HIGH-VOLUME LONG-RANGE HEADLIGHT RANGE CONTROL

Abstract

Method for aligning vehicle headlights, which includes the following: by means of an image transmitter of a step alignment box, taking at least one image of a first headlight and / or a vehicle feature adjacent to the first headlight and determining an optical center of the first headlight from this; by capturing at least one image of the cut-off line of the low beam of a second headlight by means of at least one fixed image sensor which is aligned with a movable targeting surface and determining a height of the cut-off line of the second headlight from this; Moving the step alignment box from the first headlight to the second headlight; by the image sensor of the step alignment box, capturing at least one image of the second headlight and / or a vehicle feature adjacent to the second headlight and determining an optical center of the second headlight from this; and Determining the height of the cut-off line of the first headlight from at least one image of the cut-off line of the low beam light of the first headlight, which is captured by the at least one fixed image sensor.

Description

TECHNICAL AREA

[0001] This disclosure relates generally to vehicle headlights. In particular, the disclosure relates to methods and systems for high-volume, long-range headlight range control in a manufacturing environment. BACKGROUND

[0002] As is well known, motor vehicles include front-mounted headlights to illuminate portions of the roadway in front of and to the sides of the vehicle, thereby improving the driver's ability to see the road and any potential hazards or obstacles on it in low-light conditions. A wide variety of headlight designs are known. At a high level, a vehicle typically includes a pair of front-mounted headlights, positioned essentially at opposite corners of the vehicle's front, thus defining high and low beam illumination. This can be achieved through dedicated high and low beam light sources or through a pair of headlights each configured to selectively provide high and low beam illumination.

[0003] It is desirable for a headlight to illuminate as much of the roadway in front of the vehicle as possible to maximize the driver's ability to see. This design objective is balanced against the need to prevent vehicle headlights from emitting light in a direction that could potentially impair the visibility of drivers of vehicles traveling in the opposite direction. For this reason, regulations specify that a cut-off line, which is an upper limit for headlight illumination that falls above and below a certain intensity, must be located at a specific height above the ground and at a specified distance in front of the vehicle.

[0004] To comply with such regulations, headlights are typically adjustable to allow the manufacturer, and subsequently the vehicle users, to direct the light emitted by the headlights as needed, thus providing a desired beam direction. Vertical headlight range adjustment is particularly important because an improperly aligned headlight, if aimed too low, can reduce visibility in low light conditions and object detection, or conversely, if aimed too high, can produce dazzling light, inconvenience, and a potential hazard to other drivers.

[0005] US Patent 5,321,439 A describes a headlight testing system. It features a target screen onto which an image of the headlight illumination is projected, and on which reference marks for intensity and positioning are provided. A video camera captures an electronic image of the screen. A second video camera is pointed at the headlights and also produces a digitized image. The digitized data is processed with reference to the reference marks to determine the position and intensity of the headlights. JP Patent S63-42,442 A describes a method for correcting image distortion when an image is captured at an angle. Features of an image captured by a camera are detected, and corrections are then made based on the deviations of these features from reference points defined in a standard image, according to the positional coordinates of the image.

[0006] In a manufacturing context, a vehicle under test is positioned at a predefined distance from a test surface (commonly known as a "whiteboard") and / or measuring device for analyzing and adjusting the vertical headlight alignment. The headlights are activated, and the resulting illumination pattern is analyzed. Based on this analysis, the headlights are adjusted to provide the desired direction of illumination, cut-off line, etc. This can be done manually or using automated equipment, although in a manufacturing context, it is most typical to implement automated / robotic headlight beam analysis and range control. Headlight range control equipment / systems ("aligners") are known that use projection analysis or direct measurement of the cut-off line to align headlights to a nominal position.

