Control device, system and method for generating a glare-free high beam of a vehicle

Abstract

A control device (3) for generating glare-free high beams by means of a headlight assembly (4) of a vehicle (50) is proposed. The control device (3) comprises a processor (10), a memory unit (20) for storing data and machine-readable instructions for the processor (10), and an interface (30). The interface (30) is configured to receive sensor data from a sensor assembly (2) for detecting another vehicle (60) exposed to a risk of glare from the headlight assembly (4) and to output control signals for controlling the headlight assembly (4).The memory unit (20) contains instructions for the processor (10) to evaluate the sensor data received from the sensor (2) to determine the current position of the detected vehicle (60) and, based on the current position of the detected vehicle, to determine the base width of a shadow area required to avoid direct glare to the detected vehicle (60) in a headlight beam field, as well as at least one offset to extend the shadow area to avoid lateral glare to the detected vehicle (60) and a correction factor to take into account different vehicle lengths, and to control the headlight system (4) so ​​that a shadow area is created in the headlight beam field to prevent glare to the detected vehicle (60), the width of which essentially corresponds to the base width increased by the at least one offset corrected by the correction factor.

Description

[0001] The present disclosure generally relates to methods for controlling headlights. More specifically, the present disclosure relates to a control device, a system, and a method for generating a glare-free high beam using a headlight system of a vehicle.

[0002] Vehicle headlights, in particular those with segmented high beams, are known for generating glare-free high beams. If, for example, road users are detected in the high beam area of ​​the headlight light field by the vehicle sensors, certain segments of the headlight can be deactivated to create one or more shadow areas to reduce glare for the detected road users. Due to system tolerances and / or system latencies, a road user may not be completely glared by the shadow areas in the headlight high beam. To ensure reliable glare control, especially despite system tolerances and system latencies, the shadow areas are designed to be extra large or with a reserve, which can impair the overall performance of the headlights.

[0003] An object of the embodiments of the present disclosure is to provide a control device, a system and a method for generating a glare-free high beam, which enable both reliable glare control and high headlight performance.

[0004] To achieve this object, according to a first aspect, a control device for generating a glare-free high beam using a headlight system of a vehicle is provided. The headlight system can be designed, in particular, as a matrix headlight for generating a segmented high beam. The control device comprises a processor, a memory unit for storing data and machine-readable instructions for the processor, and an interface.

[0005] The interface is designed to receive sensor data from a sensor system for detecting another vehicle, object, or road user exposed to the risk of glare from the headlight system, in particular a preceding and / or oncoming vehicle. The sensor system can, in particular, comprise one or more cameras and be designed to detect other vehicles, in particular based on their headlights or taillights. The interface is further designed to output control signals or control commands for controlling the headlight system.

[0006] The memory unit contains the instructions for the processor to evaluate the data received from the sensors to determine the current positioning of a detected vehicle. In this context, positioning refers to both a position or location and an orientation of the detected vehicle. The position and orientation can be determined, in particular, in a coordinate system or sensor coordinate system linked to the detecting vehicle, i.e., the vehicle equipped with the control device and the sensors, or the ego vehicle.

[0007] The memory unit further contains instructions for the processor to determine, based on the current positioning of the detected vehicle, a base width of a shadow area in a headlight high beam field required to avoid direct glare of the detected vehicle. The width of a shadow area in the headlight high beam can be specified or defined, in particular, in angular coordinates, in particular by a horizontal opening angle of the corresponding high beam shadow in the headlight high beam field.

[0008] The memory unit further contains instructions for the processor to determine at least one offset or a horizontal offset angle for expanding the shadow area to avoid lateral glare, in particular lateral mirror glare and / or lateral window glare, of the detected vehicle. The memory unit also contains instructions for the processor to determine a correction factor to take different vehicle lengths into account, in particular to correct or adjust the at least one offset. The memory unit also contains instructions to control the headlight system such that a shadow area is created in the headlight high beam field to avoid glare for the detected vehicle, the width of which shadow area essentially corresponds to the base width increased by the at least one offset corrected by the correction factor.

[0009] The use of the correction factor is based on the idea that the actual length of the detected vehicle may differ from the vehicle length assumed for determining the offset, or from the standard or normative length. Due to the vehicle-specific correction of the offset, an object-specific restricted shadow area can be created in the headlight high beam field. By restricting the shadow area in the headlight far beam field to the specific object, the impairment of headlight performance caused by the shadow area can be reduced.

[0010] The width of the resulting shadow area is thus composed of the base width and the offset. This takes into account both the positioning of the detected vehicle and the actual length of the detected vehicle. Depending on the positioning of the detected vehicle, particularly in the coordinate system of the sensor system, the proportion of the offset in the overall width of the resulting shadow area can vary. If, for example, a vehicle detected by the sensor system is driving directly in front of the ego vehicle, the risk of side glare is reduced and at least one offset can be reduced to a minimum. Shadow areas of a glare-free high beam can thus be better adapted to the correct size depending on the situation, so that other road users are not disturbed by mirror glare, for example, without having to make the shadow areas larger than necessary.

