Method for controlling a headlight and motor vehicle for carrying out a procedure

Abstract

Method for controlling a light distribution (1, 2, 10, 11, 54, 59) of a headlight with one or more lighting elements, which generates an adaptable light distribution (1, 2, 10, 11, 54, 59) orgenerate, wherein a glare zone (20) of the light distribution (1, 2, 10, 11, 54, 59) is defined with a glare distance (3, 5, 55, 56, 57, 58, 60) outside of which no glare is caused to a road user (6), wherein an optical monitoring device with a monitoring area (9) with a monitoring limit is provided, wherein only within the monitoring area (9) is a luminous object (7) identifiable as a road user (7), characterized in that when at least one luminous object (7) is detected which is outside the monitoring area (9) but within the glare zone (20), the at least one headlight is controlled so that the glare distance (3, 5, 55, 56, 57, 58, 60) is adjusted.

Description

Technical field

[0001] The invention relates to a method for controlling a headlight, in particular for controlling one or two headlights or headlight systems of a motor vehicle. The invention also relates to a motor vehicle for carrying out this method. State of the art

[0002] Modern headlights for motor vehicles are constantly improving, meaning their light intensity is continuously increasing. This results in a greater maximum range of the light distribution, allowing the intensity distribution to extend further in front of the vehicle, which in turn increases the maximum glare range. The glare range is the distance at which the intensity falls below a certain threshold, preventing unacceptable glare for other road users. If an object is closer to the headlight than the glare range, unacceptable glare may occur. At a distance greater than the glare range, glare may occur, but it is generally considered acceptable. The glare range is dependent on the angle of the object relative to the headlight.

[0003] The increase in maximum range means that with modern headlights, the risk of glare can exist at a greater distance from the vehicle if another road user is within the headlight's beam range. Optical monitoring devices are known in the prior art that can monitor an area in front of the vehicle, allowing other road users, especially oncoming ones, to be detected and identified within this area, and their distance or position relative to the vehicle to be determined. This allows the headlight's light distribution to be controlled based on the detected other road users, thus preventing them from being dazzled.

[0004] However, modern headlights now achieve a range significantly greater than that of a conventional monitoring device. This means that oncoming road users, in particular, can be blinded much earlier than they can be identified as road users by currently available optical monitoring devices.

[0005] US Patent 5,837,994 A discloses an automatically controlled vehicle headlight in which an optical monitoring device can detect and distinguish between front and rear lights, enabling the detection of other motor vehicles. The headlight is controlled in such a way that the high beam is adjusted as a function of distance and horizontal orientation relative to the vehicle being monitored. It is therefore clear that the monitoring device can identify the lights of other road users within its monitoring range and thus also identify the other road users themselves. This also means that the headlight's range, and in particular its glare distance, corresponds to or even falls short of the monitoring range, as explained above.Modern headlights, on the other hand, have a much greater range and glare distance in comparison, so that this detection of road users to be glared is not possible.

[0006] WO 2004 / 034 183 A1 discloses a method for taking pictures, whereby different aspects of an image are identified and various vehicle control information can be generated from it.

[0007] US Patent 2009 / 0073258A1 discloses a method for assisting a driver of a motor vehicle with an optical monitoring system with two cameras, wherein the first camera has a first monitoring range and the second camera has a second monitoring range that is greater than the first monitoring range. Description of the invention, problem, solution, advantages

[0008] The object of the invention is therefore to provide a method for controlling a headlight that is easy to implement but still allows for the safe glare prevention of oncoming traffic. A motor vehicle for carrying out such a method is also to be provided.

[0009] The problem of the method according to the invention is solved by the features of claim 1 and claim 15, respectively. The motor vehicle according to the invention for carrying out this method is defined in claim 28.

[0010] One embodiment of the invention relates to a method for controlling the light distribution of a headlight, in particular a headlight with one or more lighting elements, which generates an adaptable light distribution.The device generates a glare zone of the light distribution with a defined aperture range outside of which no glare is caused to a road user. An optical monitoring device with a monitoring area having a limited monitoring range or a monitoring boundary is provided, wherein only within the monitoring area is a luminous object identifiable as a road user. Upon detection or presumption of at least one luminous object located outside the monitoring area but within the glare zone, the at least one headlight is activated so that the aperture range is adjusted, in particular reduced. This ensures that glare is adjusted, reduced, or even avoided when at least one object is detected outside the monitoring area.This ensures improved safety for road users at risk of being blinded, especially when using modern headlights.

[0011] In a headlight with multiple lighting elements, these elements can be integrated into a single housing or each have its own separate housing. A headlight is optionally characterized by the fact that the light distributions of the individual lighting elements overlap to form an overall light distribution. A road user is defined as an object susceptible to glare, in particular a motor vehicle driven by a road user with at least one self-illuminating element. Advantageously, this can be a motor vehicle, especially an oncoming motor vehicle with two visible, self-illuminating headlights. The object can also be an oncoming two-wheeler with a visible illuminating element, i.e., a headlight.

[0012] It is advantageous if the limited monitoring range or monitoring boundary is determined in such a way that other road users, especially oncoming ones, can be detected and identified within the monitoring area, and their distance or position relative to the vehicle being monitored can be determined. It is particularly advantageous if other road users, especially oncoming ones, can be reliably detected and identified before they enter the monitoring area, and their distance or position relative to the vehicle being monitored can be determined.

[0013] It is therefore advantageous to determine the monitoring boundary of the surveillance area by determining the camera's line of sight and subtracting the distance traveled by the object until it can be identified as a road user. The camera's line of sight is the distance at which a luminous object can be detected. The distance traveled until identification as a road user is determined based on the object's relative speed and the detection time required at that distance.

