Camera-based control of emergent light angle of headlamp of vehicle

Abstract

The invention relates to camera-based control of an emergent light angle of a headlight of a vehicle. The invention relates to a method for controlling the vertical emission light angle of a headlamp (2) of a vehicle (1) comprising a front camera (9) and a device (28) for commissioning (8, 27) the emission light angle of the headlamp (2). The method comprises the following steps: determining a geometrical relationship (alpha, h alpha) between an initial emergent light direction (7) of the headlamp (2) and a direction (11) defining the current alignment of the camera on the basis of at least one image acquired by the front camera (9); determining a current pitch angle (beta) of the front camera (9) with respect to the ground based on images acquired by the front camera (9) during travel of the vehicle (1); and controlling the vertical exit light angle of the headlight (2) on the basis of the determined geometrical relationship between the initial exit light direction (7) of the headlight (2) and the direction (11) defining the current alignment of the front camera (9), and the determined current pitch angle (beta) of the front camera (9). A similar method for controlling the horizontal exit light angle of a headlamp (2) of a vehicle (1) is also described.

Description

TECHNICAL FIELD

[0001] The present invention relates to a method for controlling, in particular adjusting and / or adapting, a vertical exit light angle of a vehicle headlight, and a method for controlling, in particular adjusting and / or adapting, a horizontal exit light angle of a vehicle headlight. The present invention further relates to a control device for controlling an exit light angle of a vehicle headlight, a vehicle, a computer-implemented method, a computer program product, a computer-readable data medium, and a data carrier signal. BACKGROUND

[0002] Correct adjustment and reliable headlight range adaptation of a vehicle headlight is of particular importance in view of current and future regulatory requirements and road safety background. Traditionally, the range of a headlight can be adjusted or corrected manually and / or in an automated manner, e.g. using a stepper motor. Furthermore, so-called adaptive driving beam systems (ADB) and headlamps with camera-based dynamic headlight range adaptation systems (CbADL) are known.

[0003] The above-mentioned systems, in particular the camera-based systems, require a calibration of both the camera and the headlight under the same controlled conditions, i.e. aligned in a determined manner with respect to the vehicle. This calibration is also referred to as “aiming”. Since the installation and manufacturing tolerances are much larger than the tolerances acceptable for the headlight range adaptation, a joint calibration has to be performed.

[0004] The headlight range adaptation of a vehicle headlight conventionally comprises the following steps. First, the adjustment position of the headlight is determined, which is a prerequisite for setting the zero angle. Thus, by means of a nominal basic adjustment of the stepper motor angle, the headlight as a component is calibrated to achieve a fixed exit light gradient. The headlight is usually placed in the “zero position” (on the actuation side) at the end of the production line. Since there are large mechanical tolerances in the headlight as a component and the headlight assembly in the entire vehicle system, the angle then needs to be corrected by means of an adjustment screw or an electronic actuation so that the light is emitted at a fixed angle. This process is also referred to as “adjustment” or “aiming” and provides the adjustment position as a prerequisite for each subsequent compensation. The subsequent headlight range adaptation, also referred to as “leveling”, determines the change in the angle between the vehicle and the ground and compensates for the fixed exit light angle or the required deviation from the adjustment position.

[0005] Related prior art is for example disclosed in DE 10 2019 207 838 A1, which describes a method for aligning a light beam emitted by a motor vehicle headlight; US 10 227 032 B2, which describes a system for adjusting a motor vehicle headlight; CN 202 794 722 U and CN 103 373 274 B.

[0006] There are individual manufacturing tolerances in the light emission direction of each headlight, which can amount to several degrees and result from the respective optical system and the assembly of the headlight in the vehicle. A "setting" is therefore required at the end of the production process, traditionally by means of adjustment screws, to adapt the orientation of the headlight to the vehicle. Electronic actuation is also possible by means of electric motors or pixel tuning, or only the deviation of the current setting from the setpoint setting is detected.

