Method for controlling a variable light distribution

Abstract

Method for controlling a variable light distribution (6) of a headlight of a vehicle (5), wherein, when approaching an intersection area (1), the light distribution (6) is adapted to this, wherein the adaptation of the light distribution (6) is adjusted to the intersection area (1) as a function of the distance (d) of the vehicle (5), wherein a static headlight is used as the headlight, and wherein the adjustment of the light distribution (6) is carried out by dimming with a dimming rate which depends on the distance (d) of the vehicle (5) from the intersection area (1), characterized by the fact that The dimming rate corresponds to the relationship 1 - 1 / d 2 follows, where d is the distance (d) of the vehicle (5) to the intersection area (1).

Description

[0001] The invention relates to a method for controlling a variable light distribution of a headlight of a vehicle according to the type defined in more detail in the preamble of claim 1.

[0002] The control of lighting devices in a vehicle is, in principle, known from the prior art. For example, DE 10 2012 020 410 A1 describes the adjustment of a light distribution based on digital map information in order to adapt the light distribution to events on the road, such as curves or the like, before these come into the field of view of a sensor installed in the vehicle.

[0003] DE 10 2012 200 431 A1 describes a method for determining whether an intersection exists on a road traversed by a vehicle. It explains that, based on a visual headlight beam detection system, crossing traffic can be detected so that the vehicle's own lighting can be adjusted, for example by switching off the high beam and / or adjusting the headlight beam.

[0004] German patent DE 10 2013 020 412 A1 relates to a lighting device with a roundabout light for a vehicle. The road layout is determined, and improved illumination when driving through the roundabout is achieved via a lighting control unit. Depending on the position of the roundabout relative to the vehicle's position, the lighting control unit activates a roundabout light.

[0005] It is also known from DE 10 2005 038 581 A1 that the lighting can be controlled using satellite-based road course recognition. In this system, the lighting is dimmed when driving through curves and / or intersections so that areas where visibility is not required are not illuminated.

[0006] DE 101 64 193 A1 further describes how position information relating to the vehicle on a map, environmental information and radar-based environmental conditions relating to a road on which the vehicle is driving can be used to control a lighting device.

[0007] Finally, DE 102011 076 644 A1 also describes a method for controlling the variable light distribution of a vehicle's headlight. This document describes how vehicle-to-vehicle communication is used to detect signals emitted by vehicles at intersections and, for example, adjust the light distribution so that other road users are not dazzled. The document also describes in detail how the light distribution can be adjusted based on the vehicle's speed, enabling earlier adjustments at higher speeds than at lower speeds.

[0008] DE 103 00 771 A1 describes a motor vehicle with a headlight, wherein the emitted light cone can be changed when approaching a road junction or intersection.

[0009] The object of the present invention is to provide a method for controlling a variable light distribution when approaching an intersection area, which is further improved compared to the prior art.

[0010] According to the invention, this problem is solved by a method with the features in claim 1, and in particular in the characterizing part of claim 1. Advantageous embodiments and further developments of the method are set forth in the dependent claims.

[0011] In practice, and this is also described in the aforementioned state of the art, crossing traffic cannot be correctly detected by the sensors of the vehicle itself, also known as an "ego vehicle," in certain situations at night. This can lead to crossing traffic being blinded by automated high beams or partial high beams.

[0012] To prevent precisely this, the inventive method provides that the light distribution is adapted to the intersection area, essentially regardless of whether other vehicles are present there or not. According to the invention, the light distribution is adjusted based on the vehicle's distance from the intersection area. Unlike the prior art, the method utilizes only the presence of the intersection, which is detected based on map data and satellite navigation to determine the vehicle's position, and adjusts the lighting accordingly. At any distance of the vehicle from the intersection area, the illumination remains optimal by dimming the areas where other vehicles might potentially be present.This reliably prevents glare for crossing traffic in intersection areas, such as junctions, intersections or especially roundabouts.

[0013] According to the inventive method, the adjustment is carried out with a dimming rate which depends on the distance of the vehicle from the intersection area, such that the relationship of the mathematical formula 1 - 1 / d 2 The following formula applies, where d is the distance of the vehicle to the intersection. A very good effect can also be achieved using this formula simply by dimming the light, by adjusting the dimming rate according to the vehicle's distance from the intersection.

[0014] The solution according to the invention is used when a static headlight, for example an LED high beam, is used without the possibility of directly influencing the detailed shape of the light distribution. In this case, the adjustment can then be made by dimming and / or dimming in order to achieve the desired effects to the extent permitted by the respective headlight.

[0015] According to a particularly advantageous embodiment of the inventive method, it is further provided that the adjustment starts from a predetermined minimum distance of the vehicle to the intersection area. The adjustment of the light distribution, which depends on the distance of the vehicle to the intersection area, thus starts automatically from a predetermined minimum distance, which is ideally less than 100 m, so that the intersection area is always optimally illuminated without having to fear dazzling other road users as soon as the vehicle falls below the aforementioned minimum distance.

[0016] According to a particularly advantageous embodiment of the inventive method, the adjustment can be implemented as dimming and / or dimming of the light distribution. These possibilities are known from the prior art and ultimately depend on the design of the headlight, which, however, is of secondary importance for the present invention. For example, with a static LED high beam, corresponding dimming can be carried out to adjust the light distribution.

[0017] As already mentioned, map data and satellite-based navigation, such as GPS or Galileo, can be used to analyze light distribution and / or approach to an intersection. According to a particularly advantageous embodiment of the method according to the invention, GPS-based ADASIS data is used. This data follows the so-called ADASIS protocol (Advanced Driver Assistance System Interface Specification), which has been defined by various car manufacturers and suppliers for processing data in navigation systems and can therefore be used here as a "quasi"-standardized database, making it particularly easy, efficient, and reliable to use.