[0007] Several design and manufacturing factors limit the ability to properly align a spotlight to a nominal position. These factors include photometric alignment capability in the manufacturing facility. In fact, the general vertical alignment capability of conventional aligners used in manufacturing / production contexts is limited to ±7.62 cm at a distance of 7.62 m, corresponding to ±3 inches at 25 feet. This is excessive and does not meet customer expectations for vertical spotlight alignment.Another problem is the short longitudinal distance between the headlight beam pattern, the vehicle, and the camera systems used to analyze the beam patterns, which is conventionally 60.96–152.4 cm (2–5 feet), compared to the much greater distances at which headlight alignment is checked in production environments (for example, 7.62 meters (25 feet) in the US and 10 meters in Europe). This increases the vertical alignment error encountered at the conventional testing distance and beyond.

[0008] In particular, modern headlights can have a beam range of hundreds of feet, or more than 60 meters. All vertical alignment errors introduced during headlight range adjustment are angular. Therefore, an error introduced at the 5-foot distance conventionally used with current headlight analysis equipment will be magnified at the normal test distance of 7.62 m (equivalent to 25 feet), and even more so at headlight ranges of hundreds of feet, or over 60 meters. Due to the 1:5-1:10 ratio between production headlight range adjustment (60.96-152.4 cm, equivalent to 2-5 feet) and the conventional production headlight alignment test (7.62 m, equivalent to 25 feet), any error in vertical alignment will be magnified by a factor of 5 or more when the test is performed, which is substantial.

[0009] Artificial methods have been implemented to compensate for errors introduced by short alignment distances by artificially simulating larger alignment distances, for example, using Fresnel lenses. However, these methods are insufficient and can even introduce errors themselves. A simple solution would be to increase the distance between the vehicle and the targeting surface during the production alignment process. However, most production aligners are not, and cannot be, calibrated to this distance. Furthermore, a larger distance between a vehicle and a targeting surface or whiteboard, such as 7.62 m (25 ft), does not integrate well into the current production line environment.

[0010] To solve this and other problems, the present disclosure relates to systems and methods for vehicle headlight range control. The described systems and methods advantageously allow for a significantly greater alignment distance between a vehicle and a targeting surface, while still integrating well into current production / manufacturing lines. The ability to use larger alignment distances significantly reduces vertical and other alignment errors. SUMMARY

[0011] In accordance with the purposes and advantages described herein, one aspect describes a vehicle headlight range control system comprising a movable aiming surface and an imaging system. The imaging system comprises a step alignment box containing at least one imager oriented to capture images of a headlight and / or one or more vehicle features adjacent to the headlight, and at least one fixed imager oriented to capture an image of the movable aiming surface. The movable aiming surface is configured to be selectively moved to allow the vehicle to pass through.In embodiments, the step alignment box is configured to be offset between the headlight and another headlight, for example, the right and left headlights of the vehicle, to sequentially block light emitted by the headlight and the other headlight. The movable targeting surface is positioned at a predetermined distance from the vehicle and the imaging system during a headlight range control procedure. In embodiments, the movable targeting surface is positioned at least 7.62 m (25 ft) from the imaging system during a headlight range control procedure.

[0012] The system further includes one or more data processing units, each comprising at least one processor, at least one memory, and storage, wherein the at least one processor is configured to receive image inputs from the imaging system and to calculate an alignment correction of the spotlight and / or the other spotlight from these inputs. An adjuster, controlled by the at least one processor, may be included to perform the calculated alignment correction.

[0013] In another aspect, methods for aligning a vehicle headlight using the described system are provided, comprising capturing at least one image of the headlight and / or the vehicle feature adjacent to the headlight by at least one image sensor of the step alignment box and determining an optical center of the first headlight from this image. At least one image of the cut-off line of the low-beam light beam of the second headlight is captured by at least one fixed image sensor aligned to a movable targeting surface in order to determine the height of the cut-off line of the second headlight from this image.The vehicle and the image transmitters can be positioned at a predetermined distance from the movable targeting surface, the distance being selected to correspond to a suitable headlight alignment test distance specified by a determination or otherwise.

