VEHICLE WITH SWIVELING HEADLIGHTS

Abstract

Vehicle, including: a first and a second adaptive headlight, each configured to produce a continuous beam sweep effect, and processor(s) to: (a) to detect the failure of the first adaptive headlight; (b) to control the second adaptive headlight to produce the continuous beam swivel effect based on the failure of the first adaptive headlight.

Description

TECHNICAL AREA

[0001] This revelation concerns vehicle headlights. STATE OF THE ART

[0002] Vehicles typically have two headlights (one left and one right). These headlights occasionally fail, leaving the vehicle with only one working headlight. Vehicles with only one working headlight can confuse other drivers. More specifically, other drivers may mistakenly assume the vehicle is a motorcycle rather than an SUV or a sedan.

[0003] DE 10 2015 214 792 A1, DE 60 2004 001 593 T2, US 9 108 568 B2, CN 1 03 630 852 A and CN 1 01 365 277 A represent prior art for the invention, from which the invention distinguishes itself. SUMMARY

[0004] A vehicle according to the present disclosure comprises: adaptive headlights, each configured to produce a continuous beam swivel effect; and a processor(s) configured to: (a) detect the failure of an adaptive headlight; and (b) control the functioning adaptive headlight to produce the continuous beam swivel effect based on (a). The functioning adaptive headlight achieves the continuous beam swivel effect by (1) continuously cycling through a plurality of beam profiles or (2) continuously rotating the headlights via motor(s). BRIEF DESCRIPTION OF THE DRAWINGS

[0005] For a better understanding of the invention, reference may be made to embodiments shown in the following drawings. The components in the drawings are not necessarily to scale, and related elements may be omitted, or in some cases, proportions may be exaggerated to emphasize and clearly illustrate new features described herein. Additionally, system components may be arranged differently, as is known in the field. Furthermore, in the drawings, the same reference numerals denote corresponding parts in the various views. Fig. Figure 1 is a block diagram of a vehicle computer system. Fig. Figure 2 is a schematic representation of a vehicle that has the vehicle computing system. Fig. Figure 3 is a schematic representation of the vehicle. Fig. Figure 4 is a diagram of a sine curve relating time to beam profiles. Fig. Figure 5 shows various steel profiles. DETAILED DESCRIPTION OF EXAMPLE FORMS OF EXECUTION

[0006] Although the invention may be embodied in various forms, some exemplary and non-limiting embodiments are shown in the drawings and are described below, and it is understood that the present disclosure is to be regarded as an illustration of the invention and is not intended to limit the invention to the specific illustrative embodiments.

[0007] In this application, the exclusive conjunction includes the inclusive conjunction. The use of definite or indefinite articles is not intended to indicate cardinality. In particular, a reference to "the" object or "a" object is also intended to denote a possible multitude of such objects. Furthermore, the conjunction "or" can be used as an option to convey features that are simultaneously present, and mutually exclusive alternatives as another option. In other words, the conjunction "or" should be interpreted as including "and / or" as one option and "either / or" as another.

[0008] Fig. Figure 1 shows a computing system 100 of an exemplary vehicle 200. The vehicle 200 is also referred to as a first vehicle 200. The vehicle 200 has a motor, a battery, at least one wheel driven by the motor, and a steering system configured to rotate the at least one wheel about an axle. Suitable vehicles are also described, for example, in U.S. Patent Application No. 14 / 991,496, issued to Miller et al. (“Miller”), and U.S. Patent No. 8,180,547, issued to Prasad et al. (“Prasad”), both of which are incorporated herein by reference in their entirety. The computing system 100 enables the automatic control of mechanical systems within the device. It also enables communication with external devices.The computing system 100 includes a data bus 101, one or more processors 108, volatile memory 107, non-volatile memory 106, user interfaces 105, a telematics unit 104, actuators and motors 103, and local sensors 102.