[0007] After the correct calibration of the headlight in the vertical direction, a system for dynamic headlight range adjustment ("dynamic headlight leveling") can be used in order to maintain a constant emission angle relative to the ground even when the vehicle pitch angle changes. While 100% implementation under dynamic conditions is not possible or necessary, at least the load-dependent pitch angle changes can be compensated. The compensation is traditionally made relative to the nominal pitch angle. Thus, for example, if the vehicle pitch angle increases by 1 degree from the nominal pitch angle, the emission angle is reduced by 1 degree from the nominal setting.

[0008] Traditionally, each vehicle has to be individually calibrated at the end of the production process, in particular due to manufacturing tolerances, individual and equipment-related load conditions, wheel suspension conditions and damping conditions, and individual sensor mounting differences. The sensor output signal corresponding to the nominal state of the vehicle (for example the output signal of a level sensor) has to be determined for each vehicle. Load-dependent pitch angle changes can be determined during driving, for example by means of a level sensor or a camera-based method.

[0009] The existing systems actually use two independent measurement mechanisms for calibration. A first system determines the reference pitch angle of the vehicle at the end of the production. For a level sensor, this means storing the raw initial data; and for the case of using a camera, the pixel position relative to a point directly in front of the vehicle is determined by means of a visual acquisition pattern. A second system separately tunes the headlight so that its emission angle has a predetermined (that is, defined) gradient. In both cases, the sensor calibration and the headlight calibration have to be carried out under the same vehicle conditions. SUMMARY

[0010] Against this background, it is an object of the present application to provide an advantageous method for controlling, in particular adjusting and / or regulating, the vertical or horizontal exit light angle of a headlight of a vehicle. It is a further object to provide an advantageous control device, a vehicle, a computer-implemented method, a computer program product, a computer-readable data medium and a data carrier signal for controlling the exit light angle of a headlight of a vehicle.

[0011] These objects are achieved by a method for controlling a vertical exit light angle of a headlight of a vehicle according to patent claim 1, a method for controlling a horizontal exit light angle of a headlight of a vehicle according to patent claim 2, a control device according to patent claim 12, a vehicle according to patent claim 13, a computer-implemented method according to patent claim 14, a computer program product according to patent claim 15, a computer-readable data medium according to patent claim 16 and a data carrier signal according to patent claim 17. The dependent claims contain further advantageous embodiments of the invention.

[0012] The method for controlling, in particular adjusting ("tuning") or calibrating, and / or adjusting ("leveling") or setting, a vertical exit light angle of a headlight of a vehicle according to the invention involves a vehicle comprising a front camera and a device for commissioning, e.g. controlling or adjusting or readjusting, the exit light angle of the headlight. For the sake of brevity, the front camera is referred to as camera in the following.

[0013] The method according to the invention comprises the following steps: In a first step, a geometric relationship between an initial exit light direction of the headlight and a direction defining, i.e. determining or establishing, a current alignment, in particular a vertical alignment, of the front camera is determined, e.g. calculated, based on at least one image acquired by the front camera, i.e. by an image-based method. The direction defining the current alignment of the front camera can be the boresight axis or the central image acquisition direction of the camera.

[0014] In a second step, a current pitch angle of the front camera relative to the ground, e.g. relative to the direction defining the alignment of the camera, is determined, e.g. calculated, based on images acquired by the front camera during driving, i.e. during translational movement of the vehicle, in other words by an image-based method. In a third step, the vertical exit light angle of the headlight is controlled, e.g. adjusted and / or adjusted, based on the determined geometric relationship between the initial exit light direction of the headlight and the direction defining the current alignment of the front camera, and based on the determined current pitch angle of the front camera.

