Device and method for automatic headlight range control

Abstract

Device for automatic headlight range control in a vehicle, with at least one adjustable headlight (44), at least one drive (46) connected to the headlight (44), by means of which the headlight (44) is adjusted depending on a final control variable (u k ) is adjustable, and at least one headlight range control (48) connected to the drive, by means of which an initial actuating variable (u k,R ) is determinable, wherein at least one predictive feedforward control is provided, by means of which at least one future tilt angle (θ) k+1 ) of the vehicle (1) can be estimated and, depending on it, at least one angle of inclination (θ) k+1 ) a correction value (u k,V ) can be formed, where the final manipulated variable (u k ) by applying pressure to the initial manipulated variable (u k,R ) with the correction value (u k,V ) can be formed.

Description

[0001] The invention relates to a device for automatic headlight range adjustment in a vehicle, comprising at least one adjustable headlight, at least one drive connected to the headlight, by means of which the headlight can be adjusted depending on a final control variable, and at least one headlight range controller connected to the drive, by means of which an initial control variable can be determined. At least one predictive feedforward control, by means of which at least one future inclination angle of the vehicle can be estimated and a correction value can be formed depending on this at least one inclination angle, wherein the final control variable can be formed by applying the correction value to the initial control variable. Furthermore, the invention relates to a method having the features of the preamble according to claim 11.

[0002] Such a device or method is known from DE 10 2012 112 478 A1. Furthermore, it is known from DE 10 2021 106 782 A1 that the headlight range can be adjusted using, for example, the predicted deflection value of an axle.

[0003] A disadvantage of automatic headlight leveling systems is the relatively slow adjustment speed of the headlights. This can lead to incorrect headlight positioning, resulting in insufficient illumination of the area in front of the vehicle and / or dazzling of occupants of a preceding or oncoming vehicle.

[0004] Based on this, the invention is based in particular on the object of being able to reduce the risk of possible misalignment of the headlight when adjusting the headlight range.

[0005] This object is achieved according to the invention by a device according to claim 1 and by a method according to claim 11. Preferred developments are specified in the subclaims and in the following description.

[0006] A device for automatic headlight range control in a vehicle, with at least one adjustable headlight, at least one drive connected to the headlight, by means of which the headlight can be adjusted depending on a final manipulated variable, and at least one headlight range controller connected to the drive, by means of which an initial manipulated variable can be determined, is developed according to the invention in particular by at least one predictive feedforward control, by means of which at least one future angle of inclination of the vehicle can be estimated and a correction value can be formed depending on this at least one angle of inclination, wherein the final manipulated variable can be formed by applying the correction value to the initial manipulated variable.

[0007] Predictive feedforward control makes it possible to estimate at least a future vehicle tilt angle. By applying the correction value calculated based on the estimated tilt angle to the initial manipulated variable, it is possible to bypass the controller and directly influence the drive. This allows the headlight to be adjusted more quickly than with conventional headlight range adjustment without feedforward control. Furthermore, the headlight is adjusted based on a predicted tilt angle, so the headlight is adjusted in anticipation. This also allows the headlight to be adjusted more quickly than with conventional headlight range adjustment. Because the headlight is adjusted both quickly and in anticipation, the risk of incorrect headlight positioning can be reduced.

[0008] The invention further relates in particular to a method for automatic headlight range adjustment in a vehicle having at least one adjustable headlight, at least one drive connected to the headlight, by means of which the headlight is adjusted as a function of a final manipulated variable, and at least one headlight range controller connected to the drive, by means of which an initial manipulated variable is determined. According to the invention, the method is particularly further developed by at least one predictive feedforward control, by means of which at least one future inclination angle of the vehicle is estimated and a correction value is formed as a function of this at least one inclination angle, wherein the final manipulated variable is formed by applying the correction value to the initial manipulated variable.

[0009] The method according to the invention is preferably carried out using the device according to the invention. In particular, the method according to the invention can be further developed according to all embodiments explained in connection with the device according to the invention. Furthermore, the device according to the invention can be further developed, for example, according to all embodiments explained in connection with the method according to the invention. The expression "at least one" preferably also encompasses the meaning of "one" or "exactly one."