[0014] Therefore, it is advantageous if the monitoring boundary of the monitoring area is determined depending on at least one of the following parameters: visibility conditions, weather conditions, maximum permissible speed, especially on the route being traveled at that time, current speed of the motor vehicle and / or object and route profile.

[0015] Furthermore, it is advantageous if the glare area is the maximum glare area of ​​the headlight, and if the glare distance denotes the current glare distance of the headlight,

[0016] It is particularly advantageous to reduce the aperture when the aperture range is set larger than the monitoring range, especially when the aperture range corresponds to the maximum aperture range.

[0017] It is also advantageous if the aperture remains unchanged or is increased when the glare zone is smaller than the monitored area or adjusted accordingly. Furthermore, it is beneficial if the adjustment, particularly the reduction, of the aperture of at least one spotlight is based on the probability of the object or the illuminated object being present. In this process, the probability of the object being present is determined, and from this, a lower limit for the object's distance is calculated in order to meaningfully reduce the aperture or set it to a reduced value.

[0018] It is therefore advantageous if the aperture is reduced to the lower limit of the distance to the object for which a reduction of the aperture is made based on the probability of its presence.

[0019] Furthermore, it is advantageous if the glare distance is reduced based on the probability of the object or the illuminated object being located, such that the glare distance lies precisely within the monitored area. In this way, it can be ensured that an object outside the monitored area cannot be dazzled by the headlight.

[0020] It is particularly advantageous to reduce the intensity of the headlight's light to minimize the glare area and / or the glare distance. This allows for simpler control of the headlight or at least one of its lighting elements.

[0021] It is also advantageous if the reduction in headlight intensity occurs within a predefined area or space, thus reducing the glare range in a specific area, particularly in front of a motor vehicle. This allows for localized glare reduction while leaving other areas unaffected. The glare reduction can be dynamically adjusted over time to accommodate moving objects and reduce glare for them. It is particularly beneficial if the area or space treated with glare reduction corresponds to the area where the probability of a person being present exceeds a predefined threshold.

[0022] It is also advantageous to determine the probability of an object or luminous object being located outside the monitored area and within the glare zone. In other words, a probability is determined that an object or luminous object is located outside the monitored area and within the glare zone. This allows for an estimation of the object's location, so that glare reduction can be carried out based on this specific probability of its location, assuming that the object requires glare reduction. Furthermore, it is advantageous, particularly with reduced glare distance, to determine the probability of an object being located outside the monitored area but within the maximum glare zone.

[0023] It is also advantageous if the probability of the object or luminous object being located is determined based on the data from the monitoring device. Based on the light intensity or pattern, and using available background data from various types of spotlights, an object can be assumed that could produce a corresponding image, such as the image captured by the monitoring device.

[0024] It is also advantageous if the probability of the object or luminous object being present is composed of the probability that the object or luminous object is susceptible to glare and / or the probability that the glare-prone object is located within the glare zone of the headlight and / or the probability that an object is present. Alternatively or additionally, the probability of presence is composed of the probability that the object or luminous object is susceptible to glare and / or the probability that the glare-prone object is located within the illumination zone of the headlight, where the illumination zone comprises the monitored area, the glare zone, and an area in front of the glare zone where no glare occurs.The term "object at risk of glare" advantageously refers to another road user, in particular another road user driving a motor vehicle with at least one headlight. The glare zone or illumination zone refers specifically to the maximum glare zone or illumination zone of the headlight. In a further advantageous embodiment, the current glare zone or illumination zone can be used. It is advantageous to carry out the procedure only if the current glare zone of the headlight exceeds the current monitoring zone of the monitoring device. Otherwise, a conventional method should be used.

[0025] In one embodiment, it is also advantageous if, during the reduction of the spotlight's light intensity, the intensity profile of the object's light is used to classify the luminous object. This allows a distinction to be made between a self-luminous object and an illuminated object. A self-luminous object does not change its intensity profile, while an illuminated object does. An illuminated object is, in particular, an object that only becomes luminous when illuminated by another light source. Specifically, this refers to an object with a surface that reflects light in a wavelength range equal to or at least similar to the incident wavelength range; in particular, it refers to an object with at least one reflector.It is advantageous to use whether an object is self-illuminating or illuminated in order to identify it as a road user.

[0026] Furthermore, it is advantageous if the object is classified based on a temporal pattern generated by the headlight. In this case, the headlight advantageously performs further dimming in addition to the initial dimming, preferably in a predefined temporal sequence. It is further advantageous if these temporal sequences are generated randomly and made available for classification. It is also advantageous if the further dimming occurs in such a way that it is not perceived by the driver. This can be achieved by performing the multiple dimmings very rapidly in succession and / or by ensuring that these dimmings occur within a very narrow intensity range.This allows the change in intensity observed by the monitoring unit on the object to be classified to be clearly linked to the headlight, and makes it even more certain that a self-illuminating object cannot be ruled out.

[0027] It is also advantageous to divide the headlight's glare zone into a safe zone and a comfort zone. In the safe zone, there is no risk of eye damage or significant visual impairment, while in the comfort zone, there is no glare. This allows the object to be illuminated in such a way that it is either in the safe zone or the comfort zone when it enters the glare zone. "No glare" means that only a level of glare acceptable to other road users is produced.

[0028] It is also advantageous if the reduction of the glare zone is implemented for probabilities of presence below a certain threshold, ensuring that the object is at least within the safe zone. This reduction involves decreasing the aperture range.