[0015] In the context of the invention, the vehicle can be, for example, a motor vehicle or a rail vehicle. The term "controlling" should be understood to include controlling and feedback controlling aspects as well as adjusting. This includes adjusting in the sense of calibrating or tuning, as well as adjusting in the sense of setting or leveling. The front camera should be understood as a camera configured to acquire images in the direction of travel or in front of the vehicle. The device for commissioning the exit light angle of the headlight can comprise a stepper motor.

[0016] The method according to the invention for controlling the horizontal light exit angle of a vehicle headlight (the vehicle comprising a front camera and a device for adjusting the light exit angle of the headlight) comprises the following steps: In a first step, a geometric relationship between the initial light exit direction of the headlight and the direction defining (i.e. determining or establishing) the current alignment, in particular the horizontal alignment, of the front camera is determined (e.g. calculated) based on at least one image acquired by the front camera (i.e. by an image-based method).

[0017] In a second step, a current yaw angle of the front camera relative to the longitudinal axis of the vehicle is determined (e.g. calculated) based on images acquired by the front camera during the travel of the vehicle (i.e. during the translational movement of the vehicle) (i.e. by an image-based method). In a third step, the horizontal light exit angle of the headlight is controlled (e.g. adjusted and / or adapted) based on the determined geometric relationship between the initial light exit direction of the headlight and the direction defining the current alignment of the front camera and based on the determined current yaw angle of the front camera.

[0018] The method according to the invention has the advantage that, in comparison to conventional calibration methods and calibration systems known in the prior art (which are cost-intensive and complex, space-consuming and require personnel for their training, require special measuring tools and special calibration stations, or correspondingly arranged during the production of the vehicle and during its operation and maintenance), the invention provides a simple, economic, reliable and robust alternative which can be applied flexibly without special arrangements or professional personnel. By jointly calibrating or arranging the camera and the headlight relative to each other and not relative to the vehicle, respectively, an accumulation of errors can also be avoided. The precision and reliability of the corresponding light exit angle control is thus improved. Furthermore, by the invention, a headlight adjustment service can also be performed outside the vehicle workshop. The vehicle workshop does not therefore have to be retrofitted for the light adjustment service.

[0019] Furthermore, the calibration and setup are simplified overall because the front camera and the corresponding headlights can be aligned with higher tolerances relative to the vehicle, allowing both calibration steps (i.e., front camera calibration and headlight calibration) to be performed with less expense compared to current practices. Specifically, at the end of the production process, precise fixed zero positions do not need to be adjusted. Instead, by determining the geometric relationship between the camera and headlight alignment, the present invention allows for the calibration of the headlight's emitted light angle relative to the ground (i.e., in the vertical or horizontal direction) even when the camera's central image acquisition direction or line of sight is not calibrated relative to the vehicle, for example, using only the acquired image of the headlight's light cone projected onto a screen or wall at a known distance from the camera. During driving, the angle between the uncalibrated central image acquisition direction or the front camera's line of sight and the ground or horizontal plane can be determined using an image-based method. With this information alone, the misalignment of the headlight's emitted light angle relative to the ground can be determined, and the corresponding correction value can be calculated.

[0020] Another advantage is that recalibration can be performed on-site at any time, without requiring vehicle removal. In contrast, according to existing technology, recalibration requires vehicle removal, and the maintenance of the sensor system requires obtaining the vehicle's pitch angle under the same conditions as headlight calibration. Therefore, both the sensor system and the headlights need to be calibrated as part of the same maintenance procedure. This requires the personnel performing the maintenance to be able to operate both systems and to be trained accordingly. These conditions are typically only met in workshops that also replace the level sensor. However, camera-based systems usually only require recalibration when the windshield is replaced (which can also be done outside the workshop). In contrast, this invention allows for the calibration of the camera (which is part of the system used for pitch angle determination) and the output light direction or range of the headlights without requiring a workshop.