[0009] The data bus 101 transmits electronic signals or data between electronic components. The processor 108 performs operations on the electronic signals or data to generate modified electronic signals or data. The volatile memory 107 stores data for immediate retrieval by the processor 108. The non-volatile memory 106 stores data for retrieval by the volatile memory 107 and / or the processor 108. The non-volatile memory 106 includes a variety of non-volatile storage devices, including hard disk drives, SSDs, DVDs, Blu-rays, etc. The user interface 105 includes displays, touchscreen displays, keyboards, buttons, and other devices that enable user interaction with the computer system. The telematics unit 104 enables both wired and wireless communication with external processors via Bluetooth, cellular data (e.g., 3G, LTE), USB, etc.The telematics unit 104 can be configured to transmit signals at a specific frequency.

[0010] The actuators / motors 103 produce physical results. Examples of actuators / motors include fuel injectors, steering, a motor for transmitting torque to wheels, windshield wipers, brake light circuits, headlight circuits, transmissions, airbags, haptic motors or machines, etc. The local sensors 102 transmit digital readings or measurements to the processor 108. Examples of suitable sensors include temperature sensors, rotation sensors, seat belt sensors, speed sensors, cameras, lidar sensors, radar sensors, ultrasonic sensors, infrared sensors, etc. It should be appreciated that the various networked components of the Fig. It may have one separate or dedicated processor and memory. Further details of the structure and operations of the Computing System 100 are described, for example, in Miller and / or Prasad.

[0011] Fig. Figure 2 shows and generally illustrates the vehicle 200, which has the computing system 100. Although not shown, the vehicle 200 is in operational wireless communication with a mobile device, such as a mobile phone. Some of the local sensors 102 are installed on the outside of the vehicle 200. A local sensor 102a can be an ultrasonic sensor, a lidar sensor, a camera, a video camera, and / or a microphone, etc. The local sensor 102a can be configured to detect objects located in front of the vehicle 200, as indicated by the front detection area 109a. The local sensor 102b can be an ultrasonic sensor, a lidar sensor, an infrared sensor, a camera, a video camera, and / or a microphone, etc. The local sensor 102b can be configured to detect objects located behind the vehicle 200, as indicated by the rear detection area 109b.The left sensor 102c and the right sensor 102d can be configured to perform the same functions for the left and right sides of the vehicle 200. The vehicle 200 has a variety of other sensors 102 located inside or on the outside of the vehicle. These sensors may include one or all of the sensors disclosed at Prasad.

[0012] It should be appreciated that the Vehicle 200 is configured to perform the procedures and operations described below. In some cases, the Vehicle 200 is configured to perform these functions via computer programs stored in the volatile and / or non-volatile memory of the Computing System 100. A processor is "configured to" perform a disclosed operation when the processor is in operational communication with a memory containing a software program with code or instructions embodying the disclosed operation. Further description of how the processor, memory, and programs interact is provided by Prasad. It should be appreciated that the mobile device and / or an external server, in operational communication with the Vehicle 200, performs some or all of the procedures and operations discussed below.

[0013] According to various embodiments, vehicle 200 is Prasad's vehicle 100a. According to various embodiments, computer system 100 is the VCCS 102 of the Fig. 2 of Prasad. According to various embodiments, the vehicle 200 communicates with some or all of the devices that are in Fig. 1 shown at Prasad, including the mobile device 110, the communications tower 116, the telecommunications network 118, the internet 120 and the data processing center 122.

[0014] The term “charged vehicle”, when used in the claims, is hereby meaningfully defined as follows: “A vehicle comprising: a motor, a plurality of wheels, a power source and a steering system; wherein the motor transmits torque to at least one of the plurality of wheels, thereby driving the at least one of the plurality of wheels; wherein the power source supplies energy to the motor; and wherein the steering system is configured to steer at least one of the plurality of wheels.”“The term ‘equipped vehicle’ when used in the claims is hereby meaningfully defined as: ‘A vehicle comprising: a battery, a plurality of wheels, a motor, a steering system; wherein the motor transmits torque to at least one of the plurality of wheels, thereby driving the at least one of the plurality of wheels; wherein the battery is rechargeable and configured to supply electrical energy to the motor, thereby driving the motor; and wherein the steering system is configured to steer at least one of the plurality of wheels.’