[0029] It is particularly advantageous if the reduction in size, when the probability of presence exceeds a certain threshold, is carried out in such a way that the object is at least within the comfort zone. In this way, a location assumed to be probable for the object is extracted from the probability of its presence and taken into account during navigation.

[0030] It is also advantageous if, in the case of an uncertain distance determination of the object, the glare area of ​​the headlight is reduced to such an extent that all objects are at least in a safe zone.

[0031] It is also advantageous if the reduction in light intensity is implemented in an area with higher brightness compared to the surrounding distribution. This makes the reduction less noticeable to the driver and can reduce or even prevent driver distraction.

[0032] It is also advantageous if the reduction in light intensity is achieved by reducing or switching off superimposed light sources or light distributions used to generate a matrix high beam and / or which are located in the area where at least one additional spotlight(s) is superimposed on the matrix high beam and / or which are located in a central area of ​​the matrix high beam. In this way, the beam range or glare is reduced by selectively reducing the light intensity of certain selected lighting elements.

[0033] It is also advantageous if an object is considered unclassifiable or unidentifiable as a road user if the classification procedure yields no result, or yields a result of sufficient quality, or yields no result within a specified time period, or if the classification procedure yields no result until the object is within a specified distance, or if a pre-classification procedure yields no result or yields a result of sufficiently good quality. If no classification is available, it is advantageous to consider the object as one requiring glare reduction. This increases safety. An object can be identified as a road user if it is classifiable.A result of sufficiently good quality is achieved when the classification quality and / or the probability that the classification is correct exceed a predefined threshold. In particular, an object can be identified as a road user if it can be classified up to a predefined minimum distance. Therefore, a result of sufficiently good quality is achieved when the classification quality and / or the probability that the classification is correct reaches a predefined threshold up to a predefined distance of the object from the headlight or the motor vehicle.

[0034] It is also advantageous to extend the glare zone or the illumination zone when the probability of a glare-prone object being located outside the monitored area decreases, becomes zero, or falls below a certain threshold. The glare range is then increased again when no object with a reasonable probability of being located within the glare zone is present, and consequently, glare is highly unlikely to occur. This is particularly useful when the classification has been improved based on observations of the intensity profile, allowing for a sufficiently high-quality classification result. In this way, an object can be reliably classified even before it enters the monitored area.

[0035] It is particularly advantageous if the reduction of the light distribution is reversed by gradually increasing the overlapping light distribution, especially by increasing it in stages. This reversal can be slow, particularly slower than the reduction itself.

[0036] It is also advantageous if, in the presence of a probability of glare, the glare area or the illumination zone is reduced, wherein, in the presence of objects outside the classification range, the glare area or the illumination zone is reduced or shortened, and / or in the presence of unclassifiable objects, the glare area or the illumination zone is reduced or shortened, and / or in the detection of areas that cannot be seen, the glare area or the illumination zone is reduced or shortened.

[0037] The problem is also solved by a method for controlling the light distribution of a headlight, in particular a headlight with one or more lighting elements, which generates an adaptable light distribution, wherein a glare zone of the light distribution is defined with a glare distance outside of which no glare is caused to a road user, wherein an optical monitoring device with a monitoring area and a monitoring boundary is provided, wherein an object can only be identified as a road user within the monitoring area, wherein when an object that could be a road user is detected or when a road user is suspected who is outside the monitoring area but within the glare zone, at least one headlight is activated so that the glare distance is reduced.

[0038] It is also advantageous to determine the probability of a detected object and / or a suspected road user being located outside the monitoring area and within the glare zone.

[0039] A road user, in this context, refers to an object susceptible to glare, in particular a motor vehicle driven by a road user. Advantageously, this can be a motor vehicle, especially an oncoming motor vehicle. The object can also be an oncoming two-wheeler or an oncoming pedestrian. The detection of oncoming two-wheelers and / or pedestrians is advantageously achieved using at least one vehicle sensor system, in particular based on lidar, radar, or infrared beams, or using vehicle-to-two-wheeler / pedestrian communication systems.

[0040] It is therefore advantageous if the monitoring boundary of the monitoring area is determined by determining the range of the vehicle's sensors and subtracting the distance traveled by the object until it can be identified as a road user. The range of the vehicle's sensors is the distance at which an object can be detected. The distance traveled until identification as a road user is determined based on the object's relative speed and the detection time required at that distance. The problem with the motor vehicle is solved by the features of claim 24.

[0041] One embodiment relates to a motor vehicle with at least one headlight, advantageously with two headlights, and with an optical monitoring device for carrying out a method according to the invention.

[0042] Further advantageous embodiments are described by the following figure description and by the dependent claims. Brief description of the drawings

[0043] The invention is explained in more detail below based on at least one embodiment with reference to the figures in the drawing. These show: Fig. 1 a schematic representation of a motor vehicle with at least one headlight with a first and a second light distribution, Fig. 2 a schematic representation of the light distribution of a conventional headlight with high beam, Fig. 3 A schematic representation of the light distribution of a modern headlight with high beam and with a high-intensity beam, Fig. 4 a schematic representation of a brightness distribution, Fig. 5 a schematic representation of the light distribution of a low beam headlight, Fig. 6 a schematic representation of the light distribution of a high beam, Fig. 7 a schematic representation of the light distribution of a high-intensity beam, Fig. 8 a schematic representation of the light distribution of a high-intensity beam, Fig. 9. A schematic representation to illustrate glare reduction in the case of an unclassifiable object. Fig. 10 a schematic representation to illustrate glare reduction in an object classified as a reflector, and Fig. 11 A schematic representation to illustrate glare reduction in an object classified as a motor vehicle. Preferred embodiment of the invention

[0044] The Fig. Figure 1 shows a schematic representation of a first light distribution 1 of a headlight according to the state of the art, see left, and a second light distribution 2 of a high beam of modern headlights, see right.