[0010] The initial manipulated variable is subjected to the correction value, for example, by an application device. Preferably, the application device or an application device is connected between the headlight range controller and the drive, by means of which the correction value can be and / or is applied to the initial manipulated variable, for example by addition. The initial manipulated variable to which the correction value is applied forms, in particular, the final manipulated variable, which can preferably be and / or is provided by the application device. The application device is or comprises, for example, a summing device or an adder or summing unit. Preferably, the final manipulated variable is or is formed by the sum of the initial manipulated variable and the correction value.

[0011] According to an advantageous development, one or more events intervening in a driving state of the vehicle are or will be observable and / or observed, in particular by means of the pilot control. Preferably, the at least one future inclination angle of the vehicle is or will be estimable and / or estimated from these events. Such events are or include, for example, a braking operation and / or an acceleration operation and / or driving up an incline and / or driving down an incline.

[0012] According to an advantageous embodiment, a control lever sensor is provided, in particular connected to the pilot control, by means of which the position of a control lever of the vehicle can be and / or is detected. Preferably, the at least one future inclination angle can be and / or is estimated as a function of the position of the control lever, in particular by means of the pilot control. The control lever is also referred to, for example, as an accelerator lever. In particular, the control lever is an accelerator pedal or gas pedal.

[0013] According to an advantageous development, a brake lever sensor is provided, in particular connected to the pilot control, by means of which the position of a brake lever of the vehicle can be and / or is detected. Preferably, the at least one future angle of inclination can be and / or is estimated as a function of the position of the brake lever, in particular by means of the pilot control. The brake lever is, for example, a brake pedal.

[0014] According to an advantageous embodiment, a positioning receiver is provided, in particular connected to the feedforward control, by means of which signals emitted by a global positioning system can be and / or are received. Preferably, location signals characterizing the current location of the vehicle can be and / or are determined from these signals. Advantageously, a geodata memory is provided, in particular connected to the feedforward control, in which, in particular, at least one piece of geoinformation, preferably comprising a three-dimensional road map, is or will be stored in the form of geodata. Preferably, the at least one future angle of inclination can be and / or is estimated as a function of the location signals and the geodata.

[0015] According to an advantageous development, the vehicle's speed can be determined and / or determined from successive location signals, in particular by means of the feedforward control. Preferably, the at least one future inclination angle can be estimated and / or is estimated as a function of the determined vehicle speed, in particular by means of the feedforward control.

[0016] According to the invention, the driving behavior of a driver driving the vehicle is or will be observable and / or monitored by means of the pre-control. Preferably, driving behavior information characterizing this driving behavior is or will be determinable and / or determined, particularly using artificial intelligence.

[0017] According to the invention, the at least one future inclination angle is or can be estimated by means of the pre-control as a function of the driving behavior information. The driving behavior includes, for example, one or more actuations of the accelerator lever and / or one or more actuations of the brake lever and / or the driving speed.

[0018] According to an advantageous development, the feedforward control comprises a pitch-roll model by means of which at least one future inclination angle of the vehicle can be and / or is estimated, in particular based on the observed events intervening in the driving state of the vehicle and / or based on the detected position of the accelerator lever and / or based on the detected position of the brake lever and / or based on the determined location signals and geodata and / or based on the determined driving speed and / or based on the driving behavior information. The pitch-roll model is in particular a mathematical and / or stochastic and / or statistical model.

[0019] According to an advantageous embodiment, the feedforward control comprises an inverse drive model, by means of which, for example, the correction value can be and / or is formed from the at least one future inclination angle. The inverse drive model is, in particular, a mathematical and / or stochastic and / or statistical model. The drive is or comprises, for example, at least one motor, which is, in particular, an electric motor.

[0020] According to an advantageous development, a measuring device is provided, by means of which at least one current angle of inclination of the vehicle can be detected and / or determined and / or is detected and / or determined. Preferably, a comparison device connected to the measuring device is provided, by means of which the at least one current angle of inclination can be compared and / or compared with a target value and a control deviation can be determined and / or determined from the comparison result. Preferably, the headlight range controller is or will be connected to the comparison device, by means of which the initial manipulated variable can be determined and / or determined on the basis of the control deviation. Advantageously, a target value transmitter is provided, to which the comparison device is or will be connected. In particular, the target value can be provided and / or is provided by means of the target value transmitter.