[0015] As in the Fig. 2 and Fig. As shown in Figure 3, the vehicle 200 has a left headlight 201 and a right headlight 202. The headlights 201, 202 are adaptive, meaning that they are configured to project a beam of light with a profile based on the steering angle and / or speed of the vehicle 200. According to various embodiments, the headlights 201, 202 have the structure of the headlight system 10 described in U.S. Patent No. 8,433,479 granted to Lukacs et al. (“Lukacs”), which is incorporated herein by reference in its entirety. In particular, one of the headlights 201, 202 has the configuration described in Figure 3. Fig. 1 is shown at Lukacs. The other headlight 202, 201 can have a mirrored arrangement of the configuration shown in Fig. 1 shown in Lukacs. According to various embodiments, the vehicle 200 is configured to control the headlights 201, 202 via some or all of the functions and operations described in Lukacs, so that the vehicle 200 of the present invention can have some or all of the features of the vehicle described in Lukacs.

[0016] As in Fig. As shown in Figure 1 by Lukacs, the headlights 201, 202 of the present invention can each have a main light source and a plurality of auxiliary light sources. As shown in Figure 1, the headlights 201, 202 of the present invention can each have a main light source and a plurality of auxiliary light sources. Fig. As shown in Figure 2 by Lukacs, the vehicle 200 of the present invention adjusts the beam profile of the headlights by activating, deactivating and / or adjusting the auxiliary light sources. As shown in Figure 2. Fig. As shown in Figure 3 by Lukacs, the vehicle 200 of the present invention adjusts the beam profile based on a steering angle and vehicle speed (when adaptive steering is active). Alternatively or in addition to the auxiliary light sources, the vehicle 200 can be configured to rotate the main light source about a vertical axis (similar to a lighthouse). A motor drives the rotation of the main light source. The vehicle controls the motor based on the steering angle and vehicle speed (when adaptive steering is active).

[0017] It should therefore be appreciated that the vehicle 200 is equipped to manipulate the beam profile via at least one of two headlight configurations: (a) by activating, deactivating and / or adjusting additional headlights; (b) by rotating the main headlight about a vertically extending axis.

[0018] The following discussion concerns controlling the beam profile that oscillates from one of the headlights to simulate a swiveling headlight. This is called the swivel effect. If the vehicle 200 is equipped with configuration (b), the vehicle 200 controls the motor to swivel the headlights back and forth around the vertical axis, thus achieving a swivel effect. If the vehicle 200 is equipped with configuration (a), the vehicle 200 can simulate a swiveling motion (and therefore achieve the swivel effect) by cyclically moving forward and backward through a series of predetermined beam profiles (each beam profile being associated with a main headlight power level and an auxiliary headlight power level for each of the auxiliary headlights).

[0019] For example, vehicle 200 can achieve beam profile (1) by activating the main headlight and none of the auxiliary headlights to produce a beam profile that generally extends parallel to a straight roadway. Vehicle 200 can, for example, achieve beam profile (2) by activating the main headlight and some of the auxiliary headlights to produce a beam profile that extends at an angle of 5 degrees to a generally straight roadway. Vehicle 200 can, for example, achieve beam profile (3) by activating the main headlight and all of the auxiliary headlights to produce a beam profile that extends at an angle of 10 degrees to a generally straight roadway.

[0020] Fig. Figure 5 shows and illustrates three beam profiles in general. The vehicle 200 runs cyclically between a first beam profile 501, a second beam profile 502, and a third beam profile 503. The first beam profile 501 is parallel to the roadway. The second beam profile is at an angle X with respect to the roadway. The third beam profile is at an angle 2*X with respect to the roadway. The first beam profile 501 can be beam profile (1), the second beam profile 502 can be beam profile (2), and the third beam profile 503 can be beam profile (3).

[0021] When the vehicle 200 is equipped with configuration (b), it simulates a headlight panning motion (i.e., generates the panning effect) by cyclically cycling through the beam profiles according to the following sequence: [beam profile (1), beam profile (2), beam profile (3), beam profile (2), beam profile (1), beam profile (2), beam profile (3), etc.]. With additional beam profiles (for example, 20 beam profiles), the vehicle 200 can provide a more authentic simulation. Fig. Figure 4, which is discussed in detail below, illustrates the cyclical ordering process.