[0045] It can be seen that the first light distribution 1 has a significantly shorter range and that the glare distance 3 represents a known distance. According to the prior art, the headlight under consideration is, for example, mounted on the motor vehicle 4. The motor vehicle 4 has an optical monitoring device for controlling the headlight, the monitoring range of which essentially corresponds to the glare distance 3 of the headlight. Thus, the area in front of the motor vehicle 4 monitored for other road users or luminous objects 7 covers the area at risk of being blinded by the headlight. Another road user or luminous object 7 can therefore be detected and identified as such before being blinded, and in such a case, the headlight can be controlled to eliminate the glare for the other road user or luminous object 7.

[0046] With the higher illuminance levels of modern headlights, significantly greater ranges and thus also greater glare distances 5 can be achieved, as can be seen in the light distribution 2 of a modern headlight. A road user 6 who would not be dazzled by a headlight using state-of-the-art technology, for example, an oncoming road user 6, is now dazzled when using modern headlights due to the greater glare distance 5. Since other road users or luminous objects 7 at a greater distance can also be dazzled, a significantly greater observation range is required for an optical monitoring device, in which a luminous object can be identified as a road user 7, i.e., the monitored object can be distinguished as another road user 7 requiring glare protection from an object that does not require glare protection.This is relevant because otherwise, glare reduction would also occur with other illuminated objects, which would be undesirable. For example, illuminated, i.e., reflective objects, such as retroreflective elements on guideposts, are common near roads and are essentially difficult to distinguish from objects that need glare reduction. Failure to differentiate would either result in the headlights repeatedly and unnecessarily switching on and off, or, due to prolonged dimming, prevent the full utilization of the long beam range for improved visibility. For instance, traffic signs or retroreflective objects, such as reflectors, can be illuminated and are then visible as luminous objects even at greater distances from the vehicle, making it impossible to determine whether they are other road users or irrelevant objects. Such other objects are in... Fig. 1 for example as traffic signs 8.

[0047] Therefore, if the glare range 5 of modern headlights increases significantly, for example by +70%, even irrelevant objects, such as traffic signs, can be detected as luminous objects 7 at significantly greater distances, for example by 30% or more. This is particularly the case when a retroreflective object is illuminated with high intensity by a light source, such as the headlight of a motor vehicle 4, and thus appears as a bright object to the optical monitoring device.

[0048] However, since optical monitoring devices cannot perform discriminatory detection at greater distances, the risk of incorrect decisions in controlling glare reduction increases.

[0049] The inventive method for controlling the light distribution of a headlight provides that the headlight has at least one or a plurality of controllable luminaires. The luminaire or luminaires generate an adaptable light distribution, wherein a glare zone of the light distribution with a glare distance 5 is defined, outside of which no glare is caused to a road user or luminous object 7, wherein an optical monitoring device with a monitoring area 9, in particular with a monitoring limit or with a limited monitoring range, is provided, wherein only within the monitoring area is a luminous object identifiable as a road user 7.When a road user or a luminous object 7, 8 is detected or suspected, which is outside the monitoring area but within the glare area, at least one headlight is activated so that the glare distance is reduced and the glare is reduced or the object is de-glared.

[0050] The reduction of the glare range 5 of at least one headlight is based on a probability of the luminous object being located 7, 8.

[0051] The monitoring area of ​​the monitoring device is described or defined, for example, as follows: The monitoring area is a zone in which road users susceptible to glare (i.e., objects) can be detected and classified with a high degree of certainty, and their distance from the ground can be determined. Advantageously, the monitoring area is also a zone in which road users susceptible to glare (i.e., objects) can be detected and classified with a high degree of certainty until they enter this zone, and their distance from the ground can be determined. This requires the ability to detect the object beforehand and to classify it with a high degree of certainty, even at high speeds, within a dependent time frame. For object identification, a classification and / or detection device from the vehicle's sensor system is used, for example.

[0052] Based on the classification result, the object's distance is then determined and / or the lower boundary is defined. The zone can be preset or determined and / or updated based on situation-dependent classification probabilities and probabilities for the object's position and / or distance within the environment. The environment, particularly the driving path, such as horizontal and / or vertical curvature, can be determined and taken into account. Furthermore, visibility and weather conditions can influence the size of the zone and can be implicitly or explicitly considered in its determination.

[0053] Outside the monitoring range of the device, an object may still be detected as a luminous object 7, but it is not possible to definitively identify it as a road user. In particular, it is not possible to do so with certainty before the object enters the monitoring range. However, to avoid endangering other road users 7 by dazzling them, a decision regarding glare reduction must be made before the object enters the glare zone or within a predefined time period. For this purpose, a probability of presence is determined for each detected luminous object, and the headlight is activated based on this probability.

[0054] In addition, other sensor data, such as radio data or other Car-to-X data, or statistical data, for example from a memory, can be used to determine the probability of the object's presence. This is also possible as an alternative to the monitoring device if another road user cannot be detected as a luminous object outside the monitoring device's detection range. This can be the case, for example, due to a vertical and / or horizontal curvature of the road's path. The detection range has a maximum detection limit of the camera's line of sight minus the distance traveled by the object during the detection time.

