient to be picked up by photodiodes 321 and 322 among the multiple photodiodes 32 of the receiving device.

[0047] In addition to photodiodes 321 and 322, the receiving device includes a blue light filter 8 and a lens 9. The blue light filter filters the reflected light of the emitted signal s2 so that only the blue component of the light passes through, and the lens focuses this component toward the photodiodes 321 and 322. The intensity of the blue light emitted by diodes 121 and 122 is typically lower than that of sunlight. However, the beam emitted by diodes 121 and 122 is modulated so that analysis of the modulated signal allows the reflected light of signal s2 (including blue light) to be distinguished from external light pollution during the decoding process.

[0048] The light-emitting signal s1 transmitted by diodes 121 and 122 encodes a specific pulse sequence with a width l of 10 ns, which repeats cyclically. The pulse sequence is defined to facilitate the assessment of the time shift between its transmission and reception, as explained below. For example, the pulse sequence has three pulses following each other, followed by a single pulse after 60 ns, then two pulses following each other after 40 ns, and so on.

[0049] The emitted light signal s1 illuminates the obstacle 6 and generates a reflected light signal s2. Photodiodes 321 and 322 pick up the reflected light signal s2 and the blue component of ambient light (e.g., sunlight) and transmit the electrical signal to an electronic control device 13, which amplifies the electrical signal and transmits it to a decoding device 38. In addition to the amplification stage, the electronic control device 13 may optionally include a post-equalization stage.

[0050] The decoding device 38 includes a counting element Nb and a thresholding device 34. The counting element counts the photons received by each of the photodiodes 321 and 322 as time t changes. The thresholding device thresholds the intensity of the light emitted by the photodiodes 321 and 322 with reference to the intensity of sunlight. This thresholding is equivalent to clipping the count signal Nb, which changes with time t, to a number of photons exceeding the intensity corresponding to the blue component of sunlight, thereby generating a thresholded light emitted signal s3. This thresholding suppresses the component of the received electrical signal caused by sunlight. Of course, in this case, the thresholded light emitted signal is actually an electrical or digital signal corresponding to the thresholding of the received light emitted signal s2.

[0051] The decoding device 38 also includes an association device 36 for associating the threshold-processed light emission signal s3 with the light emission signal s1 transmitted by diodes 121 and 122. This association device 36 determines the time shift τ between the threshold-processed light emission signal and the transmitted light emission signal s1, and transmits this time shift τ to the obstacle detection device 40 of the vehicle 2. The obstacle detection device 40 converts this time shift τ into a distance from the obstacle 6, thus allowing the detection of the obstacle.

[0052] It should be noted that the receiving devices of optical units 22 and 24 decode the reflected light-emitting signal s2 corresponding to the light-emitting signal s1 emitted by one or the other of optical units 22 and 24.

[0053] The invention will now be described in more detail, specifically, the signaling component is configured such that when the turn indicator of the optical unit is activated, the transmitting device associated with another optical unit is configured to cover a predetermined portion of the clear area of ​​the receiving device of the vehicle's optical unit, or more simply, to cover a minimum detection width at a predetermined distance in front of the vehicle.

[0054] like Figure 2As shown, regarding the first embodiment of the present invention, when the emitting devices of the two optical units 22 and 24 operate simultaneously, that is, when the turn indicator is not activated, the left front optical unit 22 emits a first beam 222. This first beam extends horizontally relative to the road on which the vehicle 2 is traveling, from a first direction d1 forming an angle γ1 to the left of the normal direction X relative to the front surface of the vehicle 2 at 80 degrees, to a second direction d2 forming an angle γ2 to the right of the normal direction X relative to the front surface at 30 degrees. This normal direction corresponds to the optical axis of the signal transmission system. The first direction d1 forms the left outer boundary of the emitting device of the signal transmission assembly 1, and the second direction d2 forms the left inner boundary of the emitting device of the signal transmission assembly 1.

[0055] Similarly, when the emitting devices of the two optical units 22 and 24 operate simultaneously, the right front optical unit 24 emits a second beam 242, which extends horizontally relative to the road on which the vehicle 2 is traveling, from a third direction d3 forming the right inner boundary of the emitting device of the signaling assembly 1 to a fourth direction d4 forming the right outer boundary of the emitting device of the signaling assembly 1. The third direction d3 forms an angle to the left relative to the normal direction X of the front surface of the vehicle 2, which is equal to an angle γ2 of 30 degrees, and the fourth direction d4 forms an angle to the right relative to the normal direction X of the front surface of the vehicle 2, which is equal to an angle γ1 of 80 degrees. In this configuration, the first beam 222 and the second beam 242 intersect at a distance D1 from the front surface of the vehicle, which is approximately 1.7 m, and the optical units 22 and 24 are spaced 2 m apart on the front surface of the vehicle 2.