[0022] The above revelation refers to the angle of the beam profiles. Beam profiles are typically complex and do not follow simple geometric relationships. See, for example, the Fig. Sections 3 to 7 of U.S. Patent Publication No. 2004 / 0114379 granted to Miller et al. (“Miller-2”), which is hereby incorporated in its entirety by reference. It should therefore be appreciated that the angle of the beam profiles can correspond to steering angles that would produce the beam profile under normal adaptive headlight conditions. For example, if a driver steers 5 degrees to the left at a speed X, the vehicle implements a beam profile corresponding to a steering angle of 5 degrees. If the driver steers 10 degrees to the left at a speed X, the vehicle implements a beam profile corresponding to a steering angle of 10 degrees. These relationships are disclosed, for example, in Lukacs and Miller-2. With reference to Fig. 5, therefore, the first beam profile 501 can correspond to a beam profile associated with a steering angle of 0 to 10 degrees to the right during adaptive steering. The second beam profile 502 can correspond to a beam profile associated with a steering angle of 10 to 20 degrees to the right during adaptive steering. The third beam profile 503 can correspond to a beam profile associated with a steering angle of 20 to 30 degrees to the right during adaptive steering.

[0023] It is therefore important to appreciate that the headlights achieve the swiveling effect via configuration (a) by cyclically passing through the profiles as described above to simulate a swiveling headlight, and via configuration (b) by physically swiveling the headlights via the headlight motors.

[0024] As discussed above, vehicle 200 has two headlights, 201 and 202. One of these headlights (for example, the left headlight, 201) can fail due to a number of circumstances: the headlight wiring can be damaged, the headlight bulb can burn out, etc. Under such circumstances, and as discussed above, only one headlight (for example, the right headlight, 202) remains functional. This can pose a safety risk because oncoming traffic, especially at night, might assume that vehicle 200 is a motorcycle or bicycle and not a sedan, truck, or off-road vehicle.

[0025] The present disclosure uses the sweeping effect to warn oncoming traffic that the vehicle 200 is not a motorcycle or bicycle, but a sedan or off-road vehicle equipped with two separate headlights. The sweeping effect can also convey the speed or acceleration of the vehicle 200 to oncoming traffic and scare away animals, such as wild animals. The vehicle 200 is therefore configured to (a) detect when one of the headlights has failed, and (b) generate the sweeping effect.

[0026] The vehicle 200 detects headlight failure based on: (a) measured current and / or voltage to the headlight and / or (b) appropriate user input and / or (c) data recorded by the local front vehicle sensor 102a (for example, if images taken by the local vehicle sensor 102a are unusually dark and / or do not show a headlight beam).

[0027] Upon detecting the failure of one of the headlights 201, 202, the vehicle 200 automatically initiates the swiveling effect. If it is equipped with configuration (a), the vehicle 200 begins to cycle through the array of predetermined beam profiles. If it is equipped with configuration (b), the vehicle 200 begins to rotate or swivel the functioning (i.e., the remaining) headlight via the motor. For both configurations (a) and (b), the vehicle 200 selects a swivel range. The swivel range is the angle defined by the difference between the beam profile of the array angled fully to the left and the beam profile of the array angled fully to the right (as discussed above, if the vehicle is equipped with configuration (b), the beam profile angle may correspond to the steering angle normally associated with the beam profile).Vehicle 200 is configured to select a slew range based on various inputs. For example, Vehicle 200 can select a slew range of 10 degrees according to one set of inputs, and a slew range of 20 degrees according to another set of inputs.

[0028] According to various embodiments, the vehicle 200 generates a swiveling effect that simulates a sine wave. At a position +1 along the Y-axis, the beam profile is located at the far left of the selected swivel range. At a position -1 along the Y-axis, the beam profile is located at the far right of the selected swivel range. The X-axis represents time. To achieve a sinusoidal effect, the vehicle 200 cycles between headlight profiles according to the sine wave. If the vehicle is equipped with configuration (a), each headlight profile can be associated with a specific Y-axis range (for example, profile A from 0 to 0.1, profile B from 0.1 to 0.2, etc.). The vehicle 200 therefore switches from profile A to profile B along the X-axis corresponding to a Y-axis position of 0.1 over time. In other words, the vehicle 200 segments the Y-axis of the sine wave and associates a beam profile with each segment.