[0021] According to an advantageous embodiment, the vehicle has a chassis with a plurality of vehicle wheels that stand or roll on a ground, and a vehicle body supported by the chassis, which is connected by vehicle springs to unsprung components of the chassis, which comprise the vehicle wheels that are articulated to the vehicle body by chassis links.

[0022] The measuring device comprises, for example, one or more ride height sensors, by means of which the at least one current inclination angle can be and / or is detected. Each ride height sensor is connected, for example, between one of the suspension links and the vehicle body or one of the unsprung components of the chassis.

[0023] The measuring device preferably has a plurality of sensor arrangements, of which at least one body sensor arrangement is provided on the vehicle body and one or more chassis sensor arrangements are provided on the unsprung components of the chassis and / or the chassis links, wherein each sensor arrangement comprises a plurality of acceleration sensors by means of which translational accelerations in different spatial directions can be and / or are detected and acceleration signals characterizing these accelerations can be and / or are provided, and an evaluation device by means of which the at least one current inclination angle of the vehicle can be and / or is determined from the acceleration signals, in particular by estimation. The evaluation device is in particular an estimator, which is also referred to, for example, as an inclination angle estimator.

[0024] Preferably, the body sensor arrangement comprises a plurality of rotational movement sensors, by means of which rotational movements about different axes of rotation can be and / or are detected and body rotational movement signals characterizing these rotational movements can be and / or are provided, wherein by means of the evaluation device the at least one current angle of inclination of the vehicle can be and / or is determined, in particular by estimation, from the acceleration signals and the body rotational movement signals.

[0025] If the acceleration sensors of the body sensor arrangement are subjected to a rotational movement due to a swaying vehicle body, the acceleration signals provided by these acceleration sensors may contain not only translational signal components but also rotational signal components, which can reduce the accuracy in determining the at least one current inclination angle of the vehicle. By detecting the rotational movements, it is possible to calculate out and / or compensate for these rotational signal components, in particular at least partially, and thus increase the accuracy in estimating the at least one current inclination angle.

[0026] The rotational motion sensors of the body sensor arrangement are preferably designed as rotational rate sensors, by means of which, in particular, the rotational movements can be and / or are detected in the form of angular velocities. The body rotational motion signals are, in particular, angular velocity signals and can also be referred to, for example, as body angular velocity signals. To determine and / or estimate the rotational signal components in the acceleration signals provided by the acceleration sensors of the body sensor arrangement, the body angular velocity signals can be integrated, for example, over time.

[0027] The built-on sensor arrangement is preferably designed to detect three translational degrees of freedom. The built-on sensor arrangement is preferably designed to detect three rotational degrees of freedom. In particular, the built-on sensor arrangement is designed to detect six kinematic degrees of freedom.

[0028] The assembly sensor arrangement can preferably detect translational accelerations in three different spatial directions. The assembly sensor arrangement can preferably detect translational accelerations in three different assembly sensor arrangement directions. Preferably, each of the rotational axes of the assembly sensor arrangement runs in one of the assembly sensor arrangement directions. Advantageously, the rotational axes of the assembly sensor arrangement intersect at a common origin.

[0029] The built-in sensor arrangement is preferably formed by an inertial measurement unit (IMU), particularly in the form of a microsystem (MEMS). Rotation rate sensors are also referred to as gyroscopes, for example. Inertial measurement units designed as microsystems require little installation space, are low-maintenance, and are relatively inexpensive.

[0030] According to an advantageous embodiment, each chassis sensor arrangement is designed to detect three or at least three kinematic degrees of freedom. In particular, each chassis sensor arrangement is designed to detect three translational degrees of freedom.

[0031] According to an advantageous development, each chassis sensor arrangement comprises a plurality of rotational motion sensors, by means of which rotational movements about different rotational axes can be and / or are detected, and chassis rotational motion signals characterizing these rotational movements can be and / or are provided. Preferably, the at least one current inclination angle of the vehicle can be and / or is determined, in particular by means of the evaluation device, additionally taking into account the chassis rotational motion signals.

[0032] Preferably, the at least one current inclination angle of the vehicle is or can be determined from the acceleration signals, the body rotational movement signals, and the chassis rotational movement signals, preferably by means of the evaluation device. In particular, this allows the orientation of the chassis and / or one or more of the vehicle wheels and / or one or more of the chassis control arms and / or the ground to be determined more precisely, thus increasing the accuracy of determining the at least one current inclination angle of the vehicle.