[0014] In a next step, the step alignment box is moved away from the first headlight, and at least one image of the cut-off line of the low-beam light beam of the first headlight is captured by the at least one fixed image sensor to determine the height of the cut-off line of the first headlight. In embodiments, the step alignment box is positioned such that it blocks light emitted by the second headlight while the height of the cut-off line of the first headlight is being determined, and vice versa. An alignment correction is calculated for the first headlight and the second headlight from the determined optical centers of each headlight and the heights of the cut-off lines of the first and second headlights.

[0015] In embodiments, the alignment correction is calculated by providing one or more data processing units, each comprising at least one processor, at least one memory, and storage. The at least one processor is configured to receive one or more captured images from the imaging system and to execute computer-readable instructions for determining the optical center of the first headlight from the at least one image of the headlight and / or the vehicle feature adjacent to the headlight, for determining the heights of the cut-off lines of the first and second headlights from the at least one image of the cut-off lines of the light beams of the first and second headlights, and for calculating any necessary alignment correction for the first and second headlights.

[0016] In embodiments, the methods include the steps of positioning the vehicle at least 7.62 m (25 ft) from the movable aiming surface while capturing at least one image of the vehicle feature adjacent to the headlight and at least one image of the cut-off line of the first and second headlight beams. In embodiments, the calculated alignment correction can be used to adjust the headlight alignment by an automated adjuster controlled by commands from the processor. Upon completion of the headlight alignment correction, the movable aiming surface can be moved, and the vehicle can be moved to the next stop.

[0017] The following description presents and describes embodiments of the disclosed systems and methods for headlight range control. It is evident that the systems and methods can assume other, different embodiments and that their various details can be modified with respect to diverse, obvious aspects without deviating from the devices set forth and described in the following claims. Accordingly, the drawings and descriptions are to be regarded as illustrations and not as limitations. Brief description of the drawings

[0018] The accompanying drawings, which form part of the description, illustrate various aspects of the disclosed systems and methods for vehicle headlight range control and, together with the description, serve to explain certain fundamental concepts of the invention. The drawings include: forms Fig. 1A a vehicle headlight range control system according to the present disclosure in a side view; presents Fig. 1B the headlight range control system of Fig. 1A shown in a top view; presents Fig. 2. A process for capturing inputs for the optical center of the headlight and the heights of the light-dark boundary according to the present disclosure in a flowchart form; and presents Fig. 3 presents a process for calculating a headlight alignment correction according to the present disclosure in a flowchart form.

[0019] Reference is now made in detail to embodiments of the disclosed systems and methods for headlight range control, examples of which are illustrated in the attached drawings. DETAILED DESCRIPTION

[0020] Fig. Figure 1A represents a vehicle headlight range control system 100 according to the present disclosure. As shown, the system 100 includes a movable targeting surface 102 and an imaging system 103, comprising at least one frame 104 guiding a step alignment box 106, and at least one fixed image sensor 108. The at least one fixed image sensor 108 can be supported by the frame 104 or can otherwise be substantially fixed. In embodiments, the at least one fixed image sensor 108 can be a wide dynamic range camera of a known design, which takes a series of images with different exposures and combines images taken with a series of exposures, from overexposed to underexposed and balanced, to produce a composite image.

[0021] The step alignment box 106 includes an image sensor 110, which in embodiments is a vision system camera of known design. An adjuster 111 can be provided in conjunction with the step alignment box 106, including a suitable mechanism for adjusting a headlight range control. Such a known adjuster 111 comprises an alignment screwdriver operatively connected to a stepper motor, which aligns itself automatically or under the control of a human operator to a headlight alignment adjustment screw in order to adjust a headlight alignment as required.