[0029] Fig. Figure 4 shows an example 400 sine wave. Beam profile 1 is associated with a Y-axis range of 0 to 0.33. Beam profile 2 is associated with a Y-axis range of 0.33 to 0.66. Beam profile 3 is associated with a Y-axis range of 0.66 to 1. Beam profile 4 is associated with a Y-axis range of 0 to -0.33. Beam profile 5 is associated with a Y-axis range of -0.33 to -0.66. Beam profile 6 is associated with a Y-axis range of -0.66 to -1.0. Beam profile 1 lies at a 3-degree angle to the horizontal (for example, the straight road surface). Beam profile 2 lies at a 6-degree angle to the horizontal. Beam profile 3 lies at a 9-degree angle. Beam profile 4 is at a -3 degree angle; beam profile 5 is at a -6 degree angle; beam profile 6 is at a -9 degree angle.

[0030] When vehicle 200 activates headlight swiveling, vehicle 200 applies beam profile 1 up to t1. Vehicle 200 applies beam profile 2 from t1 to t2. Vehicle 200 applies beam profile 3 from t2 to t4. Vehicle 200 applies beam profile 2 from t4 to t5. Vehicle 200 applies beam profile 1 from t5 to pi. Vehicle 200 applies beam profile 4 from pi to t6.

[0031] If the vehicle is equipped with configuration (b), the vehicle controls the acceleration and / or speed of the headlight motor to produce the sine wave effect. With reference to Fig. 4. The vehicle 200 controls the headlight motor such that the headlight is at an angle of 1 / 3 (or 0.33) from the right end angle at t1, at an angle of 2 / 3 (or 0.66) from the right end angle at t2, at the right end angle at t3, etc. The appropriate acceleration and / or velocities can be found by determining the derivatives of the sine curve of figure Z.

[0032] One should appreciate that the values ​​of Fig. Figure 4 is purely exemplary and shown only for illustration. In practice, the frequency of the sine wave can be adjusted, and, in configuration (a), more or fewer beam profiles can be associated with the curve (that is, the Y-axis can be segmented into more than 6 different beam profiles).

[0033] According to various embodiments, the vehicle 200 selects the swivel range and / or the frequency of the sine wave based on (a) detected speed of the vehicle 200 and / or (b) detected acceleration of the vehicle 200 and / or (c) dimensions of the vehicle 200 and / or (d) distance of a detected object from the vehicle 200 and / or (e) distance of a detected oncoming vehicle from the vehicle 200 and / or (f) whether the vehicle 200 is driven manually or autonomously.

[0034] For example, if vehicle 200 is traveling at a high speed, it can implement a narrow swivel range with a high sinusoidal frequency. If vehicle 200 is traveling at a low speed, it can implement a wide swivel range with a low sinusoidal frequency. Referring to (f), if vehicle 200 is driven manually, the swivel range can be narrower than if the vehicle is driven autonomously. Therefore, with reference to (f), vehicle 200 narrows the swivel range when manual driving is detected and widens the swivel range when autonomous driving is detected.

[0035] As described above, the vehicle 200 automatically performs the swiveling action upon detecting headlight failure. According to various embodiments, the vehicle 200 performs the swiveling action automatically only upon detecting (a) oncoming traffic (i.e., other approaching vehicles) and / or (b) objects of a predetermined size in front of the vehicle (for example, animals). As is known in the field, the vehicle 200 can perform these actions via the local front sensor 102b.

[0036] According to various embodiments, the vehicle 200 temporarily deactivates the swivel function upon detecting that the vehicle 200 is turning. More precisely, if the vehicle's speed is below a predetermined turning speed (for example, 20 mph) and the steering angle exceeds a certain value (for example, 10 degrees from center), the vehicle 200 can deactivate the swivel function and set the headlight profile of the functioning headlight to one or more predetermined turning profiles. Once the turning maneuver is complete (as detected with reference to speed and / or steering angle), the vehicle 200 reactivates the swivel function.

[0037] The panning effect is advantageously effective at scaring away animals, such as deer. It is therefore worth appreciating that the Vehicle 200 can perform the panning effect even when both headlights are functioning. The Vehicle 200 can perform the panning in response to: (a) a user command, (b) automatically, in response to the detection of animals matching a predetermined profile, or (c) automatically, in response to its GPS position. Referring to (c), the Vehicle 200 can query a map of known game locations stored on an external server and automatically perform the panning when the vehicle enters one of these locations. When both headlights are panning, they can be in phase or 180 degrees out of phase.