[0055] The probability of presence is described or defined as follows: The probability of presence is the probability that an object is located outside the monitored area but within the glare zone. The probability of presence is determined based on sensor data and is composed, for example, of the probability that the object is susceptible to glare and / or the probability that the glare-prone object is located within the glare zone or the illumination area of ​​the headlight and / or the probability that a glare-prone object is present.

[0056] In particular, when a luminous object 7 is detected, the probability that it is located within the glare zone can be determined, assuming that this object is a road user 7, i.e., an object susceptible to glare. An algorithm can be used for this calculation that is also used to determine and / or lower the distance to a luminous object identified with a high degree of certainty as a road user 7. If the object is not a road user 7, this distance determination would not yield a correct result. Therefore, the probability that the detected object is a road user must be taken into account when determining the probability of its presence.It is advantageous to perform a distance determination for each image or for each nth image as soon as the luminous object is detected, assuming that the luminous object is a road user 7. This allows the time interval until the first decision to be made dependent on when an object with a certain probability of being present would enter the glare zone.

[0057] Even if no luminous object is visible, a probability can be determined that an object is located outside the monitoring unit's field of view but within the headlight's glare zone. This is particularly advantageous when the monitoring device's field of view is so small that it is smaller than or equal to the headlight's glare zone. It is therefore additionally advantageous to also determine the probability of the object being located outside, but close to, the headlight's glare zone.

[0058] The glare zone and glare distance are described or defined as follows: The glare zone is the area in which glare can occur, with the boundary of the glare zone corresponding to the glare distance in the respective direction of emission. The glare zone and glare distance can be determined depending on the current control of the headlight, i.e., the current light distribution of the headlight. The glare distance is the maximum distance at which glare intensity is generated in the eye of another road user, especially an oncoming or preceding vehicle. Outside the glare zone, i.e., beyond the glare distance, is where the intensity falls below a certain glare or threshold value.

[0059] The glare range can also be defined by the glare perception: The glare perception is significantly reduced outside the glare range compared to the glare range.

[0060] The intensity of glare is described or defined as follows: Glare intensity is a threshold below which a glare effect is produced in the eye that is considered acceptable for other road users. However, the glare effect, i.e., the perception of glare, is highly individual and depends on both the environment and the person, particularly their age.

[0061] A threshold for glare intensity can be defined, and this is feasible even without considering individual preferences. The glare effect increases continuously with increasing intensity. While mild glare is still tolerable, it is perceived as significantly bothersome at higher intensities. This manifests itself, for example, as blinking. If the intensity is increased further, this leads to measurable visual impairments and can, especially when using lasers, potentially even cause permanent eye damage. Visual function, particularly in the immediate vicinity of the glare source, is impaired by the veiling effect when visual impairment is measurable. This effect can be measured in a specific scene by the equivalent veiling luminance, depending on the intensity of the glare source.In this process, the eye's blurring effect is simulated for a scene without a glare source, and the visibility of adjacent objects (i.e., those within the blur circle) is compared to the visibility when a glare source of a specific intensity is present. This allows the threshold for visual impairment to be determined, at least statistically. For this purpose, it is sufficient if the threshold is defined at least as high as to ensure that no visual impairment occurs for a healthy driver. Other experts believe that no driver, regardless of age, should be subjected to disruptive glare. The specific threshold value depends on various factors, such as legislation or the automotive manufacturer's values. A more conservative threshold value, for example, could be set at 0.05 lux.

[0062] Reducing the glare distance (5) of at least one headlight reduces the glare area. This is achieved, for example, by selectively reducing the intensity of the headlight's light. Alternatively or additionally, the angle of at least one headlight element can be changed.

[0063] It is particularly advantageous if this reduction is spatially inhomogeneous and a corresponding glare reduction can be carried out.

[0064] The Fig. 2 and Fig. Figures 3 show a light distribution 10, 11 of a motor vehicle with, for example, two headlights. Light distribution 10 represents an intensity distribution on a surface or in the space in front of the motor vehicle, showing only a high beam distribution. Light distribution 11 represents an intensity distribution on a surface or in the space in front of the motor vehicle, where a high-intensity beam (high-intensity spot) has been added to the high beam distribution, so that the high beam distribution 10 has been supplemented by an almost needle-like intensity extension 12.

[0065] The reduction of the headlight's light intensity can occur within a predefined area or region, thus reducing the glare range within a predefined area or region, particularly in front of a vehicle. This can be achieved, for example, by reducing the high beam distribution or the high-intensity beam to decrease the combined light intensity of both.

[0066] According to the inventive method, the probability of the luminous object 7, 8 being located outside the monitoring area 9 and within the glare zone 20 is determined. This probability is determined based on data from the monitoring device or additionally or alternatively from other sensors and / or storage data. Based on the data, particularly image data, an evaluation can be performed that allows the object to be estimated. For example, if a certain type of object is present with a specific probability, its distance and the probability of its location can be estimated based on the image data.

[0067] It is advantageous if the probability of the luminous object 7 being located is composed of the probability that the luminous object 7 is a glare-prone object and / or the probability that the glare-prone object is located in the glare zone of the headlight and / or the probability that an object is present.

[0068] The probability of presence is determined based on the image data from the monitoring device. Several images are considered. It is advantageous to begin determining the probability of presence as soon as a luminous object 7 can be detected. This is particularly possible within the illumination area of ​​the headlight, which comprises the monitoring area, the glare zone, and an area in front of the glare zone where no glare occurs. Until the object enters the glare zone, for example, after a predefined time period, an initial decision must be made, which affects the headlight's activation. Subsequently, the object is tracked further in the image data, and if necessary, a second decision is made, again affecting the headlight's activation.It is advantageous to correlate the way the spotlight is controlled with the change in the image. To better assess the object, the intensity profile of the object's light is used for object classification, particularly during the reduction of the glare area, i.e., during the reduction of the spotlight's light intensity. This reduction in light intensity can be implemented in such a way that it is virtually imperceptible to the human eye.