[0033] Preferably, rotational signal components in the acceleration signals provided by the acceleration sensors of the respective chassis sensor arrangement are or are, preferably by means of the evaluation device, capable of being calculated out and / or compensated for, in particular at least partially, with the aid of and / or taking into account the chassis rotational movement signals of each chassis sensor arrangement.

[0034] According to an advantageous embodiment, the rotational motion sensors of each chassis sensor arrangement are designed as angular rate sensors, by means of which the respective rotational movements, in particular the respective ones, can be and / or are detected in the form of angular velocities. The chassis rotational motion signals are, in particular, angular velocity signals and can also be referred to, for example, as chassis angular velocity signals. To determine and / or estimate the rotational signal components in the acceleration signals provided by the acceleration sensors of each chassis sensor arrangement, the respective chassis angular velocity signals can be integrated, for example, over time.

[0035] Each chassis sensor arrangement is designed, for example, to detect three rotational degrees of freedom. Preferably, each chassis sensor arrangement is designed to detect six kinematic degrees of freedom.

[0036] Preferably, each chassis sensor arrangement can detect translational accelerations in three different spatial directions. Advantageously, each chassis sensor arrangement can detect translational accelerations in three different chassis sensor arrangement directions. Preferably, each of the rotational axes of each chassis sensor arrangement runs in one of the chassis sensor arrangement directions of the respective chassis sensor arrangement. Advantageously, the rotational axes of each chassis sensor arrangement intersect, in particular, at a common origin.

[0037] Each landing gear sensor arrangement is preferably formed by an inertial measurement unit (IMU), particularly in the form of a micromechanical system (MEMS). The yaw rate sensors are also referred to as gyroscopes, for example.

[0038] The at least one future inclination angle of the vehicle is or includes, in particular, the future pitch angle of the vehicle and / or the future roll angle of the vehicle. The at least one current inclination angle of the vehicle is or includes, in particular, the current pitch angle of the vehicle and / or the current roll angle of the vehicle. For example, the current pitch angle is or will be corrected and / or corrected and / or determined, in particular by means of the evaluation device, taking the current roll angle into account.

[0039] The headlight is or will be adjusted and / or adjusted by means of the drive in particular by the headlight and / or a light source of the headlight and / or a light cone emitted by the headlight being pivotable and / or being pivoted.

[0040] The device according to the invention is, in particular, part of the vehicle. For example, the term "device for automatic headlight range adjustment in a vehicle" can also be replaced by the term "vehicle" or by the term "vehicle with a device for automatic headlight range adjustment" or by the term "vehicle with a device for automatic headlight range adjustment in the vehicle." The at least one adjustable headlight is preferably a headlight.

[0041] The invention is described below using a preferred embodiment with reference to the drawing. In the drawing: Fig. 1 a schematic plan view of a vehicle, Fig. 2 a schematic view of a wheel suspension of the vehicle, Fig. 3 a schematic representation of a measuring device for detecting and / or determining at least one angle of inclination, Fig. 4 a schematic representation to illustrate the determination of a pitch angle, Fig. 5 a schematic representation to illustrate the determination of a roll angle, Fig. 6 a schematic representation of a device for automatic headlight range adjustment and Fig. 7 a schematic representation of a part of the headlight range adjustment device comprising a pilot control.

[0042] Out of Fig. 1 shows a schematic plan view of a vehicle 1 having a vehicle body 2 and a chassis 3 with multiple wheel suspensions 4, 5, 6, and 7, of which wheel suspensions 4 and 5 are assigned to a front axle 8, and wheel suspensions 6 and 7 are assigned to a rear axle 9. Each wheel suspension comprises a vehicle wheel, with wheel suspension 4 comprising vehicle wheel 10, wheel suspension 5 comprising vehicle wheel 11, wheel suspension 6 comprising vehicle wheel 12, and wheel suspension 7 comprising vehicle wheel 13. Furthermore, a coordinate system with a longitudinal direction x, a transverse direction y, and a vertical direction z is shown.