[0011] By determining the correction factor and extending the base width by the corrected offset, the width of the resulting shadow area can be automatically adjusted to the required minimum size, thus avoiding unnecessarily large shadow areas.

[0012] The memory unit can contain instructions for the processor to determine the current positioning of the detected vehicle based on a current distance or object distance and a current azimuth angle or object angle. The distance can be specified, in particular, as the distance between the nearest corner point or to the geometric center of the detected vehicle and the zero point of the sensor system's coordinate system. The azimuth angle can be specified, in particular, as a horizontal angle with respect to a zero axis aligned along the direction of travel in the sensor system's coordinate system. The positioning of the detected vehicle can be easily described based on the distance and the azimuth angle, in particular with respect to the sensor system's coordinate system.

[0013] The memory unit can contain instructions for the processor to determine a current lateral detection angle of the detected vehicle and to determine the correction factor based on the current lateral detection angle and on an offset angle stored in the memory unit for the corresponding positioning of a detected vehicle. Thus, an angle-based, object- or vehicle-related correction factor can be easily determined. The current lateral detection angle can be detected, in particular, at a time when the vehicle to be detected is in a favorable position, for example, is in the near field of the ego vehicle and can be illuminated by the ego vehicle's low beam headlights.

[0014] In some embodiments, the memory unit contains instructions for the processor to determine the length of the detected vehicle and to determine the correction factor based on the length of the detected vehicle and on a standard vehicle length stored in the memory unit. In particular, the length can be determined when the detected vehicle is in a favorable position or at a time when, for example, the detected vehicle is in a favorable position for detection by the sensors of the ego vehicle.

[0015] Once the correction factor has been determined for the detected vehicle, the correction factor can be assigned to that vehicle and used for the same vehicle later. Once information about the actual length or the correction factor for an object or detected vehicle is available (even if it is only detected for a brief moment), this information can be used to adjust the geometric offset for the entire detection period. This eliminates the need to recalculate the correction factor each time, simplifying the offset adjustment and reducing computational effort.

[0016] In some embodiments, the memory unit contains instructions for the processor to evaluate the sensor data to determine a current road course and to determine the base width and the offset at least partially based on the current road course. The road course is characterized by geometric properties of the road or roadway on which the road users are located. The orientation or inclination of the object can be determined in particular using the determined / detected road course and / or the vehicle's own trajectory and / or additionally the relative movement between the vehicle and the detected vehicle or detected object. If, for example, both vehicles are in a curve situation, the vehicle's own trajectory reflects the curve situation, even though the object azimuth angle may not change or hardly change.

[0017] The memory unit can contain instructions for the processor to detect the current road course based on the current curve direction and / or curve curvature. The curve situation, in particular the curve direction or curve curvature, influences the orientation or inclination of the objects detected by the sensors or camera. Changing the inclination also changes the horizontal opening angle of a shadow area in the headlight high beam field required to avoid lateral glare. By taking the curve curvature into account, the adjustment of the shadow width of the shadow area when cornering can be further improved.

[0018] A look-up table or 2D conversion table can be stored in the memory unit, which establishes a relationship between the position of the detected vehicle and the offset. Using this stored relationship, the required offsets can be determined in real time from the current distance and the current azimuth angle.

[0019] The offset values ​​in the look-up table can be stored with the proviso that, when the vehicle detected by the sensor system is tilted, window areas of the detected vehicle, in particular a side facing the sensor system or the camera, are essentially completely covered by the at least one offset or lie within the offset range. Due to the essentially complete coverage of the vehicle's window areas by the offset, lateral glare of the detected vehicle or its occupants can be reliably avoided. The vehicle-specific offset correction makes it possible to achieve side glare with a reduced offset.

[0020] In some embodiments, offsets on both sides are stored in the look-up table in a small-angle range to prevent side mirror glare. For example, the side mirrors of a vehicle traveling ahead can be detected at an azimuth angle of approximately 0° using a left offset and a right offset, so that no side mirror glare from the detected vehicle can occur due to the high beam headlights.

[0021] In some embodiments, the memory unit contains instructions for the processor to determine the positioning of the detected vehicle, the base width, and the offset for a left headlight and a right headlight of the headlight system separately, in particular in the respective headlight coordinate system, and to control the left headlight and the right headlight accordingly. By separately determining the base width and offset and by separately controlling the two headlights, the shadow area for glare control of the detected vehicle can be defined more precisely.

[0022] According to a second aspect, a system with a headlight system of a vehicle for generating a glare-free high beam is provided. The system comprises a control device according to the first aspect and a sensor system for detecting another vehicle exposed to a risk of glare from the headlight system. The sensor system can comprise one or more cameras and be configured to detect other vehicles, in particular based on their headlights or taillights. This sensor system and the headlight system are functionally connected to the control device via the interface.The memory unit contains instructions for the processor to evaluate the sensor data received from the sensor system to determine a current positioning of the detected vehicle and, based on the current positioning of the detected vehicle, to determine a base width of a shadow area in a headlight high beam field required to avoid direct glare of the detected vehicle. The memory unit further contains instructions for the processor to determine at least one offset for expanding the shadow area to avoid lateral glare of the detected vehicle, as well as a length correction factor related to the detected vehicle.The memory unit also contains instructions for the processor to control the headlight system in such a way that a shadow area is created in the headlight high beam field to glare the detected vehicle, the width of which shadow area essentially corresponds to the base width increased by at least one offset corrected by the correction factor.