[0069] This shows Fig. 4 the actual brightness gradient, at the top in Fig. 4, and the brightness perceived by the human eye, below in Fig. 4. The degree of reduction can be minimized to such an extent that it is not, or at least barely, perceptible to the eye. This takes advantage of the fact that the eye perceives differences in brightness logarithmically. The brightness must therefore be changed exponentially to create an optically uniform impression of change. In contrast, luminous intensity decreases only quadratically with distance, so that even an imperceptible reduction in light can achieve glare reduction for other road users. It is advantageous to implement glare reduction in the immediate vicinity of a luminous object 7, since the eye's perception in this area, similar to glare, is limited by the so-called veiling luminance. As a result, the change in brightness in the darker area immediately surrounding a luminous object 7 is perceived even less than in other regions.Because of this fact, the reduced perceptibility is further intensified in addition to the effect of the eye's logarithmic brightness perception.

[0070] The Fig. Figures 5 to 8 show different light distributions of a motor vehicle 50. Fig. Figure 5 shows a low beam distribution 51 in the area of ​​the roadway. The light distribution has a small spatial extent and does not cause glare for oncoming traffic. The glare distance 55 is small for the low beam compared to the spatial extent of the light distribution because the light beam is directed downwards towards the road. Fig. Figure 6 shows a high beam distribution 52 in the area of ​​the road. This is generated, for example, by a matrix headlight. The light distribution already has a larger spatial extent and thus a glare distance 56. Fig. Figure 7 shows a high beam distribution 52 in the area of ​​the road and a high-intensity beam 53. This is generated, for example, by a laser-based headlight lighting element. The light distribution of the high-intensity beam 53, especially the laser-based one, alone, i.e., with the high beam distribution 52 switched off, has an even greater spatial extent and thus an even greater glare range 57. Fig. Figure 8 shows the superposition of the light distribution of the high beam, such as the high beam distribution 52, and the high intensity beam 53 to a resulting light distribution 54 with an even greater aperture range 58.

[0071] The glare zone of the headlight can be divided into a safe zone and a comfort zone. In the safe zone, there is no risk of eye damage or significant visual impairment, while in the comfort zone, there is no glare. When an object is detected, the glare zone can be reduced if the probability of the object's presence is below a certain threshold, such as a safety zone threshold, so that the object is at least within the safe zone. Advantageously, the reduction can also be achieved by ensuring the object is within the comfort zone. This can be further enhanced by a second threshold, such as a comfort zone threshold.

[0072] For strategic reasons, it is advantageous if, in the case of an uncertain distance determination of the object, the glare area of ​​the headlight is reduced to such an extent that all objects are at least in a safe zone.

[0073] According to the invention, the reduction of light intensity can be carried out in an area with increased brightness compared to the surrounding distribution.

[0074] The reduction of light intensity can also be achieved by reducing or switching off superimposed light sources or light distributions that are used to generate a matrix high beam and / or that are located in the area where additional spotlights are superimposed on the matrix high beam and / or that are located in an area in the middle of the matrix high beam.

[0075] The Fig. Figures 9 to 11 show situations in which a method according to the invention is carried out.

[0076] The Fig. Figure 9 shows a light distribution according to Fig. 8, in which an object 100, such as an unclassified or unclassifiable object 100, appears at a great distance and enters the glare zone of the light distribution 54. This is detected by the monitoring device as a luminous object, see left illustration of Fig. 9. Even if the monitoring device detects the object as a luminous object 7 before it enters the glare zone, it still cannot be reliably identified as a road user within a predefined time period. Therefore, it is not guaranteed that the object will be identifiable as a road user before entering the glare zone. It can thus be assumed that the object may be a road user located outside the camera's monitoring range but already within the headlight's glare zone. Subsequently, the low beam is reduced in its range or glare distance, resulting in a light distribution 59 with a reduced glare distance 60. Optionally, a probability of presence can be determined in an intermediate step before the dimming, based on the classification result.Determining the probability of presence reveals, for example, that the object is 50% likely to be a motor vehicle, which, assuming it is indeed a motor vehicle, is 70% likely to be within the headlight's glare zone. Both values ​​are above the thresholds of, for example, 40% and 50%, respectively. Alternatively, it is possible to determine a conditional probability and compare it to only one threshold. It may also be necessary to determine the value of the most probable distance of the potential motor vehicle.

[0077] When reducing the glare, it is advantageous to reduce the light distribution of the matrix high beam in the area 65 superimposed by the light distribution of the spot area of ​​a high-intensity beam 53, such as a laser beam. In this case, the glare 58 is reduced to a glare 60 of the resulting total light distribution, depending on the degree of reduction in the intensity of the matrix high beam. The overall light distribution is denoted by 61. The glare area can therefore be reduced relative to the glare 58 to any distance, down to the range of the light distribution of the high-intensity beam 53, such as a laser beam, depending on which, and if, intensities of the adapted light distribution of the matrix high beam are superimposed on the light distribution.It is particularly advantageous if the matrix headlight continuously or gradually reduces the area overlaid by the high-intensity beam, such as a laser beam, so that the driver does not perceive the reduction as disruptive. Furthermore, it is advantageous if the reduction in the intensity of the matrix high beam occurs in such a way that the new glare area is no longer outside the monitoring range. Alternatively, it is advantageous if the reduction of the matrix high beam depends on the probability of the potential vehicle being present and / or on its most probable distance. It is also advantageous if the glare range of the laser spot is not outside the monitoring range. Since the vehicle is traveling at 50 km / h, the object (100 km / h), i.e., the potential vehicle, is relatively closer.