[0038] Although the invention, as discussed above, has been applied to headlights, it should be appreciated that the invention can also be applied to other light sources, such as vehicle taillights (or any other light source). Vehicles typically have at least two types of taillights: brake lights, which activate when the vehicle brakes, and rear lights, which activate simultaneously with the headlights (that is, the rear lights are intended to be active at all times when the vehicle is driven at night).

[0039] The taillights can have a similar configuration to the headlight system 10 at Lukacs. More specifically, the taillights can include a main light and a variety of auxiliary lights. The taillights can optically communicate information about the vehicle 200 to vehicles traveling behind it. For example, the vehicle 200 can be configured to swivel the taillights (using the methods disclosed above) at a specific frequency and swivel range based on (a) the speed of the vehicle 200 and / or (b) the acceleration of the vehicle 200 and / or (c) the deceleration of the vehicle 200.

Claims

[1] Vehicle, comprising: a first and a second adaptive headlight, each configured to produce a continuous beam sweep effect, and processor(s) to: (a) to detect the failure of the first adaptive headlight; (b) to control the second adaptive headlight to produce the continuous beam swivel effect based on the failure of the first adaptive headlight. [2] Vehicle according to claim 1, wherein: the second adaptive headlight achieves the continuous beam swivel effect by (a) continuously cycling through a variety of beam profiles or (b) continuously rotating the headlights via (a) motor(s); and the processor(s) is / are configured to: continuously cycle through the multitude of beam profiles according to a sine curve, the sine curve having a time x-axis and a y-axis segmented according to the multitude of beam profiles. [3] Vehicle according to claim 1, wherein the processor(s) is / are configured to: control the second adaptive headlight to generate the continuous beam swivel effect in relation to a sine curve relating a plurality of times with a plurality of beam profiles. [4] Vehicle according to claim 1, wherein the processor(s) is / are configured to: (c) to detect incoming traffic via a local sensor(s); (b) to control the second adaptive headlight to produce the continuous beam swivel effect based on (a) and (c). [5] Vehicle according to claim 1, wherein the processor(s) is / are configured to: to control the adaptive headlights to create continuous beam swivel effects based on a detected GPS position of the vehicle. [6] Vehicle according to claim 3, wherein the processor(s) is / are configured to: adjust the frequency of the sine wave based on a detected vehicle speed or a detected vehicle acceleration. [7] Vehicle according to claim 1, wherein the processor(s) is / are configured to: to detect a steering maneuver based on the steering angle and to deactivate the continuous beam swivel effect during the steering maneuver. [8] Vehicle according to claim 1, wherein the processor(s) is / are configured to: (c) to select a beam swivel range based on vehicle speed and (b) to control the functioning adaptive headlight to produce the continuous beam swivel effect based on (a) and (c). [9] Method comprising a processor(s) of a vehicle having adaptive headlights, each configured to produce a continuous beam swivel effect: (a) Detect failure of an adaptive headlight; (b) to control a functioning adaptive headlight to produce the continuous beam swivel effect based on (a). [10] Method according to claim 9, wherein the functional adaptive headlight achieves the continuous beam swivel effect by (a) continuously cyclically running through a plurality of beam profiles or (b) continuously rotating the headlights via (a) motor(s). [11] Method according to claim 9, comprising: controlling the functional adaptive headlight to generate the continuous beam swivel effect in relation to a sine curve relating a plurality of times with a plurality of beam profiles. [12] The method of claim 9, comprising: (c) Detection of incoming traffic via a local sensor(s); (b) Controlling the functioning adaptive headlight to produce the continuous beam swivel effect based on (a) and (c). [13] The method of claim 9, comprising: Controlling the two adaptive headlights to generate continuous beam swivel effects based on a detected GPS position of the vehicle. [14] The method of claim 9, comprising: Detecting a steering maneuver based on the steering angle; Disabling the continuous beam sweep effect during the steering maneuver. [15] The method of claim 9, comprising: (c) Selecting a beam swivel range based on vehicle speed; (b) Controlling the functioning adaptive headlight to produce the continuous beam swivel effect based on (a) and (c).

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