[0023] By determining the correction factor and extending the base width by the corrected offset, the width of the resulting shadow area can be automatically adjusted to the required minimum size, thus avoiding unnecessarily large shadow areas.

[0024] The headlight system can comprise a left and a right headlight, and the memory unit can contain instructions for the processor to determine the positioning of the detected vehicle, the base width, and the offset for each of the headlights separately, particularly in the respective headlight coordinate system, and to control the left headlight and the right headlight accordingly. By determining the base width and offset separately and by controlling the two headlights separately, the shadow area for glare-reducing the detected vehicle can be defined more precisely, thus further reducing the impairment of headlight performance caused by unnecessarily large shadow areas.

[0025] According to a third aspect, a method for generating a glare-free high beam by means of a headlight system of a vehicle is proposed. The method can be carried out in particular by means of a control device according to the first aspect or by means of a system according to the second aspect. The method comprises providing sensor data, in particular by means of a sensor system, for detecting another vehicle exposed to a risk of glare by the headlight system of the vehicle and evaluating the sensor data to determine a current positioning of a detected vehicle and a longitudinal correction factor related to the detected vehicle. The method further comprises determining a base width of a shadow area required to avoid direct glare of the detected vehicle, in particular based on the current positioning of the detected vehicle and on the current road course.The method also includes determining at least one offset for expanding the shadow area to avoid lateral glare of the detected vehicle, in particular based on the current positioning of the detected vehicle, and optionally correcting the determined at least one offset by the determined longitudinal correction factor. The method also includes controlling the headlight system such that a shadow area is created in the headlight high beam field to avoid glare of the detected vehicle, the width of which shadow area essentially corresponds to the base width increased by the at least one offset corrected by the longitudinal correction factor. By determining the correction factor and by expanding the base width by the corrected offset, the width of the resulting shadow area can be automatically adjusted to the required minimum size, whereby unnecessarily large shadow areas can be avoided.

[0026] According to a fourth aspect, a vehicle is provided. A system with a headlight system according to the second aspect is implemented in the vehicle. The vehicle is characterized by reliable glare control for road users and improved headlight performance.

[0027] The invention will now be explained in more detail with reference to the accompanying figures. The same reference numerals are used throughout the figures for identical or equivalent parts. Fig. 1 shows a schematic block diagram of a system with a headlight system for generating a glare-free high beam according to an embodiment, Fig. 2 shows schematically a traffic situation with a vehicle according to an embodiment, Fig. 3 illustrates the effects of the road layout on the determined offset, Fig. 4 explains in detail the effects of the road layout on the determined offset, Fig. 5 shows schematically a traffic situation with a vehicle according to another embodiment, Fig. 6 shows a schematic view of a vehicle driving ahead to explain the length correction, Fig. 7 shows a schematic traffic situation to illustrate the determination of the correction factor, and Fig. 8 shows a flowchart of a method for generating a glare-free high beam according to an embodiment.

[0028] Fig. Figure 1 shows a schematic block diagram of a system with a headlight system for generating a glare-free high beam according to one exemplary embodiment. The system 1 comprises a sensor system 2 or vehicle sensor system, a control device 3, and a headlight system 4.

[0029] Sensor system 2 is designed to detect a current traffic situation with regard to the risk of glare to other road users. In particular, sensor system 2 is designed to detect a vehicle exposed to a risk of glare from headlight system 4, for example, a vehicle traveling ahead or an oncoming vehicle.

[0030] The headlight system 4 is a headlight system suitable for generating a glare-free high beam. The headlight system 4 can in particular comprise one or more headlight modules, in particular high beam modules for generating a segmented high beam. The headlight modules can in particular be designed as LED modules with a number of LEDs for illuminating a high beam segment in the headlight high beam field. The LEDs can in particular be arranged in a matrix or pixel-like manner on one or more substrates, in particular metal-core circuit boards. An LED module can in particular have an LED pixel array with a sufficient number or packing density of the LED pixels to realize high-resolution glare-free functionality.The headlight system 4 can in particular comprise a headlight optics for shaping the respective LED light into a partial light beam for illuminating a partial area of ​​a headlight light cone.

[0031] The control device 3 comprises a processor 10 and a memory unit 20 for storing data and machine-readable instructions for the processor 10. The control device 3 further comprises an interface 30. The interface 30 is functionally connected to the sensor system 2 for receiving sensor data and to the headlight system 4 for controlling the headlight system 4. The control device 3 can, in particular, comprise one or more processors. The control device 3 or the processor 10 can, in particular, be designed as a separate unit and / or as part of a vehicle control unit or implemented in the vehicle control unit.