[0078] The Fig. Figure 10 shows a light distribution 59 according to Fig. 9, right-hand illustration. When the headlight illumination is reduced, a reduction in the light intensity of object 100 is detected, indicating that object 100 is a reflector. Based on this observation, object 100, although located outside the monitoring unit's detection range, can now be identified with a high degree of certainty as an object that does not require glare reduction. It can therefore be illuminated at maximum intensity again. The result is a return to full brightness and thus a reduction in the intensity. This can be achieved, in particular, by a gradual or continuous increase in the intensity of the matrix light distribution within the laser beam area, so that the driver does not perceive the return to full brightness as disruptive.If object 100 is identified with a high degree of certainty as an object that does not require glare reduction during the headlight reduction, it is advantageous to interrupt this reduction and immediately begin re-increasing the high beam. Furthermore, it is advantageous to only increase the high beam if no other luminous objects are detected or suspected within the maximum glare zone. Therefore, it is advantageous to increase the high beam only if no (further) objects with a probability of presence exceeding a predefined threshold are present. Once this is ensured, the light distribution 54 is then restored according to [reference missing]. Fig. 8 generated.

[0079] The Fig. Figure 11, left illustration, shows a light distribution 59 according to Fig. 9, right-hand illustration. When the headlight illumination is reduced, no reduction in the light intensity of object 100 is detected in this case, indicating that object 100 is self-illuminating, for example, an oncoming vehicle. Based on this observation, object 100, although located outside the monitoring unit's field of view, can now be identified with a high degree of certainty as the object requiring glare reduction. The reduction in glare range is therefore maintained. The object is approaching relatively closer, as shown in the middle and right-hand illustrations. Fig. Show 11. In Fig. 11, left, glare reduction is achieved, where possible, by further reducing the glare of the high beam according to the object distance. If the object approaches so that it enters the glare range of the high-intensity beam, the reduction of the matrix high beam in the area superimposed by the laser spot is no longer sufficient for glare reduction. Therefore, glare reduction of the object is achieved by reducing the glare of the high-intensity beam and by deactivating the high-intensity beam (laser spot) while simultaneously reactivating the matrix high beam in the superimposed area, see [reference]. Fig.11, center. If the object approaches even closer, the glare reduction is achieved by deactivating the high-intensity beam and by conventional (renewed) glare reduction of the high beam in the near range. The high beam's light distribution is limited by darkening 70 of a surface or spatial area, advantageously the spatial area in which the vehicle is located.

[0080] An object is considered unclassifiable if the classification procedure does not yield a result, or does not yield a result of sufficient quality, or does not yield a result within a specified time period, or if the classification procedure does not yield a result until a specified distance to the object is reached, in particular without the possibility of further classification based on observing the effects of the headlight control on the object due to the activation of the headlight, or if a pre-classification procedure does not yield a result or does not yield a result of sufficiently good quality. Reference symbol list 1. First light distribution 2 second light distribution 3 Aperture 4 Motor vehicle 5 Aperture 6 road users who have not yet been blinded 7 Road users or luminous object 8 traffic signs or illuminated objects 9 Monitoring area 10 Light distribution 11 Light distribution 12 Intensity Extension 20 aperture range 50 motor vehicles 51 Low beam distribution 52 High beam distribution 53 High-intensity beam 54 Light distribution 55 aperture 56 aperture 57 aperture 58 aperture 59 Light distribution 60 aperture 61 Overall light distribution 65 superimposed area 70 blackout 100 objects