[0022] In one embodiment (see Fig. 1B) The movable targeting surface 102 is defined by a pair of parallel pivoting plates 102a, 102b. In alternative embodiments, the movable targeting surface 102 can be defined by one or more roller-bearing lowering plates, a pair of parallel sliding plates, one or more upward-moving plates, and others. A caveat is that the movable targeting surface 102 is configured to be moved to allow a vehicle 112 to pass through it for reasons that will be explained in detail below.

[0023] The system 100 is controlled by at least one data processing unit 113, which includes at least one processor, memory, and storage, and is configured, as described below, to receive inputs from the imaging system 103 and to calculate any necessary alignment corrections for the headlights of the vehicle 112. The data processing unit 113 may also be configured to control the operation of the movable targeting surface 102, the step alignment box 106, the image sensors 108 and 110, and other elements of the system 100.

[0024] In use in an alignment procedure 200 (see Fig. 2) A vehicle 112 is positioned adjacent to the scaffold 104 (step 202) and the step alignment box 106 is moved to a position in front of one of the headlights 114a, 114b. The vehicle 112 can be driven to this position under its own power or can be transported there by a suitable means, such as a conveyor belt 116 in a production environment (see arrows A in the Fig. 1A-1B). The frame 104 and the step alignment box 106 are configured such that the step alignment box can be moved vertically, transversely to the vehicle, etc., to position the image transmitter 110 directly in front of a selected headlight 114a, 114b. At this point, the movable targeting surface 102 is oriented (step 204) so ​​that it forms a suitable targeting surface, as shown in Fig. 1A shows, providing light rays emitted by the headlights 114a, 114b to reach the targeting surface, thus providing some of the inputs used to determine a required alignment correction for the headlights.

[0025] The vehicle 112 is positioned at a predetermined distance D from the movable aiming surface 102. Using the described system 100, the distance D is selected in one embodiment to comply with regulatory test requirements for headlight alignment. For example, regulatory specifications in the United States require a headlight alignment test distance of 7.62 m (25 feet), and accordingly, the vehicle 112 and the imaging system 103 are positioned at least 7.62 m (25 feet) from the movable aiming surface 102. Other jurisdictions may require different test distances, for example, 10 meters in Europe. Alternatively, an increased distance of, for example, 15.24 m (50 feet) may provide more accurate alignment, reduce inline alignment error, etc.

[0026] It is understood that a test error is substantially reduced by substantially matching or exceeding a prescribed regulatory alignment test distance during the actual alignment procedure for headlights 114a, 114b. As summarized above, for example, conventional headlight range adjustment procedures used under production conditions align a vehicle 60.96–152.4 cm, corresponding to 2–5 feet, from a targeting surface. Under such conditions, and assuming a vertical alignment error of 0.125", the inline alignment error is 0.12 degrees, the test error at 7.62 m, corresponding to 25 feet, is 1.6 cm, corresponding to 0.63 inches, and the error magnification scaling factor is 5.Using the described beam range control system 100 with a distance D of 7.62 m (25 ft) between the movable targeting surface 102 and the imaging system 103, and assuming the same vertical alignment error of 0.125", the inline alignment error is 0.012 degrees, the inspection error at 7.62 m (25 ft) is 0.16 cm (0.063 in), and the error magnification scaling factor is 0.5. Thus, the geometry of the system 100 reduces the vertical alignment errors by a factor of 10. Further increasing the distance D between the movable targeting surface 102 and the imaging system 103 reduces the error magnification scaling factor even more.

[0027] Next, the step alignment box 106 is moved to a position (step 208) where the image sensor 110 of the alignment box can acquire images of the first headlight 114a and / or of vehicle features adjacent to the headlight, such as the headlight itself, an edge of the headlight, a vehicle grille, and others (step 210). As is known, such images provide a suitable reference point for determining an optical center of the low beam of headlight 114a. Conversely, the step alignment box 106 is dimensioned such that it essentially prevents light emitted by the first headlight 114a from reaching the movable targeting surface 102. This advantageously reduces stray light interference from light emitted by the first headlight 114a with images of light emitted by the second headlight 114b, as described.