[0032] The sensor system 2 can, in particular, comprise one or more cameras that can be arranged at different locations on and / or in the vehicle and can be designed to detect the vehicle surroundings with regard to vehicles exposed to the risk of glare. The sensor system can comprise one or more sensors or real-time observation devices or image acquisition systems, such as optical sensors, cameras, radar and / or lidar sensors. The sensor system 2 can, in particular, be designed as part of an ADAS (advanced driver assistance system) sensor system of the vehicle. The sensor system can further comprise a GPS (Global Positioning System) sensor for detecting a current position of the vehicle. Using the GPS sensor and map information, the local road layout can, in particular, be determined.

[0033] The memory unit 20 can contain instructions for the processor 10 to evaluate the sensor data generated by the sensor system 2 to determine a current positioning of the detected vehicle and, based on the current positioning of the detected vehicle, to determine a base width of a shadow area in a headlight high beam field required to avoid direct glare of the detected vehicle. The memory unit 20 can further contain instructions for the processor 10 to determine at least one offset for expanding the shadow area to avoid lateral glare of the detected vehicle. Lateral glare of the vehicle detected by the sensor system 2 or its occupants can occur in particular via side mirrors and / or via side windows of the detected vehicle.

[0034] The control unit 20 can also contain instructions for the processor 10 to control the headlight system 4 such that a shadow area is created in the headlight high beam field to glare the detected vehicle, the width of which shadow area essentially corresponds to the base width increased by the at least one offset.

[0035] The memory unit 20 can contain instructions for the processor 10 to detect the current positioning of the detected vehicle based on a current distance and a current azimuth angle. In particular, the positioning of the detected vehicle can be detected in a polar coordinate system fixed to the sensor system 2 or at least one camera of the sensor system. The distance can be defined, in particular, as the distance between the zero point of the coordinate system and the nearest corner point of the detected vehicle. The azimuth angle can be defined, in particular, as a horizontal angle with respect to a zero-angle ray or zero axis directed along the direction of travel.

[0036] A look-up table can be stored in the memory unit, establishing a relationship between the position of the detected vehicle and the required offset. Using this stored relationship, the required offsets can be quickly and easily determined in real time based on the current distance and the current azimuth angle.

[0037] The offset values ​​can be stored in the look-up table with the proviso that, when the vehicle detected by sensor system 2 is tilted, particularly with respect to the zero-angle beam, window areas of the detected vehicle are essentially completely covered by the at least one offset. This can reliably prevent lateral glare of the detected vehicle or its occupants.

[0038] In the look-up table, a bilateral offset can be stored in a small-angle range, particularly for glare-reducing the exterior mirrors of a vehicle ahead. A small-angle range can be defined as an azimuth angle range between -5° and +5°, particularly between -2° and +2°. In the small-angle range, for example, at an azimuth angle between -1° and +1°, the side mirrors of the vehicle ahead can be detected using a generally distance-dependent left and right offset, so that the side mirrors of the detected vehicle cannot be dazzled by the high beam headlights.

[0039] In some embodiments, the headlight system 4 comprises independently controllable headlights, in particular a left headlight and a right headlight. The memory unit 20 can also contain instructions for the processor 10 to determine the base width and offset separately for the left headlight and for the right headlight, in particular in the respective headlight coordinate system, and to control the left headlight and the right headlight accordingly.

[0040] Fig. Figure 2 shows a schematic of a traffic situation with a vehicle according to an embodiment. In particular, Fig. 2 shows a schematic plan view of a vehicle 50 with a system 1 according to the first aspect. In the traffic situation shown, the vehicle 50 is traveling essentially in a straight line on a wide road behind other vehicles 60 detected by the sensor system 2. Fig. 2 further shows a coordinate system fixed to the vehicle 50 or to the sensor system 2, in particular to a front camera of the vehicle, with a zero point C, an X-axis, and a Y-axis. The azimuth angle θ of the respective other vehicle 60 or of the vehicle detected by the sensor system 2 is plotted on the X-axis with respect to a zero axis 70. The zero axis 70 corresponds to a horizontal sensor angle of 0° and essentially corresponds to the axis of symmetry of the vehicle 50. The distance d between the vehicle 50 and the respective other vehicle 60 is plotted on the Y-axis. Fig. 2 also shows offset areas 80 associated with the detected vehicles 60. To simplify the illustration, Fig. 2 the base width or the base area to avoid direct glare of the vehicles 60 is not shown.

[0041] How to use the Fig. As can be seen in Figure 2, the size of the offset range or the offset angle Ω depends on the current positioning of the detected vehicle 60. In general, the larger the azimuth angle θ or the absolute value of the azimuth angle θ and the smaller the distance d, the larger the offset or offset angle Ω.

[0042] In some embodiments, offsets are defined for both sides in the low-angle range, such as the vehicle 60 shown in the middle of the road. The shadow area is extended from both sides to avoid side mirror glare of the detected vehicle 60.