[0056] At this distance D1, the first beam 222 and the second beam 242 together form a region in front of the vehicle that is continuously illuminated in the horizontal direction between the first direction d1 and the fourth direction d4. With respect to a predetermined distance D1 of length L, this region has a dimension measured horizontally and parallel to the front surface of the vehicle 2, centered on the optical axis OX of the signaling component 1. This length L corresponds to the emission width formed by the first beam 222 and the second beam 242 and measured at the predetermined distance D1. Alternatively, this length can be described as corresponding to an angular amplitude relative to the optical axis OX of the signaling component 1 [-80 degrees; +80 degrees].

[0057] For simplicity, in the following description, it is assumed that the emission width L corresponds to the detection width L, that is, the transmitting device 12, the receiving device 32, and the obstacle detection device 40 allow the vehicle 2 to detect any obstacle located between the first and second directions beyond a predetermined distance D1. In practice, the detection width L can be smaller than the emission width, because the receiving device 32 does not need to be configured to receive any reflected emission signals s2 with directions between the first and fourth directions. However, it is assumed here that the detection width L is equal to the width of the beams 222 and 242 at their intersection, and that this detection width L is greater than the minimum detection width L0 required for safe detection of obstacles in front of the vehicle. This minimum detection width is, for example, two meters. Of course, the further away from the vehicle in the clear zone, the larger the detection width. Therefore, the minimum detection width is small because it is fixed near the vehicle. In this embodiment, the predetermined distance D1 forms the lower limit of a predetermined portion of the clear zone of the receiving device 32.

[0058] Figure 3 One configuration is shown in which the turn indicator of one optical unit (here, the right front optical unit) is activated, so only the transmitter of the other optical unit (here, the left front optical unit 22) is operational. To maintain a minimum detection width L0 at a predetermined distance D1, in this configuration, the first beam 222 extends from a first direction d1 forming an angle γ1 of 80 degrees to the left relative to direction X to a second direction d2, the angle of which with direction X is increased compared to the previous configuration. This is because the second direction d2 and direction X now form an angle γ3 greater than 80 degrees (e.g., 90 degrees) to the right. As a result, the second direction d2 intersects with a fourth direction d4 at a distance D2 in front of the vehicle, which is also included in the clear zone of the receiving device 32 of optical units 22, 24. This allows for sufficient detection at a greater distance in front of the vehicle. The predetermined distance D2 forms the upper limit of a predetermined portion of the clear zone of the receiving device 32. Therefore, any detection width measurement performed within the predetermined portion must allow for verification that the detection width within that predetermined portion is greater than the minimum detection width L0.

[0059] Therefore, the angular amplitude of the first beam 222 corresponds to the optical axis OX [-80 degrees; +90 degrees] relative to the signal transmitting component 1, which allows the minimum detection width L0 of the previous configuration to be retained.

[0060] As a variation of this first embodiment, when the turn indicator (located in the right front optical unit) is activated, it is in conjunction with... Figure 2Compared to the previous configuration, the angle γ1 formed by the first direction d1 to the left relative to direction X can be reduced, while the angle formed by the second direction d2 to the right relative to direction X can be increased. Therefore, an angular amplitude of, for example, [-30 degrees; +80 degrees] of the first beam 222 relative to the optical axis of the left front optical unit 22 can be obtained, which is sufficient to maintain the illuminated area in front of the vehicle having a minimum length of the minimum detection width L0 measured horizontally between the first direction d1 and the second direction d2 at a predetermined distance D1. In this embodiment of the invention, it is particularly important that the interior angle γ3 is greater than the exterior angle γ1 to obtain the intersection between the second direction d2 and the fourth direction d4 in the clear region.

[0061] Naturally, when the left turn indicator is activated, the second beam 242 emitted by the right front optical unit 24 is symmetrical with respect to the optical axis OX of the signaling component 1 to the first beam 222 emitted by the left front optical unit 22 when the right turn indicator is activated.