[0021] In a preferred variant, the geometric relationship between the initial direction of the headlight's emitted light and the direction defining the current alignment of the front camera can be determined by the imaging of the headlight's emitted light (e.g., the projection of a light cone) onto a projection surface, as acquired by the front camera. A screen (e.g., a display panel or road sign) or a wall (e.g., a canvas or house wall) can be used as the projection surface. Advantageously, the distance between the projection surface and the front camera can be determined. This distance can be known, predefined, or fixed, or it can be measured or determined.

[0022] Furthermore, by imaging the emitted light from the headlights using the front camera, the angle between the direction defining the front camera's alignment (e.g., the centerline or central axis of the image acquisition direction, or a horizontal / vertical line) and the boundary line of the emitted light on the projection surface (e.g., a horizontal or vertical boundary line) can be determined. This angle can be directly determined from the location of the boundary line in the acquired image. For example, a pixel position in the image can correspond to (or be equivalent to) an angle relative to a reference line (i.e., the direction defining the camera's alignment).

[0023] Preferably, the correction angle for the emitted light angle of the headlight is calculated using the horizontal distance (dx) and vertical distance (dy) between the headlight and the front camera, as well as the distance from the headlight or the front camera to the projection surface. Specific examples will be described in detail in the detailed implementation section.

[0024] In another variation, the vertical beam angle of the headlights can be controlled (e.g., adjusted and / or modified) relative to the current horizon or horizontal plane determined by a camera-based method.

[0025] In another variation, the horizontal beam angle of the headlights can be controlled relative to a current vertical reference line or reference plane (such as the vehicle's longitudinal axis or vertical plane) determined by a camera-based method.

[0026] The current pitch and / or yaw angle of the front camera can be determined using the front camera. This has the advantage of not requiring additional or attached sensors.

[0027] The control device according to the invention for controlling (particularly adjusting and / or modifying) the emission angle of the headlights of a vehicle (which includes a front camera and means for adjusting the emission angle of the headlights) is configured to receive and evaluate an image acquired by the front camera and perform the method described above according to the invention. The control device according to the invention has the features and advantages described above.

[0028] The vehicle according to the invention includes a front camera and means for adjusting (particularly controlling, adjusting, or readjusting) the beam angle of the headlights. The vehicle includes the aforementioned control device according to the invention. The vehicle according to the invention has the advantages described. The vehicle can be a motor vehicle, a rail vehicle, or a vessel. The motor vehicle can be an automobile, truck, bus, minibus, motorcycle, or moped.

[0029] The computer-implemented method according to the present invention includes instructions that, when the program is run by a computer, cause the computer to perform the method according to the present invention. The computer program product according to the present invention includes instructions that, when the program is run by a computer, cause the computer to perform the method according to the present invention. The computer program product according to the present invention is stored on a computer-readable data medium according to the present invention. A data carrier signal according to the present invention transmits the computer program product according to the present invention. The computer-implemented method according to the present invention, the computer program product according to the present invention, the computer-readable data medium according to the present invention, and the data carrier signal according to the present invention have the features and advantages mentioned above.

[0030] The present invention will now be described in more detail with reference to exemplary embodiments and accompanying drawings. Although the present invention has been shown and described in detail by way of preferred embodiments, the present invention is not limited to the disclosed examples, and those skilled in the art can derive other variations therefrom without departing from the scope of protection of the present invention.

[0031] The accompanying drawings are not necessarily completely accurate or to scale, and may be enlarged or reduced to provide a better overview. Therefore, the functional details disclosed herein should not be construed as limiting, but rather serve as an illustrative basis for providing those skilled in the art with various ways to use the invention.

[0032] When used for sequences of two or more elements, the expression “and / or” as used herein means that each mentioned element may be used individually, or any combination of the mentioned two or more elements may be used. For example, if a composition comprising components A, B, and / or C is described, the composition may comprise: A only; B only; C only; a combination of A and B; a combination of A and C; a combination of B and C; or a combination of A, B, and C. Attached Figure Description

[0033] Figure 1 The illustration shows the calibration (adjustment) of the vehicle's and headlights' beam angles.