[0043] Fig. Figure 3 illustrates the impact of the road layout on the calculated offset. In particular, Fig. 3 shows a vehicle 50 according to the invention and a vehicle 60 detected by the sensor system 2 in two different situations. The vehicle 60 pointing straight ahead corresponds to a straight road course, similar to Fig. 2. The diagonally left-facing vehicle 60 corresponds to a curved road situation. To clarify the road course, Fig. 3 Road guidance lines 71 for three different road curvatures are shown. As can be seen from the comparison of the two vehicles 60 to be glared, the road layout can significantly influence the offset required for lateral glare control. A curved road layout can even reverse the direction of the offset, as shown in Fig. 3. Although the distance d and the azimuth angle θ are essentially the same for the two vehicles 60 to be glared, they are exposed to the risk of glare from different sides.

[0044] Fig. 4 explains in detail the effects of the road layout on the calculated offset. Fig. 4 shows a relationship between the road curvature ρ in 1 / m and a curvature-based offset Ω_c or an offset correction. Below in Fig. 4 the traffic situation is according to Fig. 3. By simultaneously displaying the offset correction curve and the Fig. Figure 3 illustrates the offset correction for a curved road. In particular, an additional offset for the curved portion can be determined from the dependence of the curvature-based offset Ω_c on the curve curvature ρ. The dependence between the curvature or road curvature and the offset correction can be stored, in particular, in the memory unit 20 as a look-up table. The determined curved portion of the offset or the offset correction can then be added to the offset determined based on the distance d and the azimuth angle θ and simultaneously reduced from the opposite side to a maximum of 0°. For later calibration of the function, an additional factor can be included on the subtraction side. This is intended to account for the fact that an excessive reduction in the shadow width increases the risk of glare.

[0045] Fig. 5 schematically shows a traffic situation with a vehicle according to another embodiment. In the Fig. In the traffic situation shown in Figure 5, another vehicle 60 is traveling ahead of the vehicle 50 having the system 1, slightly offset to the right. The sensor system 2 of the vehicle 50 detects the preceding vehicle 60, similar to Fig. 2. In the illustrated embodiment, the vehicle 50 has a headlight system 4 with separately controllable headlights. The memory unit 20 of the control device 3 contains instructions for the processor 10 to calculate the base width (not shown) and the offsets or offset angles Ω', Ω'' separately for the left headlight and for the right headlight and to control the left headlight and the right headlight accordingly.

[0046] As can be seen from the illustration of the Fig. As illustrated in Figure 5, the offset angles Ω', Ω'' can differ significantly from the perspective of the left headlight and the right headlight. By considering each headlight individually, the precision of glare control can be further increased, allowing unnecessarily large shadow areas in the headlight field to be avoided or reduced.

[0047] Fig. Figure 6 shows a schematic view of a vehicle driving ahead to explain the length correction. In particular, Fig. 6 a preceding vehicle 60 from the perspective of the sensor system 2, in particular from the perspective of the front camera of the ego vehicle. The front camera could record such an image of the detected vehicle 60, in particular, if the detected vehicle 60 is in the near field of the ego vehicle, so that it is illuminated by the low beam of the ego vehicle. The rear lights of the vehicle 60 serve as an important orientation point for detecting the vehicle 60 by the sensor system 2. A light detection quadrangle 100 can be spanned on the rear lights detected by the sensor system 2, in particular in an evaluation step, which can serve as a starting point or auxiliary construct for determining the base width.The width of the light detection square 100 essentially determines the base width, wherein the base width can also be larger than the width of the light detection square in order, for example, to be able to absorb any side mirror glare via the base width, in particular without offset.

[0048] The base width is Fig. 6 is visualized by means of a rear quadrilateral 110 of the vehicle 60. In Fig. 6 also shows a lateral quadrilateral 120 of the vehicle 60, which adjoins the rear quadrilateral 110 and extends to the visible front side edge of the vehicle 60. The lateral quadrilateral 120, in particular, visualizes the side detection range or side detection angle.

[0049] Fig. Figure 7 schematically shows a traffic situation to illustrate the determination of the correction factor. In the traffic situation shown, another vehicle 60 is traveling ahead of the vehicle 50 having the system 1, offset laterally to the left from the zero axis 70. The sensor system 2 of the vehicle 50 detects the preceding vehicle 60, similar to Fig. 2 and Fig. 6. From the front camera perspective, the vehicle is 60, similar to Fig. 6. In particular, a rear area or rear quadrangle 110 and a side area or lateral quadrangle 120 are captured by the camera field of view.

[0050] In some embodiments, the longitudinal correction factor is determined based on a current lateral detection angle α. The lateral detection angle α can be determined from the camera image data. In particular, the azimuth angle β of the rear, nearer edge of the vehicle 60 can be determined from the camera image data. The azimuth angle β can be determined, in particular, from the position of the connection point of the rear quadrilateral 110 and the lateral quadrilateral 120, cf. Fig. 6. Furthermore, the azimuth angle δ of the front nearer edge of the vehicle 60 can be determined from the camera image data. From the two azimuth angles β and δ, the side detection angle α can then be determined. Because, as can be seen from Fig. As can be seen in Figure 7, the lateral detection angle α can be determined from the equation α = β - δ. In a subsequent step, the angle α is compared with the lateral detection angle α' or geometric angle offset for the standard vehicle length stored for the corresponding instantaneous location or the corresponding positioning of a detected vehicle.