[0062] Finally, in this first embodiment of the invention, compared to the configuration that operates together with the two optical units 22, 24, it is important to increase the angle formed by the beams 222, 242 emitted by the other of the optical units 22, 24 with the normal direction X of the front surface of the vehicle 2 when one of the optical units 24, 22 is disabled.

[0063] according to Figures 4 to 5 In the second embodiment shown, the emitting devices of the two optical units 22 and 24 are configured to form a first beam 222a and a second beam 242a, respectively, and these beams are the same regardless of whether one of the vehicle's turn indicators is activated.

[0064] The first beam 222a extends horizontally relative to the road on which the vehicle 2 is traveling, from a first direction d1 forming an angle γ1 to the left of the normal direction X relative to the front face of the vehicle 2, and extends to a second direction d2 forming an angle γ3 to the right of the normal direction X relative to the front face of the vehicle 2, and horizontally from the first direction d1 to the left of the normal direction X relative to the front face of the vehicle 2.

[0065] The second beam 242a extends horizontally relative to the road on which the vehicle 2 is traveling, from a third direction d3 forming an angle γ3 of 90 degrees to the left relative to the normal direction X of the front face of the vehicle 2, to a fourth direction d4 forming an angle γ1 of 80 degrees to the right relative to the normal direction X of the front face of the vehicle 2.

[0066] In this second embodiment of the invention, the minimum detection width L0 is, for example, 50 cm and is measured at a predetermined distance D1, which is used as the hyperfocal distance of the receiving device 32 divided by two. The predetermined distance D1 is, for example, 40 cm and forms the lower limit of a predetermined portion of the clear area of ​​the receiving device 32. The distance D2, corresponding to the distance at which the second direction d2 and the fourth direction d4 intersect, forms the upper limit of the predetermined portion of the clear area of ​​the receiving device 32.

[0067] As a variant, the upper limit of the predetermined portion corresponds to the last sharp plane allowed by the receiving device of the right front optical unit or the left front optical unit. In other words, in this variant, the predetermined portion extends along the depth of field of the optical receiving system.

[0068] At a predetermined distance D1, the first beam 222a and the second beam 242a form an illuminated area in front of the vehicle. This illuminated area, measured horizontally and parallel to the front surface of the vehicle 2, has a dimension equal to its length L, which is greater than the minimum detection width L0. Therefore, the configuration of the optical units 22 and 24 operating together in this second embodiment provides at least the same level of illumination as... Figure 2 The same detection angle amplitude in the configuration.

[0069] Figure 5 A configuration is shown in this second embodiment of the invention, where the turn indicator of one of the optical units (here, the right front optical unit 24) is activated, thus only one optical unit (here, the left front optical unit 22) is operating. Since the first beam 222a is the same as the beam in the previous configuration, the illuminated area in front of the vehicle is horizontal and parallel to the front surface of the vehicle, having a length dimension equal to the minimum detection width L0 at a predetermined distance D1. This configuration is achieved particularly by the fact that the angle γ3 formed by the second direction d2 to the right relative to the normal direction X is greater than the angle γ1 formed by the first direction d1 to the left relative to the normal direction X, and by the selection of these two angles γ1 and γ3. Since angle γ1 is typically 80 degrees, this means that angle γ3 is greater than or equal to 80 degrees.

[0070] Naturally, when the left turn indicator is activated, the second beam 242a emitted by the right front optical unit 24 is symmetrical with respect to the optical axis OX of the signaling component 1 to the first beam 222a emitted by the left front optical unit 22 when the right turn indicator is activated.

[0071] according to Figure 6 In a variant of the second embodiment shown, the emitting devices of the two optical units 22, 24 are configured to form a first beam 222b and a second beam 242b, respectively, which are identical regardless of whether one of the vehicle's turn indicators is activated.

[0072] In this variant, the first beam 222b extends horizontally relative to the road on which the vehicle 2 is traveling, from a first direction d1 forming an angle γ1 of 80 degrees to the left of the normal direction X relative to the front face of the vehicle 2, to a second direction d2 forming an angle γ1 of 80 degrees to the right of the normal direction X relative to the front face of the vehicle 2.

[0073] Similarly, the second beam 242b extends horizontally relative to the road on which the vehicle 2 is traveling, from the normal direction X relative to the front face of the vehicle 2 to the left at an angle γ1 of 80 degrees, and then to the right at an angle γ1 of 80 degrees, and finally to the right at the normal direction X relative to the front face of the vehicle 2, forming a third direction d3.