[0018] Further advantageous embodiments of the method according to the invention also result from the exemplary embodiment, which is described in more detail below with reference to the figures.

[0019] This shows: Fig. 1 a schematic representation of possible light distributions according to the method of the invention when a vehicle approaches an intersection; and Fig. 2 a possible light distribution when a vehicle approaches an alternative intersection area.

[0020] In the presentation of the Fig. Figure 1 shows an intersection area 1 between a priority road 2 and a crossing road 3. The intersection area is depicted here as a true intersection. However, an intersection area 1 within the meaning of the invention could also be a simple junction on one side of road 2, or as shown in the Fig. As indicated in point 2, a roundabout is possible. Other intersections with roads that do not cross at right angles would also be conceivable.

[0021] On road 3, a vehicle labeled 4 is indicated, waiting to cross or turn onto priority road 2. On priority road 2, a vehicle labeled 5 is approaching; this is the ego vehicle 5 of the scenario depicted here. This ego vehicle 5 is shown in three different positions. In the first position, ego vehicle 5 is labeled 5.1 and shown at a distance d1 from intersection 1. This distance d1 is greater than a boundary distance d0, which is also indicated. Ego vehicle 5 in position 5.1 has a light distribution 6, indicated by a dotted line and labeled 6.1. This light distribution 6.1 is the standard light distribution of vehicle 5 when using high beams. As long as vehicle 5 is at a distance d from intersection 1 that, like distance d1, is greater than the boundary distance d0, this light distribution 6.1 is typically selected.From the boundary distance d0, which the ego vehicle 5 has already passed at position 5.2, a modified light distribution, labeled 6.2 and shown here with hatching, is activated. This distribution takes into account the design of intersection area 1 based on GPS-based ADASIS data. Depending on the distance d, labeled d2 at position 5.2, the light distribution 6.2 is adjusted so that intersection area 1 is illuminated as desired without dazzling other road users, such as vehicle 4 in this case.

[0022] The light distribution 6.2 depends on the distance d between the ego vehicle 5 and the intersection area 1. If the ego vehicle approaches the intersection area further, as indicated by the ego vehicle 5 in the dashed position 5.3, then the light distribution 6.3 remains such that the illumination of the intersection area 1 is always optimal at any distance d. Therefore, optimal illumination is always achieved through the distance-dependent adjustment of the light distributions 6.2 and 6.3 in the example shown here, which is specified below the limit distance d0 depending on the current distance d. Furthermore, especially when using pixel headlights in the ego vehicle 5, the central area of ​​the intersection, where other road users 4 may be located, can be dimmed.This dimming of the central section of intersection area 1 is particularly important in roundabouts, where intersection area 1 is defined. It is therefore illustrated using the example of a roundabout in the diagram. Fig. 2 can be seen, where, in addition to the Ego vehicle 5, a position with a distance d to the center of the roundabout and four other road users 4.1, 4.2 and 4.3 are schematically indicated.

[0023] As intersection areas 1, as they are in Fig. As shown in Figure 1, when using a pixel headlight, the right and left high beam illumination areas can now be dimmed depending on the distance, as can be seen between light distributions 6.1 and 6.2 at a distance d1, which is greater than the limiting distance d0. The closer the intersection area 1 is, i.e., the smaller the distance d, the greater the dimming becomes.

[0024] When using a static LED high beam, from the limit distance d0 onwards, there is essentially only an increasing dimming of this high beam, with the dimming rate corresponding to the mathematical relationship 1 - 1 / d 2 is specified so that it changes accordingly depending on the distance.

[0025] In roundabouts, when using a pixel headlight to generate the high beam, a distance-dependent dimming of primarily the central illumination area occurs, as shown in the illustration of the Fig. As indicated in point 2, the closer the ego vehicle 5 is to the roundabout (intersection area 1), the larger the central masked area and the higher the dimming rate. In this case, the distance is the primary factor in calculating the masking size and dimming parameters, although the width of road 2 could also be taken into account.

[0026] For a static LED high beam, even in roundabouts (as intersection area 1), the light is gradually dimmed from a defined minimum distance d0, which is typically less than 100 m. Here too, the dimming rate is calculated according to the formula 1 - 1 / d. 2 The dimming depends on the distance d of the ego vehicle 5 to the roundabout as intersection area 1. This means that at larger distances the light is dimmed less, and at smaller distances the light is dimmed more.

[0027] For both traffic situations, GPS-based, or in the future Galileo-based, ADASIS data is used. This allows the automatic high beam to prevent, or at least reduce the risk of, glare from crossing traffic at roundabouts, intersections, and / or junctions (as intersection areas 1).

Claims

[1] Method for controlling a variable light distribution (6) of a headlight of a vehicle (5), wherein when approaching an intersection area (1) the light distribution (6) is adapted to it, wherein the adaptation of the light distribution (6) is adjusted to the intersection area (1) depending on the distance (d) of the vehicle (5), wherein a static headlight is used as the headlight, and wherein the adjustment of the light distribution (6) is carried out by dimming with a dimming rate which depends on the distance (d) of the vehicle (5) from the intersection area (1), characterized by , that The dimming rate corresponds to the relationship 1 - 1 / d 2 follows, where d is the distance (d) of the vehicle (5) to the intersection area (1). [2] Method according to claim 1, characterized by , that The adjustment of the light distribution (6) starts from a predetermined limit distance (d0) of the vehicle (5) to the intersection area (1).

3. Method according to one of claims 1 or 2, characterized by , that GPS-based ADASIS data is used to analyze the adaptation of the light distribution (6) and / or the approach to the intersection area (1).

Images