[0034] Figure 2 The diagram illustrates the setting (leveling) of the vehicle's headlight beam angle.

[0035] Figure 3 The illustration shows a vehicle projecting a cone of light from its headlights onto a house wall to illustrate the first step of the method according to the invention.

[0036] Figure 4 The illustration shows a vehicle projecting a cone of light from its headlights onto a house wall to illustrate the second step of the method according to the invention.

[0037] Figure 5The illustration shows a vehicle projecting a cone of light from its headlights onto a house wall to illustrate the third step of the method according to the invention.

[0038] Figure 6 The illustration shows the projection of the light cone from a vehicle's headlights onto a house wall.

[0039] Figure 7 The plan schematically shows the vehicles and oncoming vehicles.

[0040] Figure 8 The illustration shows a vehicle according to the invention, equipped with the control device of the invention. Detailed Implementation

[0041] Figure 1 The diagram schematically shows a vehicle 1 (e.g., a motor vehicle). Vehicle 1 includes headlights 2. The light emitted by headlights 2 has a gradient that determines or is affected by the emission angle. The upper edge of the light cone 3 in the vertical direction is used as a reference quantity. Before calibration (adjustment), different vehicles 1 typically have different emission angles or different gradients of emitted light 3 relative to the ground 12 or a flat road surface. Exemplary gradients of different vehicles 1 before calibration are indicated by lines marked with reference numeral 4. The desired nominal gradient is indicated by a dashed line marked with reference numeral 5. Traditionally, the headlights of a vehicle are calibrated to a nominal emission angle or nominal gradient 5 at the end of the production process. This can be done electronically or by adjusting screws. During calibration, vehicle 1 is typically in an unloaded state.

[0042] Because the vehicle is loaded, its pitch angle may change, which in turn causes a change in the emitted beam angle of the headlight 2, and consequently a change in the gradient 7 of the emitted beam 3. For example... Figure 2 As shown at the top, vehicle 1 has a heavier load in the rear region, schematically represented by weight 6. This causes the pitch angle of vehicle 1 to increase relative to the nominal pitch angle, and thus gives the emitted beam angle an increased gradient, i.e., it deviates upward from the nominal gradient 5.

[0043] exist Figure 2 At the bottom, this has been corrected through headlight range adjustment or setting. For example, the emitted beam angle has been changed or adjusted by -1 degree (-1°) according to the current pitch angle of vehicle 1. This is shown by arrow 8. In this way, even under the condition that the current emitted beam angle of vehicle 1 is changed by the load, the nominal gradient 5 of the emitted light is maintained.

[0044] The following uses Figures 3 to 5 The present invention describes a method for controlling the vertical beam angle of the headlight 2 of a vehicle 1. Figures 3-5Vehicle 1 is shown, with its headlights 2 projecting or emitting light onto a wall 13, illustrated in a perspective view. Vehicle 1 includes at least one headlight 2, a front camera 9, and a device (not explicitly shown) for adjusting the emission angle of the headlights 2. The field of view of the front camera 9 (hereinafter referred to as the camera) is indicated by a V-shape marked with reference numeral 10. The optical axis, central axis, or central image acquisition direction of the front camera 9 is indicated by a line marked with reference numeral 11. Similar to the alignment of the headlights, the precise alignment of the camera's optical axis is also subject to tolerances and varies from vehicle to vehicle.

[0045] Light from the headlight 2 is projected onto a wall 13, which is vertically positioned relative to the ground 12. In this example, wall 13 is a house wall. Alternatively, any desired projection surface, such as a screen or canvas, can be used. The light projection of the headlight 2 onto the wall 13 is captured by the front camera 9. The image 14 captured by the front camera 9 is... Figures 3 to 5 The rightmost part of the text is displayed separately.