[0028] It is considered to actuate the dipped beams of the headlights 114a, 114b for step (210) of determining the optical center of the headlight (step 206). In such embodiments, the image sensor 110 can be provided with suitable known filters to allow the detection of certain features adjacent to the headlight, such as a headlight edge 116, during the process of aligning an actuated headlight. It is also considered to perform this part of the described imaging without actuating the headlights 114a, 114b, i.e., using only ambient light.

[0029] The at least one fixed image sensor 108 receives one or more images of a light beam emitted by the second vehicle headlight 114b, also with low beam, before, simultaneously with, or after the acquisition of images for determining an optical center of the first headlight 114a (step 212). This is done by acquiring images of at least the portion of the movable targeting surface 102 that is contacted by the headlight beam. These images are used to determine the height of the cut-off line for the second headlight 114b. With reference to the term "height of the cut-off line," it is known that the low-beam pattern of a visually adjustable headlight has a distinct horizontal cut-off line, below which the light beam is brighter and above which the light beam is dimmer.

[0030] Next (step 214), the step alignment box 106 is moved to a position where light emitted by the second headlight 114b is essentially blocked. This simultaneously allows the light emitted by the first headlight 114a to reach the movable aiming surface 102 and reduces stray light interference from light emitted by the second headlight 114b with the images of light emitted by the first headlight 114a. The image generator 110 of the alignment box acquires images of the second headlight 114b and / or vehicle features adjacent to the headlight, such as the headlight itself, an edge of the headlight, a vehicle grille, and others (step 216). These images are used to determine an optical center of the second headlight 114b.

[0031] The at least one fixed image sensor 108 receives one or more images of a light beam emitted by the first vehicle headlight 114a before, simultaneously with, or after the acquisition of images for determining an optical center of the second headlight 114b (step 218). This is done by acquiring images of at least a portion of the movable targeting surface 102. These images are used to determine a cut-off height for the first headlight 114a. Optionally, a cut-off threshold range can be determined, and headlight height adjustments can be made to ensure that the cut-off heights of the first and second headlights 114a, 114b are within this threshold. A suitable procedure is detailed in U.S. Patent No.US 8 928 869 B2, the contents of which are hereby incorporated in their entirety by reference.

[0032] With reference to Fig.3 includes an alignment correction calculation process 300, which involves providing the images described above as input to the at least one data processing unit 113, so that any required alignment correction for the first and second spotlights 114a, 114b is calculated. The data processing unit processor is configured to contain computer-executable instructions for determining an optical center of the first spotlight and an optical center of the second spotlight from the images of the alignment box imager 110 referenced above (step 302). Likewise, the data processing unit includes executable instructions for determining the heights of the cut-off line of the first and second spotlights 114a, 114b (step 304) from images of light rays incident on the movable aiming surface 102 from the fixed imager 108 referenced above.Next (step 306) the data processing unit calculates an alignment correction factor for both spotlights 114a, 114b from the input of the optical center of the first spotlight 114a, the input of the height of the cut-off line of the first spotlight 114a and the input of the height of the cut-off line of the second spotlight 114b.

[0033] Finally (step 308), the alignment correction is entered into the adjuster 111, which performs the necessary alignment corrections of the headlights 114a and 114b. Such adjusters 111 and methods / devices for operating them are well known in the art and do not require extensive description here. However, as described above, such a known adjuster 111 comprises an alignment screwdriver operatively connected to a stepper motor, which aligns itself automatically or under the control of a human operator to a headlight alignment adjustment screw in order to adjust the headlight alignment as required.