[0074] This configuration also obtains an illuminated area in front of the vehicle at a predetermined distance D1 (e.g., equal to or greater than the hyperfocal distance divided by two, but included in the clear area of ​​the receiving device 32), the illuminated area being horizontally and parallel to the front surface of the vehicle 2, with a dimension equal to the length L, which is greater than the minimum detection width L0. Therefore, the configuration of the optical units 22, 24 operating together in this variant of the second embodiment provides at least the same... Figure 2 The same detection angle amplitude in the configuration.

[0075] Figure 7 The configuration of this variant embodiment of the invention is shown, wherein the turn indicator of the left front optical unit 22 is enabled, so only the emitting device of the right front optical unit 24 is in operation. Since the second beam 242b is the same as the beam in the previous configuration, the illuminated area in front of the vehicle is horizontal and parallel to the front surface of the vehicle, having a length dimension equal to the minimum detection width L0 at a predetermined distance D1.

[0076] This variant embodiment illustrates the possibility of implementing the invention using beams symmetrical about the normal direction X relative to the front surface of the vehicle, provided that the angle of each beam relative to the normal direction X is sufficiently large.

[0077] It should be noted that, Figures 2 to 7 In this context, for visibility reasons, the angle value shown is not 80 degrees or greater, but a smaller value. This specifically distorts the perception of the size of the illuminated area in front of the vehicle, which is actually much wider horizontally and parallel to the front face of the vehicle. This means that in reality, in both configurations with and without turn signals enabled, the minimum detection width L0 representing the detection angle amplitude is always approximately centered or precisely centered on the vehicle's optical axis OX.

[0078] Since the detection angle amplitude is actually smaller than the emission angle amplitude, the present invention maintains the same detection amplitude at a predetermined distance D1 in each configuration (i.e., whether the turn indicator is enabled).

[0079] Figure 8 The operation of the emitting device of the optical units 22, 24 in the second embodiment of the invention is illustrated. These emitting devices include a light guide 7 made, for example, of polycarbonate or polymethyl methacrylate (PMMA). The light guide 7 is processed along its length on a first surface 71 to form triangular prisms 7_1 to 7_n on the first surface 71 by removing material. The height of each prism 7_1 to 7_n is parallel to the first surface 71 and orthogonally oriented relative to the length of the light guide 7, such that light passing through the optical fiber can be reflected from a lateral surface of one of these prisms, or can pass through at least one lateral surface of one of these prisms. The volume of each prism 7_1 to 7_n is composed of air.

[0080] The light guide 7 is capable of receiving light emission signals s1 emitted by a plurality of light-emitting diodes 12. These signals propagate through reflection within the light guide 7 and exit the light guide 7 via refraction through a second surface 72, which is the exiting surface opposite to the first surface 71. More specifically, when light reaches the surface of the light guide 7 at an angle of incidence less than 40 degrees, the light is refracted; and when light reaches the surface of the light guide 7 at an angle of incidence greater than 40 degrees, the light is reflected.

[0081] Therefore, the light s1_1 that reaches the prism 7_1 with an incident angle greater than 40 degrees in the light guide is reflected from the surface of the prism 7_1 and is incident at an incident angle β1 less than 40 degrees toward the exit surface 72. As a result, the light s1_1 leaves the light guide 7 and helps to form one of the illumination beams 222a, 242a or 222b, 242b.

[0082] Another ray s1_2, which arrives at the luminous signal s1 on prism 7_1 in the light guide at an angle of incidence less than 40 degrees, passes through prism 7_1 and leaves the prism, forming an angle of incidence greater than 40 degrees on the surface of the next prism 7_2. As a result, ray s1_2 is reflected from this surface of prism 7_2 and strikes the exit surface 72 at an angle of incidence β2 less than 40 degrees. Therefore, it leaves the exit surface 72 and contributes to the formation of one of the illumination beams 222a, 242a or 222b, 242b.

[0083] As light travels along the light guide 7, the corresponding light rays leave the exit surface 72 after passing through more and more prisms, where the incident angles β1, β2, ..., βn are in the range [-40°; 40°] relative to the normal of the exit surface 72, thereby obtaining one of the light beams 222a, 242a, 222b, and 242b.