[0046] In such Figure 3 In the first step shown, based on at least one image 14 acquired by the front camera 9, the geometric relationship between the initial outgoing light direction 7 of the headlight 2 and the direction defining the current alignment of the front camera 9 (direction 11 in this example) is determined (e.g., calculated). In this example, the distance between the wall 13 and the front camera 9 is assumed. d cw Known or measured. In the acquired image 14, relative to the vertical axis 15, determine the distance between the vertical upper boundary line 16 of the light cone 3 and the vertical position 17 of the center line or light axis 11 of the front camera 9. h α .distance h α The angle corresponding to the acquisition direction 18 between the central axis 11 and the vertical upper edge 16 of the light cone 3. α .

[0047] Since calibration has not yet been performed, neither the precise acquisition direction or alignment of the front camera 9 nor the precise emission angle of the headlights 2 is known regarding their orientation relative to the vehicle body. Both the front camera 9 and the headlights 2 are only aligned during installation and are typically offset by a few degrees from their ideal alignment relative to the vehicle 1.

[0048] In such Figure 4 In the steps shown, based on the images acquired by the front camera 9 during the translational motion (i.e., during the movement of vehicle 1) (i.e., by an image-based method), the current pitch angle of the front camera 9 relative to the ground 12 is determined (specifically calculated) (i.e., in this example, the angle between the vertical position 17 of the centerline 11 and the ground 12). βIn this context, the central horizontal position can be determined using image-based methods, as is known in the prior art. The central vertical position of the horizontal line (represented as line 19 on wall 13 or the acquired image 14 for illustration) is related to the load-related pitch angle of vehicle 1. The central horizontal line 19 is conventionally determined from a series of images acquired continuously during vehicle travel.

[0049] In image 14 shown, the horizontal line 19 is equivalent to pixels pointing "directly forward," corresponding to image elements acquired parallel to the ground 12. β The vertical distance 15 between the vertical position of the central axis 11 of the front camera 9 and the horizontal line 19 corresponds to the distance in the vertical direction 15. h β Unlike methods based on existing techniques, this example either does not determine or use the deviation between the current horizontal line 19 and the initial horizontal line. Instead, only the current horizontal line or its position is needed.

[0050] In such Figure 5 In the third step shown, the geometric relationship (i.e., angle) determined between the initial output light direction 7 of the headlight 2 and the current alignment direction 11 of the front camera 9 is used. α ), and based on the current pitch angle determined by the front camera 9 β This controls (e.g., adjusts and / or modulates) the vertical beam angle of the headlights 2, i.e., the beam angle relative to the ground 12. This is in... Figure 5 The diagram illustrates the determination of the angular deviation between the uncalibrated initial emission angle 7 and the horizontal direction 20. gamma In this example, an image-based method can be used to determine and utilize angles. gamma Related distance h γ .

[0051] Through this angle gamma The emitted beam angle relative to the ground 12 can be controlled, particularly by compensating for the angle by adding to the desired gradient angle or desired gradient. gamma The vertical distance between the headlight 2 and the front camera 9 h CH The horizontal distance between the headlight 2 and the front camera 9 d CH and the horizontal distance between the headlight 2 and the wall 13. d HW These quantities can be assumed to be known, or they can be measured or calculated. Using these quantities, angles can be calculated according to the following equations. gamma Then the corner gamma Used as the basis for controlling the vertical beam angle of headlight 2: In addition to the example described, images can also be acquired and evaluated at multiple different distances from the projection wall 13. This can improve the accuracy of the method.

[0052] Similar to the method described above, the vertical control (specifically calibration (adjustment)) of the output beam angle of the headlight 2 can also be achieved via the front camera 9, without the need for precise initial calibration at the end of the production process. In this case, similar to the horizontal line 19, a vertical reference line can be determined using a camera-based method to determine the yaw angle of the front camera 9. For this purpose, multiple consecutively recorded images acquired during the movement of the vehicle 1 can be evaluated to determine a centerline or reference line that extends vertically or perpendicularly in all images.