[0051] As an example, the following angle values ​​are assumed here: β = 20° and δ = 14°. This results in α = β - δ = 6°. An offset angle of 4° is stored in the memory unit or in the 2D conversion table for a corresponding driving situation or for the corresponding positioning of the detected vehicle 60. Since α is greater than the stored offset angle α', the detected object or the detected vehicle 60 has a greater length than the standard length. In the next step, the length correction factor or angle-based correction factor is determined as the ratio between the current or actual lateral detection angle α and the stored offset angle α'.

[0052] In the example shown, the angle-based correction factor is 6° / 4° = 1.5. Using this correction factor, the angle values ​​in the 2D conversion table can be adjusted so that the geometric offset values ​​for each additional object position are adjusted to the actual vehicle length, even if the camera no longer detects the vehicle's 60° tilt.

[0053] It should be noted that depending on the real length of the object, the correction factor can be greater than, less than or equal to 1, for example if the real length of the object corresponds to the stored standard length.

[0054] In some embodiments, the current or actual length of the vehicle is determined based on the camera image data. This can also be done based on the Fig. 7 can be illustrated.

[0055] First, the angle values ​​β and δ, as well as a distance d, can be determined from the camera image data. In the example shown, β = 20°, δ = 14°, and d = 20 m. A standard length of 4.6 m is assumed.

[0056] In the example shown, the vehicle 60 is traveling straight ahead parallel to the zero axis 70. The distance A1 between the front of the vehicle 60 and the zero axis 70 is equal to the distance A2 between the rear of the vehicle 60 and the zero axis 70, so that A1 = A1 = A.

[0057] For the distance x1 to the projection point of the vehicle's rear onto the zero axis 70, x1 = cos(β)*d. This results in x1 = cos(20°)*20m = 18.79m. For the distance A between the vehicle 60 and the zero axis 70, A = sin(β)*d. This results in: A = sin(20°)*20m = 6.84m.

[0058] The distance x2 to the projection point of the vehicle's front end onto the zero axis 70 is A / tan(δ). This results in x2 = 6.84m / tan(14°) = 27.43m. The vehicle length L is L = x2 - x1 = 27.43m - 18.79m = 8.6m.

[0059] The length correction factor or the ratio between the recorded real length and the standard length is therefore 8.6m / 4.6m=1.9.

[0060] The calculated correction factor for this object can be applied for the angle adjustment within the 2D conversion table so that the geometric offset values ​​for each additional object position are adjusted to the actual vehicle length, even if the camera can no longer detect the part of the tilt.

[0061] If the object is detected for the first time in curved situations, the geometric offset component detected by the camera can be compared with the total offset component optimized for cornering using the relationship α = β-δ. Based on the difference, the actual object length can be determined, or the angle values ​​can be adapted for any other position using the ratio.

[0062] Fig. Fig. 8 shows a flowchart of a method for generating a glare-free high beam according to an embodiment. The method 300 can be carried out in particular on a vehicle equipped with a system 1 according to Fig. 1 equipped vehicle 50. According to the method 300, in a method step 400, sensor data is provided for detecting a vehicle 60 exposed to a risk of glare by the headlight system 4 of the vehicle 50. For example, other road users or traffic objects can be detected using a front camera of the vehicle 50, in particular based on the rear lights or headlights detected by the front camera. A front camera can in particular be designed such that the detection of the other road users, in particular their position or orientation, can be carried out with sufficient precision and reliability to carry out the method.

[0063] In a method step 500, the sensor data or camera image data are evaluated to determine a current positioning of an object or vehicle 60 detected by the sensor system 2. The location of the detected object can be unambiguously determined via the distance d between the sensor system or the front camera and the object and via the angular position or the azimuth angle θ relative to the zero direction or 0° sensor angle.

[0064] In the evaluation step 500 or in a separate evaluation step, a correction factor for the detected vehicle can be determined. In particular, the correction factor can be determined from the camera image data, as in Fig.7, angle-based and / or distance-based. In particular, the correction factor can be determined at a time when the detected vehicle is clearly visible to the front camera, for example, when the detected vehicle is in the near field and can be illuminated by the low beam headlights of the ego vehicle. The correction factor can also be determined when the detected vehicle is illuminated by other light sources, for example, by ambient lighting and / or by other road users.

[0065] In a method step 600, a base width of a shadow area required to avoid direct glare of the detected vehicle 60 is determined. Direct glare is understood here as glare of occupants of the vehicle 60 detected by the sensor system 2, which occurs essentially via a windshield and / or rear window of the detected vehicle 60. The base width can be determined in particular based on the headlights or rear lights of the vehicle to be glared, which are detected by the sensor system 2. The base width can in particular be dimensioned such that a shadow area with a base width essentially completely encompasses the rear or front part of the detected vehicle 60.