[0084] This is achieved by using prisms 7_1, ..., 7_n to present surfaces that form angles α1, α2, ..., αn with the first surface 71 from the incident light from the plurality of light-emitting diodes 12. These angles increase with distance from the plurality of light-emitting diodes 12. Furthermore, the orthogonal depth of each prism 7_1, ..., 7_n relative to the length of the light guide 7 gradually increases with distance from the plurality of light-emitting diodes 12. Specifically, the height of the base of the first prism 7_1 is between 0.05 mm and 0.2 mm, for example, 0.1 mm, and the height of the base of the last prism 7_n is between 0.8 mm and 2 mm, for example, 1 mm.

[0085] Figure 9 and Figure 10 The operation of the emitting device of optical units 22, 24 in a first embodiment of the present invention is illustrated. In this first embodiment of the present invention, the emitting device of optical units 22, 24 includes means for changing the angular amplitude of another beam of beams 222, 242 when one of the beams 242, 222 is disabled. These changing means utilize a deflector 5 of the focal point F (in... Figure 1 (Also marked) (e.g., lens), and also uses the offset of the light source present in multiple light-emitting diodes 12 relative to the optical axis FX of the deflector 5.

[0086] Specifically, the plurality of light-emitting diodes 12 may include multiple light-emitting chips (e.g., such as...) Figure 9 A single light-emitting diode (LED) of the six chips shown.

[0087] Four of these six chips form component 12a, which is capable of generating beams 222 or 242 when no turn indicator light is activated, as shown in the reference. Figure 2 As described. This is achieved by distributing the chips of component 12a within the focal plane of deflector 5, such that the light emitted by them forms a beam 222 or 242 with an optical axis FX. Specifically, the light emitted by component 12a forms a maximum angle γ1, measured horizontally relative to the road, on a first side of the optical axis FX, and a maximum angle γ2, measured horizontally relative to the road, on a second side of the optical axis FX separate from the first side.

[0088] The other two chips of these six chips form component 12b. When both the chips in component 12a and the chips in component 12b emit light, as shown in the reference... Figure 3As described, when the turn indicator is turned on, components 12a and 12b together generate a beam 222 or 242. This is achieved by having component 12b horizontally offset from the optical axis FX of the deflector 5 while remaining within the focal surface of the deflector 5. The positions of the chips in component 12b are such that the light emitted by these chips forms a minimum angle γ2 on the second side of the optical axis FX in the horizontal direction relative to the road, and a maximum angle γ3 on the second side of the optical axis FX in the horizontal direction relative to the road.

[0089] As a variant, chip components 12a and 12b are replaced by individual light-emitting diodes or individual light-emitting diode components.

[0090] Of course, the present invention is not limited to the examples described above, and many modifications can be made to these examples without departing from the scope of the present invention.

Claims

1. A signaling assembly (1) for a vehicle (2), the signaling assembly comprising a left front optical unit (22) and a right front optical unit (24), the left front optical unit comprising a left front turn indicator, the right front optical unit comprising a right front turn indicator, each optical unit (22, 24) further comprising: Transmitting device (12, 7, 5), the transmitting device is used to transmit a high-frequency coded light emission signal (s1) to the outside of the vehicle (2); and a receiving device (32) for receiving such luminous signal (s2) arriving from outside the vehicle (2), the receiving device (32) including means for coupling to an obstacle detection device (40) of the vehicle (2), the emitting device (12, 7, 5) of the left front optical unit (22) being configured to generate a first beam (222, 222a, 222b) when the turn indicator is not activated, the first beam extending between a first direction (d1) forming the left outer boundary and a second direction (d2) forming the left inner boundary. The emitting devices (12, 7, 5) of the right front optical unit (24) are configured to generate a second beam (242, 242a, 242b) when the turn indicator is not activated. The second beam extends between a third direction (d3) forming the right inner boundary and a fourth direction (d4) forming the right outer boundary. The transmitting devices (12, 7, 5) of the left front optical unit (22) and the transmitting devices (12, 7, 5) of the right front optical unit (24) are capable of: First, a detection field is formed that covers a predetermined portion of the clear area of ​​the receiving device of the optical unit. This detection field has a detection width between the first direction (d1) and the fourth direction (d4), the detection width being greater than or equal to a minimum detection width, and the detection width is measured parallel to the front surface of the vehicle. - Secondly, daytime running lights and / or position lights are provided. The signaling component (1) is characterized in that, at least when the left turn indicator is activated, the transmitters (12, 7, 5) of the right front optical unit (24) are configured to individually cover the minimum detection width (L0) in the predetermined portion, and at least when the right turn indicator is activated, the transmitters (12, 7, 5) of the left front optical unit (22) are configured to individually cover the minimum detection width (L0) in the predetermined portion.