[0053] In addition, similar to using Figures 3 to 5 The method described herein can determine the geometric relationship between the central axis 11 of the front camera 9 and the horizontal position of its projection onto the wall 13 relative to the features of the light cone 3, which characterizes the horizontal emission direction of the headlight 2. Figure 6 An exemplary projection is shown. The bend 21 can be viewed as a suitable reference feature used in a manner similar to the vertical boundary line 16 for horizontal calibration and / or setup.

[0054] Figure 7 Vehicle 1 and an oncoming vehicle 22 are schematically shown in a plan view. Vehicle 1 includes a front camera 9 and at least one headlight 2. The camera 9 is initially not calibrated or set relative to its central axis or central image acquisition direction 11 (i.e., its alignment relative to the longitudinal axis of the vehicle). This is indicated by arrow 26. The emission direction or outgoing light direction of the headlight 2 can be controlled horizontally by appropriate means. This is indicated by arrow 21.

[0055] At the end of the production process, different vehicles 1 may have headlights 2 with light emission directions as indicated by reference numeral 24 in the attached figure. The nominal light emission direction 25 needs to be achieved. This can be determined based on existing... Figures 3 to 5 The method described is similar to the method described above, by utilizing Figure 6 The bend 21 shown is used as a reference feature to perform corresponding controls (e.g., calibration or setting).

[0056] In this context, for example in the case of LED headlights, the emission intensity of each pixel in the headlight 2 can be specifically controlled. This is indicated by reference numeral 23, which shows the light cone of each pixel row. For example, if there are individually controllable LED light sources for the headlight 2 within the pixel matrix, the intensity and / or emission direction of certain pixels can be controlled individually to achieve the desired nominal emission direction.

[0057] Figure 8 The schematic illustration shows a vehicle 1 according to the invention (which is, for example,Figures 3 to 5 and Figure 7 The vehicle shown is 1). It includes a control device 28 (not explicitly shown in other figures) for controlling the output beam angle of the headlights 2. The control device 28 is configured to receive 29 and evaluate images acquired by the front camera 9, and implement reference... Figures 3 to 7 The example describes a method for controlling the output beam angle of the headlight 29.

[0058] List of reference numerals in the attached diagram: 1 vehicle 2. Headlights 3. Light Cone 4. Gradient of emitted light from different vehicles before calibration of emitted light angle 5. Nominal gradient 6. Load 7. Current gradient of emitted light 8. Outgoing beam angle correction 9. Front camera 10. Front camera field of view 11. Front camera's centerline / central image acquisition direction 12 Ground 13 Wall / Projection Surface 14. Acquired Images 15 Vertical axis 16. The vertical upper edge of the projection of the light cone 17. Vertical position of the projection of the central axis of the front camera 18. The direction of obtaining the vertical upper edge of the projection of the light cone. 19. The vertical position at the center of the horizontal line 20 Horizontal direction 21. Bending 22 vehicles 23 Light cones for each pixel row 24 Launch direction 25 Nominal launch direction 26. Alignment control of the front camera relative to the vehicle's longitudinal axis 27. Horizontal beam angle control of headlights 28. Device for adjusting the beam angle of the headlights 29 Data and / or signal transmission α horn β horn gamma horn h α Vertical distance hβ Vertical distance h γ Vertical distance d CW Horizontal distance between the wall and the front camera h CH Vertical distance between the headlights and the front camera d CH Horizontal distance between the headlights and the front camera d HW Horizontal distance between the headlights and the wall

Claims

1. A method for controlling the vertical beam angle of a headlight (2) of a vehicle (1), the vehicle comprising a front camera (9) and means (8,27) for adjusting the beam angle of the headlight (2). Its features are, The method includes the following steps: -Based on at least one image acquired by the front camera (9), determine the geometric relationship between the initial outgoing light direction (7) of the headlight (2) and the direction (11) defining the current alignment of the front camera (9). α,h α ); -Based on images acquired by the front camera (9) during the driving of the vehicle (1), determine the current pitch angle of the front camera (9) relative to the ground. β ); -Based on the geometric relationship determined between the initial light-emitting direction (7) of the headlight (2) and the direction (11) that defines the current alignment of the front camera (9). α,h α ), and based on the current pitch angle determined by the front camera (9) β ), which controls the vertical beam angle of the headlight (2).