[0066] In a method step 700, at least one offset is determined to expand the shadow area to avoid lateral glare of the detected vehicle 60. Lateral glare can occur in particular when the occupants of the detected vehicle 60 can be dazzled via the side mirrors and / or through the side windows. The at least one offset can in particular be dimensioned such that a side of the vehicle 60 to be dazzled, which is exposed to the headlight high beam, is essentially completely covered by the at least one offset. Thus, the vehicle to be dazzled can be masked not only in the area of ​​the lamps or headlights, but also in areas such as the window area and / or in the area of ​​the exterior mirrors, where there is a risk of lateral glare. The at least one offset can in particular be determined using a look-up table orA conversion table can be determined, with the distance d and the azimuth angle θ being used as input for the conversion table. In particular, the table can contain an X-axis or row with the values ​​of the azimuth angle θ, and a Y-axis or column with the values ​​of the distance d to the detected object. For each angle or distance value, a geometric angle component or offset angle Ω is stored for the right and left sides of the object or vehicle. For each angle-distance pair, the corresponding geometric component or offset can thus be taken from the table in order to add it to the right or left side of the base range if necessary.

[0067] In method step 700, an offset correction for the detected vehicle can also be performed based on the determined correction factor. In particular, the look-up table for the detected vehicle can be customized taking the correction factor into account. For example, an ID number can be assigned to the detected vehicle, to which the corrected look-up table can be assigned. If a customized look-up table is assigned to a detected vehicle with an ID number, recalculating the correction factor for the same vehicle is unnecessary, thus saving computing power.

[0068] In some embodiments, a further offset correction is determined based on the current road course or road curvature. The offset correction based on the road course can then be added to the offset determined based on the distance and the azimuth angle, and possibly length-corrected. In particular, the offset correction can be performed using another look-up table or calculation table. The offset determined based on the distance and the azimuth angle and the curve curvature (including the sign) can then serve as inputs.

[0069] As an example for determining a curve correction, let us assume that a detected object or a vehicle 60 to be glared is located at a location X 30 m away and offset to the left by 3° relative to the zero axis 70 or 0° sensor position. The geometric component to be applied to the right and left sides of the vehicle is known and is, in this example, as follows: Abs. Geom. Offset left: 0.5°, Abs. Geom. Offset right: 3°. A curve curvature is determined for location X. The curve curvature can be estimated or determined using various approaches and input values. In the simplest case, information about the ego vehicle's own trajectory is used, which can be sufficiently accurate for shorter distances.

[0070] For example, the curvature is -0.005 [1 / m], which corresponds to a curve radius of 200 m, and the sign corresponds to a left turn. An angle-based offset is stored in the calculation table or look-up table, which is used to optimize the shadow width in curve situations.

[0071] In a method step 800, the headlight system 4 is controlled by the control device 3. A shadow area is formed in the headlight high beam to reduce glare for the detected vehicle 60. The shadow area has a horizontal width that essentially corresponds to the base width increased by the at least one offset corrected by the correction factor. Intermediate values ​​can also be applied by interpolation so that the light image is adjusted smoothly and not in steps with sufficient resolution.

[0072] The resulting shadow area thus comprises both the base area and the required offset area, so that the detected vehicle 60 is protected from both direct glare and lateral glare. In particular, the method enables automatic adjustment of the base width and the offset depending on the respective driving situation. Using the object- or vehicle-related length correction, the offset can also be individually adjusted for the detected vehicles, so that an unnecessarily wide shadow area can be avoided. Without such an individualized offset, one would start from the worst-case scenario to avoid glare or assume the greatest possible length of the detected vehicle, which could lead to unnecessarily wide shadow areas. If the "worst-case" length is adjusted to normal cars, the geometric offset is not large enough for a longer delivery van, for example.If longer vehicles are included in the process, the shadow area of ​​the glare-free high beam is too large. The customized length correction allows for precise adjustment of shadow areas and better utilization of the capabilities of high-resolution HD headlight systems. This is because an object or vehicle in the high beam illumination range can be more accurately masked by applying the described offset using a sufficiently large shadow area individually dimensioned for the detected vehicle.

[0073] In some embodiments, in method steps 600 and 700, the base width and offset are determined separately for each headlight of the headlight system, so that each headlight can be individually controlled to adjust the respective base width and offset. By separately determining the base width and offset and separately controlling the two headlights, the shadow area for glare-reducing the detected vehicle can be defined more precisely, so that the impairment of headlight performance caused by unnecessarily large shadow areas can be further reduced.

[0074] The system and method described above enables the potential of high-resolution headlight modules to be better utilized. The resolution of light modules, especially matrix headlights, is becoming increasingly higher, allowing the hardware to depict a shadow area with great clarity and detail. By automatically adding the adaptive, situation-dependent, and object-specific offset to the equally situation-dependent base width of the headlight shadow, the technical capabilities of high-resolution headlights can be better utilized and unnecessary shadow areas can be further reduced.