2. The signal transmitting component (1) as claimed in claim 1, wherein, When one of the turn indicators is activated, the first direction, the second direction, the third direction, and the fourth direction (d1, d2, d3, d4) do not change.

3. The signal transmitting component (1) as described in claim 2, wherein, The transmitting devices (12, 7) of the left front optical unit (22) and the right front optical unit (24) are configured such that at a predetermined distance (D2) from the vehicle (2) included in the predetermined portion, the left inner boundary intersects the right outer boundary, and the right inner boundary intersects the left outer boundary.

4. The signal transmitting component (1) as claimed in claim 2, wherein, The second direction (d2) forms an angle (γ3) to the right relative to the normal direction (X) of the front surface of the vehicle (2), the angle being greater than the angle (γ1) formed by the first direction (d1) from the normal direction (X) to the left, and wherein the third direction (d3) forms an angle (γ3) to the left relative to the normal direction (X), the angle being greater than the angle (γ1) formed by the fourth direction (d4) from the normal direction (X) to the right.

5. The signal transmitting component (1) as claimed in claim 2, wherein, The third direction (d3) is parallel to the first direction (d1), and the second direction (d2) is parallel to the fourth direction (d4).

6. The signaling component (1) as claimed in any one of claims 2 to 5, wherein, Each first beam or second beam (222a, 222b, 242a, 242b) is generated by refracted light leaving the light guide (7), in which the light emitted by the emitting device (12, 7) for emitting the first beam or second beam (222a, 222b, 242a, 242b) forms a corresponding incident light. The light guide (7) has at least one exit surface (72) and decoupling devices (7_1, ..., 7_n) at a predefined point in the light guide (7), the decoupling devices (7_1, ..., 7_n) being able to reflect the light propagating in the light guide (7) so as to guide the light toward the at least one exit surface (72) so as to generate incident light refracted at the exit end of the light guide (7).

7. The signaling component (1) as described in the preceding claim, wherein, The decoupling device (7_1, ..., 7_n) is a prism arranged on a surface (71) of the light guide opposite to the at least one outgoing surface (72) and configured to decouple the light rays in order to generate at least the minimum detection width (L0) in the predetermined portion.

8. The signaling component (1) as described in the preceding claim, wherein, The prisms (7_1, ..., 7_n) form a pattern having a depth orthogonally measured relative to the main extension direction of the light guide, the depth increasing from a first end of the light guide near the light source (12) of the emitting device (12, 7) of the corresponding optical unit (22, 24) to a second end of the light guide away from the first end.

9. The signal transmitting component (1) as claimed in claim 1, wherein, The left front optical unit (22) includes means for changing the angular amplitude of the first beam (222) when the right front turn indicator is enabled and the emitting device (12, 5) of the right front optical unit (24) is disabled, and wherein the right front optical unit (24) includes means for changing the angular amplitude of the second beam (242) when the left front turn indicator is enabled and the emitting device (12, 5) of the left front optical unit (22) is disabled.

10. The signaling component (1) as described in the preceding claim, wherein, The device for changing the angular amplitude of the first beam (222) is capable of increasing the angle formed to the right by the second direction (d2) relative to the normal direction (X) of the front surface of the vehicle (2) by at least 30° when the right front turn indicator is enabled and the emitting device (12, 5) of the right front optical unit (24) is disabled, the normal direction pointing to the outside of the vehicle (2), and wherein the device for changing the angular amplitude of the second beam (242) is capable of increasing the angle formed to the left by the third direction (d3) relative to the normal direction (X) by at least 30° when the left front turn indicator is enabled and the emitting device (12, 5) of the left front optical unit (22) is disabled.

11. The signaling component (1) as claimed in any one of claims 9 and 10, wherein, The emitting device (12, 5) of each optical unit (22, 24) includes at least one deflector (5), at least a first light source and a second light source (12a, 12b) arranged offset from each other on the object-focal plane of the deflector (5), the deflector (5) being configured to transmit light emanating from its focal plane to the front of the vehicle (2) and thereby form the first light beam or the second light beam (222, 242), the means for changing the power supply of the device of the left front optical unit (22) or the right front optical unit (24) to the first light source and / or the second light source (12a, 12b) of the emitting device (12, 5) of the optical unit according to the activation of the right front turn indicator or the left front turn indicator.

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