[0034] The process and algorithms for determining the heights of the cut-off line of the headlights, the optical centers of the headlights, and alignment correction factors from acquired images are known in the art. At a high level, the cut-off line heights are compared with an ideal headlight alignment height, which is defined as a distance between the position of the cut-off line (as determined from images acquired by the at least one fixed image sensor 108) and a known ground surface supporting the wheels of the vehicle 112. Optionally, a threshold range of cut-off line heights, as described above, can be implemented, as disclosed in US Patent No. 8,928,869 B2.

[0035] Optionally, the alignment of the spotlights 114a and 114b can be verified after the steps of calculating an alignment correction and adjusting the spotlight alignment, and the above steps can be repeated as necessary to ensure correct alignment of the spotlights. In one embodiment, a laser or other focused light projector can be provided that projects an image of a horizontal line, such as a laser line, across a width dimension of the movable targeting surface 102, at the specified heights of the cut-off line for the first spotlight 114a and the second spotlight 114b. This advantageously provides a reference point that allows visual confirmation of the correctness of an alignment correction procedure performed as described below.This means that, by using the optional focused light projector as described, a user can visually confirm that the set height of the cut-off line for the first headlight 114a and the second headlight 114b is aligned with the horizontal line projected by the focused light projector. Once the headlight range adjustment procedure is complete and any necessary alignment corrections have been applied, the movable aiming surface 102 can be moved as required (arrows B) to allow the vehicle 112 to pass through to the next production line station.

[0036] The advantages of the systems and methods disclosed herein for headlight range control are evident. The systems and methods are easily adaptable to typical production environments, for example, for integration into a production line. By assigning a headlight alignment correction calculation to a combination of a headlight storage compartment alignment adjustment point and two specific heights of the headlight's cut-off line, the headlight range control process can be applied to vehicles with a virtually infinite variety of headlight heights relative to the ground, without requiring alignment programs specifically adapted to the vehicle height or a particular headlight characteristic.Conversely, the error in determining the height of the cut-off line and subsequently aligning the other headlight is reduced by using the described step alignment box to both establish an optical center of the headlight and simultaneously block light, thus preventing light spill from one headlight to another while maintaining a cut-off line height for the other headlight.

[0037] Furthermore, the described systems and procedures enable long-range headlight leveling in a manner that is easily integrated into current production / assembly line environments. This provides a high-volume procedure, i.e., a process that allows for repeatable, accurate, and efficient headlight alignment of many vehicles in an assembly line environment, even if the vehicle models are not identical and have different vehicle heights (and therefore headlight heights) relative to the ground. Such long-range headlight leveling advantageously correlates well with current headlight alignment verification procedures and reduces or eliminates error magnification factors without significantly increasing costs, cycle timing, labor, and other production factors compared to conventional short-range headlight leveling procedures.In fact, the systems and procedures presented here have the potential to eliminate any future need for long-range headlight alignment testing procedures, thereby further reducing costs, complexity, and plant processes associated with vehicle manufacturing.

[0038] In light of the above teachings, obvious modifications and variations are possible. All such modifications and variations fall within the scope of protection of the attached claims if they are interpreted with the breadth to which they are reasonably, legally, and justly entitled.