Claims

[1] Method for controlling a light distribution (1, 2, 10, 11, 54, 59) of a headlight with one or more luminous elements, which generates or generates an adaptable light distribution (1, 2, 10, 11, 54, 59), wherein a glare zone (20) of the light distribution (1, 2, 10, 11, 54, 59) is defined with a glare distance (3, 5, 55, 56, 57, 58, 60) outside of which no glare is caused to a road user (6), wherein an optical monitoring device with a monitoring area (9) with a monitoring boundary is provided, wherein only within the monitoring area (9) is a luminous object (7) identifiable as a road user (7), characterized by, that when at least one luminous object (7) is detected which is outside the monitoring area (9) but within the glare area (20), at least one headlight is activated so that the glare distance (3, 5, 55, 56, 57, 58, 60) is adjusted. [2] Method according to claim 1, characterized by , that when at least one luminous object (7) is detected or suspected, which is outside the monitoring area (9) but within the glare area (20), at least one headlight is activated, so that the glare distance (3, 5, 55, 56, 57, 58, 60) is reduced. [3] Method according to claim 1 or 2, characterized by , that the aperture range (3, 5, 55, 56, 57, 58, 60) is reduced when the aperture range (20) is set larger than the monitoring range (9). [4] Method according to claim 1 or 2, characterized by, that the aperture (3, 5, 55, 56, 57, 58, 60) is reduced when the aperture range (20) corresponds to the maximum aperture range (20). [5] Method according to claim 1, 2, 3 or 4, characterized by , that the aperture range (3, 5, 55, 56, 57, 58, 60) remains unchanged or is increased when the aperture range (20) is smaller than the monitoring range (9) or is set according to the monitoring range (9). [6] Method according to any one of the preceding claims, characterized by , that the adjustment or reduction of the aperture range (3, 5, 55, 56, 57, 58, 60) of at least one headlight is based on a probability of the luminous object being located (7). [7] Method according to claim 1, 2, 3, 4, 5 or 6, characterized by , that to reduce the glare area (20) and / or the aperture range (3, 5, 55, 56, 57, 58, 60) the intensity of the light from the headlight is reduced. [8] Method according to claim 7, characterized by, that the reduction of the intensity of the light from the headlight takes place in a predefined area or space, so that the reduction of the glare distance (3, 5, 55, 56, 57, 58, 60) takes place in a predefined area or space. [9] Method according to claim 8, characterized by , that the area or space is in front of a motor vehicle (4, 50). [10] Method according to any one of the preceding claims 6 to 9, characterized by , that the probability of the luminous object (7) being located outside the monitoring area (9) and within the glare area (20) is determined. [11] Method according to any one of the preceding claims 6 to 10, characterized by , that the probability of the presence of the luminous object (7) is determined on the basis of the data from the monitoring device. [12] Method according to claim 11, characterized by, that the probability of the presence of the luminous object (7) is composed of the probability that the luminous object (7) is a glare-prone object (100) or is assumed to be such and / or the probability that the glare-prone object (100) is in the glare zone (20) or in the illumination zone of the headlight and / or the probability that an object (100) is present. [13] Method according to claim 12, characterized by , that the illumination area consists of the monitoring area (9), the glare area (20) and an area in front of the glare area (20) in which no glare occurs. [14] Method according to any one of the preceding claims, characterized by , that during the reduction of the intensity of the light from the spotlight, the intensity profile of the light from the object (100) is used to classify the object (100). [15] Method for controlling a light distribution (1, 2, 10, 11, 54, 59) of a headlight with one or more lighting elements, which generates or generates an adaptable light distribution (1, 2, 10, 11, 54, 59), wherein a glare zone (20) of the light distribution (1, 2, 10, 11, 54, 59) is defined with a glare distance (3, 5, 55, 56, 57, 58, 60) outside of which no glare is caused to a road user (6, 7), wherein an optical monitoring device with a monitoring area (9) with a monitoring boundary is provided, wherein only within the monitoring area (9) is an object (100) identifiable as a road user (6, 7), characterized by, that when an object (100) is detected which could be a road user (6, 7) or when a road user (6, 7) is suspected which is outside the monitoring area (9) but within the glare area (20), at least one headlight is activated so that the glare range (3, 5, 55, 56, 57, 58, 60) is reduced. [16] Method according to claim 15, characterized by , that the probability of a detected object (100) and / or a suspected road user (7, 8) being located outside the monitoring area (9) and within the glare area (20) is determined. [17] Method according to any one of the preceding claims, characterized by , that the glare area (20) of the headlight is divided into a safe zone and a comfort zone, wherein in the safe zone there is no damage to the eye and no serious limitations of vision and in the comfort zone there is no glare effect. [18] Method according to any one of the preceding claims, characterized by , that the reduction of the glare area (20) is carried out in such a way that the object (100) is at least in the safe zone when the probability of presence is below a threshold value. [19] Method according to any one of the preceding claims, characterized by , that the reduction is carried out in such a way that the object (100) is at least in the comfort zone if there is a probability of being located above a threshold value. [20] Method according to any one of the preceding claims, characterized by , that if the distance to the object (100) is uncertain, the glare area (20) of the headlight is reduced in such a way that all objects (100) are at least in a safe zone. [21] Method according to any one of the preceding claims, characterized by, that the reduction of light intensity is carried out in an area with increased brightness compared to the surrounding distribution. [22] Method according to any one of the preceding claims, characterized by , that the reduction of light intensity is achieved by reducing or switching off superimposed light sources or light distributions (1, 2, 10, 11, 54, 59) which are used to generate a matrix high beam and / or which are located in the area in which at least one spot light or spot lights are superimposed on the matrix high beam and / or which are located in an area in the center of the matrix high beam. [23] Method according to any one of the preceding claims, characterized by, that an object (100) is considered unclassifiable or unidentifiable as a road user (6, 7) if the classification procedure does not produce a result or does not produce a result of sufficient quality or does not produce a result within a specified time period or the classification procedure does not produce a result until the object (100) falls below a specified distance or if a pre-classification procedure does not produce a result or does not produce a result of sufficiently good quality. [24] Method according to any one of the preceding claims, characterized by , that the illumination area is extended if the probability that a glare-prone object (100) is located outside the monitoring area (9) is reduced or becomes zero or falls below a threshold. [25] Method according to any one of the preceding claims, characterized by, that the reduction of the light distribution (1, 2, 10, 11, 54, 59) is reversed by increasing the superimposed light distribution (1, 2, 10, 11, 54, 59) again. [26] Method according to claim 25, characterized by , that the overlapping light distribution (1, 2, 10, 11, 54, 59) is gradually brightened again. [27] Method according to any one of the preceding claims, characterized by , that if there is a probability of glare, the glare area (20) or the illumination zone is reduced, wherein if objects (100) are outside the classification range, the glare area (20) or the illumination zone is reduced or shortened, and / or if unclassifiable objects (100) are present, the glare area (20) or the illumination zone is reduced or shortened, and / or if areas that cannot be seen are detected, the glare area (20) or the illumination zone is reduced or shortened. [28] Motor vehicle (4, 50) with at least one headlight or with two headlights and with an optical monitoring device for carrying out a method of the preceding claims.

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