[0075] Although at least one exemplary embodiment has been shown in the foregoing description, various changes and modifications may be made. The recited embodiments are merely examples and are not intended to limit the scope, applicability, or configuration of the present disclosure in any way. Rather, the foregoing description provides those skilled in the art with a road map for implementing at least one exemplary embodiment; numerous changes may be made in the function and arrangement of elements described in an exemplary embodiment without departing from the scope of the appended claims and their legal equivalents. Furthermore, multiple modules or multiple products may be connected together in accordance with the principles described herein to obtain additional functions. List of reference symbols 1 system 2 Sensor technology 3 Control device 4 headlight system 10 processor 20 storage units 30 Interface 50 vehicles 60 recorded vehicles 70 Zero axis 80 offset range 100 light detection squares 110 rear quadrilateral 120 lateral square 300 procedures 400 process steps 500 process steps 600 process steps 700 process steps 800 process steps A, A1, A2 distance to the zero axis d distance C Zero point L length α Side detection angle α' stored offset angle β, δ, Θ azimuth angle X1 Distance to the projection point of the vehicle rear X2 Distance to the projection point of the front of the vehicle ρ curvature Ω offset angle Ω' Offset angle of the left headlight Ω'' Offset angle of the right headlight Ω_c curvature-based offset

Claims

[1] Control device (3) for generating a glare-free high beam by means of a headlight system (4) of a vehicle (50), comprising: - a processor (10), - a memory unit (20) for storing data and machine-readable instructions for the processor (10), and - an interface (30), wherein the interface (30) is designed to receive sensor data from a sensor system (2) for detecting another vehicle (60) exposed to a risk of glare by the headlight system (4) and to output control signals for controlling the headlight system (4), wherein the memory unit (20) contains instructions for the processor (10) to evaluate the sensor data received from the sensor system (2) to determine a current positioning of the detected vehicle (60) and, based on the current positioning of the detected vehicle (60), to determine a base width of a shadow area in a headlight light field required to avoid direct glare of the detected vehicle, at least one offset for expanding the shadow area to avoid lateral glare of the detected vehicle (60), and a correction factor for taking into account different vehicle lengths,and to control the headlight system in such a way that a shadow area is created in the headlight high beam field to glare the detected vehicle (60), the width of which shadow area essentially corresponds to the base width increased by the at least one offset corrected by the correction factor. [2] The control device of claim 1, wherein the memory unit (20) contains instructions for the processor (10) to detect the current positioning of the detected vehicle (60) based on a current distance and a current azimuth angle. [3] Control device according to claim 1 or 2, wherein the storage unit contains instructions for the processor (10) to determine a current side detection angle of the detected vehicle and to determine the correction factor based on the current side detection angle and on an offset angle stored in the storage unit for the corresponding positioning of a detected vehicle. [4] Control device according to claim 1 or 2, wherein the storage unit contains instructions for the processor (10) to determine the length of the detected vehicle and to determine the correction factor based on the length of the detected vehicle and on a standard vehicle length stored in the storage unit. [5] Control device according to claim 1, 2 or 3, wherein a look-up table is stored in the memory unit (20) which establishes a relationship between the positioning of the detected vehicle (60) and the offset. [6] Control device according to one of the preceding claims, wherein the memory unit (20) contains instructions for the processor (10) to determine the positioning of the detected vehicle (60), the base width and the offset separately for a left headlight and for a right headlight of the headlight system (4), and to control the left headlight and the right headlight accordingly. [7] System (1) with a headlight system (4) of a vehicle (50) for generating a glare-free high beam, comprising a control device (3) according to one of the preceding claims and a sensor system (2) for detecting another vehicle (60) exposed to a risk of glare by the headlight system, wherein the sensor system (2) and the headlight system (4) are functionally connected to the control device (3) via the interface (30), and wherein the memory unit (20) contains instructions for the processor (10) to evaluate the sensor data received from the sensor system (2) to determine a current positioning of a detected vehicle (60) and, based on the current positioning of the detected vehicle (60), to determine a base width of a shadow area in a headlight high beam field required to avoid direct glare of the detected vehicle (60),to determine at least one offset for expanding the shadow area to avoid lateral glare of the detected vehicle (60) and a correction factor to take into account different vehicle lengths, and to control the headlight system (4) such that a shadow area is created in the headlight light field, the width of which essentially corresponds to the base width increased by the at least one offset corrected by the correction factor. [8] System according to claim 7, wherein the headlight system (4) comprises a left and a right headlight and the memory unit (20) contains instructions for the processor (10) to determine the positioning of the detected vehicle (60), the base width and the offset separately for each of the headlights, and to control the left headlight and the right headlight accordingly. [9] Method for generating a glare-free high beam by means of a headlight system (4) of a vehicle (50), comprising: - providing (400) sensor data for detecting another vehicle (60) exposed to a risk of dazzling by the headlight system (4) of the vehicle (50), - evaluating (500) the sensor data to determine a current positioning of a detected vehicle (60) and a correction factor to take into account different vehicle lengths, - determining (600) a base width of a shadow area required to avoid direct glare of the detected vehicle (60), - determining (700) at least one offset for extending the shadow area to avoid lateral glare of the detected vehicle (60) and, if necessary, correcting the determined at least one offset by the determined correction factor, and - controlling (800) the headlight system (4) in such a way that a shadow area is created in the headlight light field for glaring the detected vehicle (60), the width of which shadow area essentially corresponds to the base width increased by the at least one offset corrected by the longitudinal correction factor. [10] Vehicle (50), wherein a system (1) with a headlight system (4) for generating a glare-free high beam according to claim 7 or 8 is implemented in the vehicle (50).

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