2. A method for controlling the horizontal beam angle of a headlight (2) of a vehicle (1), the vehicle comprising a front camera (9) and means (8,27) for adjusting the beam angle of the headlight (2). Its features are, The method includes the following steps: - Based on at least one image acquired by the front camera (9), determine the geometric relationship between the initial outgoing light direction (24) of the headlight (2) and the direction (11) defining the current alignment of the front camera (9); -Based on the images acquired by the front camera (9) during the driving of the vehicle (1), determine the current yaw angle of the front camera (9) relative to the longitudinal axis of the vehicle (1); -Based on the determined geometric relationship between the initial emission light direction (24) of the headlight (2) and the direction (11) that defines the current alignment of the front camera (9), and based on the determined current yaw angle of the front camera (9), the horizontal emission light angle of the headlight (2) is controlled.

3. The method according to any one of claims 1-2, Its features are, The geometric relationship between the initial emission light direction (7,24) of the headlight (2) and the direction (11) that defines the current alignment of the front camera (9) is determined by the imaging of the emitted light (3) of the headlight (2) on the projection surface (13) obtained by the front camera (9).

4. The method according to claim 3, Its features are, A screen or wall is used as the projection surface (13).

5. The method according to any one of claims 3-4, Its features are, Determine the distance between the projection surface (13) and the front camera (9). d CW ).

6. The method according to any one of claims 3-5, Its features are, The image of the emitted light (3) of the headlight (2) acquired by the front camera (9) is used to determine the angle between the direction (11) defining the alignment of the front camera (9) and the boundary line (16) of the emitted light (3) on the projection surface (13). α ).

7. The method according to claim 6, Its features are, The angle ( α The location is determined directly from the position of the boundary line (16) in the acquired image.

8. The method according to any one of claims 1-7, Its features are, Calculate the correction angle of the emitted light angle of the headlight (2). γ ), using the horizontal distance between the headlight (2) and the front camera (9) d CH ) and vertical distance ( h CH ) and the distance from the headlight (2) to the projection surface (13) d HW ) or the distance from the front camera (9) to the projection surface (13) d CW ).

9. The method according to any one of claims 1 or 3-8, Its features are, The vertical beam angle of the headlight (2) is controlled relative to the current horizontal line (19) determined by a camera-based method.

10. The method according to any one of claims 2-8, Its features are, The horizontal beam angle of the headlight (2) is controlled relative to the current vertical reference line or reference plane determined by a camera-based method.

11. The method according to any one of claims 1-10, Its features are, The current pitch angle of the front camera (9) is determined by the front camera (9). β ) and / or the current yaw angle.

12. A control device for controlling the emission angle of a headlight (2) of a vehicle (1), the vehicle comprising a front camera (9) and means (8,27) for adjusting the emission angle of the headlight (2). Its features are, The control device is configured to receive and evaluate images acquired by the front camera (9) and perform the method according to any one of claims 1-11.

13. A vehicle (1) comprising a front camera (9) and means (8,27) for adjusting the emission angle of a headlight (9). Its features are, The vehicle (1) includes the control device according to claim 12.

14. A computer-implemented method comprising instructions that, when a program is run by a computer, cause the computer to perform the method according to any one of claims 1-11.

15. A computer program product comprising instructions that, when the program is run by a computer, cause the computer to perform the method according to any one of claims 1-11.

16. A computer-readable data medium on which a computer program product according to claim 15 is stored.

17. A data carrier signal for transmitting a computer program product according to claim 15.

Images