Claims

[1] Method for aligning vehicle headlights, comprising the following: by means of an image transmitter of a step alignment box, taking at least one image of a first headlight and / or a vehicle feature adjacent to the first headlight and determining an optical center of the first headlight from this; by capturing at least one image of the cut-off line of the low beam of a second headlight by means of at least one fixed image sensor which is aligned with a movable targeting surface and determining a height of the cut-off line of the second headlight from this; Moving the step alignment box from the first headlight to the second headlight; by the image sensor of the step alignment box, capturing at least one image of the second headlight and / or a vehicle feature adjacent to the second headlight and determining an optical center of the second headlight from this; and Determining the height of the cut-off line of the first headlight from at least one image of the cut-off line of the low beam light of the first headlight, which is captured by the at least one fixed image sensor. [2] The method according to claim 1, which includes calculating an alignment correction for the first headlight and the second headlight from the determined optical centers of the first headlight and the second headlight and the heights of the light-dark boundary of the first headlight and the second headlight. [3] The method of claim 2, wherein the computation is performed by one or more data processing units, each comprising at least one processor, at least one memory and storage, wherein the at least one processor is configured to receive one or more captured images from the imaging system and to execute computer-readable instructions for the following: Determining the optical centers of the first headlight and the second headlight from the at least one image of the first headlight and / or the vehicle feature adjacent to the first headlight and the at least one image of the second headlight and / or the vehicle feature adjacent to the second headlight; and Determining the heights of the cut-off line of the first and second headlights from at least one image of the cut-off line of the light beam of the first and second headlights; and Calculate each required alignment correction for the first headlight and the second headlight. [4] The method according to claim 3 includes performing the calculated alignment correction by an adjuster controlled by instructions from the processor. [5] Method according to any one of claims 1 to 3, comprising positioning the vehicle at least 7.62 m from a movable targeting surface, while capturing at least one image of the vehicle feature adjacent to the headlight and at least one image of the cut-off line of the light beam of the first and second headlight. [6] Method according to any one of claims 1 to 5, which includes positioning the step alignment box to block light emitted by the second headlight while simultaneously determining the height of the cut-off line of the light beam of the first headlight. [7] Method for aligning vehicle headlights, comprising the following: Moving the vehicle to an alignment position at least 7.62 m from a movable targeting surface; Activating the dipped beam of a first headlight and a second headlight of the vehicle; by means of an image transmitter of a step alignment box, capturing at least one image of the first headlight and / or a vehicle feature adjacent to the first headlight; by capturing at least one image of the light-dark boundary of the light beam of the second spotlight by means of at least one fixed image transmitter which is aligned with a movable targeting surface; Repositioning the step alignment box to block light emitted by the second headlight; by the image sensor of the step alignment box, capturing at least one image of the second headlight and / or a vehicle feature adjacent to the second headlight; by means of at least one fixed image transmitter, recording at least one image of the light-dark boundary of the light beam of the first spotlight; Moving the targeting surface and repositioning the vehicle past the movable targeting surface. [8] Method according to claim 7, which includes calculating an alignment correction for the first headlight and the second headlight from the at least one image of the first headlight and / or the vehicle feature adjacent to the first headlight, the at least one image of the second headlight and / or the vehicle feature adjacent to the second headlight, the at least one image of the cut-off line of the light beam of the first headlight and the at least one image of the cut-off line of the light beam of the second headlight. [9] Method according to claim 8, wherein the calculation is performed by one or more data processing devices, each comprising at least one processor, at least one memory and storage, wherein the at least one processor is configured to execute computer-readable instructions for receiving the at least one image of the first headlight and / or the vehicle feature adjacent to the first headlight, the at least one image of the second headlight and / or the vehicle feature adjacent to the second headlight, the at least one image of the cut-off line of the light beam of the first headlight and the at least one image of the cut-off line of the light beam of the second headlight as inputs from the image sensor of the step alignment box and from the at least one fixed image sensor, and for calculating each required alignment correction for the first headlight and the second headlight. [10] The method according to claim 9, which includes determining an optical center of the first headlight from the at least one image of the first headlight and / or the vehicle feature adjacent to the first headlight and an optical center of the second headlight from the at least one image of the second headlight and / or the vehicle feature adjacent to the second headlight by the processor. [11] Method according to claim 9 or claim 10, which includes determining the height of the light-dark boundary of the second headlight from the at least one image of the light-dark boundary of the light beam of the second headlight by the processor. [12] Method according to any one of claims 9 to 11, which includes determining the height of the light-dark boundary of the first headlight from the at least one image of the light-dark boundary of the light beam of the first headlight by the processor. [13] Method according to any one of claims 8 to 12, comprising carrying out the calculated alignment correction by an adjuster controlled by commands from the processor.

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