[0043] Out of Fig. Figure 2 shows a schematic view of the wheel suspension 4, which has a wheel carrier 14 connected by a joint 15, preferably designed as a ball joint, to a chassis link 16, preferably designed as a wishbone, the end of which remote from the wheel carrier 14 is articulated to the vehicle body 2 by at least one joint 17, preferably designed as a rubber bearing. Furthermore, the wheel carrier 14 is connected, in particular fixedly, to a spring strut 18, the end of which remote from the wheel carrier 14 is connected to the vehicle body 2 by a spring strut support bearing 19. The spring strut 18 comprises a vehicle spring 20 and a damper 21, which is surrounded in particular by the vehicle spring 20, preferably designed as a helical spring. A wheel bearing 22 is fastened to the wheel carrier 14, by means of which wheel bearing the vehicle wheel 10 is mounted on the wheel carrier 14 so as to be rotatable about a wheel rotation axis 23.Furthermore, a tie rod 24 is connected to the wheel carrier 14 by means of a joint 25, preferably designed as a ball joint. The vehicle wheel 10 is in contact with a ground 26, which is, for example, a road or carriageway.

[0044] A body sensor arrangement 27 is provided on the vehicle body 2, which has three translational acceleration sensors 28, 29 and 30 as well as three rotation rate sensors 31, 32 and 33 (see Fig. 3). Furthermore, a chassis sensor arrangement 37 comprising three translational acceleration sensors 34, 35 and 36 is provided on the wheel carrier 14 (see Fig. 3). Optionally, the chassis sensor assembly 37 can additionally include three yaw rate sensors.

[0045] The wheel suspension 5 is preferably constructed laterally inverted to the wheel suspension 4. Furthermore, the wheel suspension 7 is preferably constructed laterally inverted to the wheel suspension 6. In particular, the front axle 8 is designed to be steerable. The rear axle is designed, for example, to be steerable or non-steerable. Apart from this, the wheel suspensions 4, 5, 6, and 7 are, in particular, constructed similarly.

[0046] Preferably, a chassis sensor arrangement is also provided on each of the wheel carriers of the wheel suspensions 5, 6 and 7, wherein the chassis sensor arrangement of the wheel suspension 5 is designated by the reference numeral 38, the chassis sensor arrangement of the wheel suspension 6 by the reference numeral 39 and the chassis sensor arrangement of the wheel suspension 7 by the reference numeral 40. Each of the chassis sensor arrangements 38, 39 and 40 has three translational acceleration sensors 34, 35 and 36 (see Fig. 3). Optionally, each of the landing gear sensor arrangements 38, 39, and 40 can additionally have three yaw rate sensors.

[0047] In Fig. 3 shows a schematic representation of a measuring device 41 which comprises the sensor arrangements 27 and 37 to 40 as well as an evaluation device 42 to which the sensors of the sensor arrangements 27 and 37 to 40 are connected.

[0048] The acceleration sensors 28, 29, and 30 of the body sensor arrangement 27 provide acceleration signals Sx, Sy, and Sz characterizing accelerations occurring on the vehicle body 2. Furthermore, the yaw rate sensors 31, 32, and 33 of the body sensor arrangement 27 provide angular velocity signals Syz, Szx, and Sxy characterizing rotational movements occurring on the vehicle body 2. The acceleration sensors 34, 35, and 36 of the chassis sensor arrangement 37 provide acceleration signals Fx, Fy, and Fz characterizing accelerations occurring on the wheel carrier 14. Furthermore, the acceleration sensors 34, 35, and 36 of the chassis sensor arrangement 38 provide acceleration signals Gx, Gy, and Gz characterizing accelerations occurring on the wheel carrier of the vehicle wheel 11.In addition, the acceleration sensors 34, 35, and 36 of the chassis sensor assembly 39 provide acceleration signals Hx, Hy, and Hz characterizing accelerations occurring at the wheel carrier of the vehicle wheel 12. Finally, the acceleration sensors 34, 35, and 36 of the chassis sensor assembly 40 provide acceleration signals Ix, Iy, and Iz characterizing accelerations occurring at the wheel carrier of the vehicle wheel 13.

[0049] With the help of the body sensor arrangement 27, in particular, the orientation of the vehicle body 2 is detected. Furthermore, with the help of the chassis sensor arrangements, for example, the orientation of the wheel carriers of the wheel suspension is detected. Preferably, the orientation of the ground 26 is determined with the help of the chassis sensor arrangements and / or from the detected orientations of the wheel carriers. In this case, the influence of pneumatic tires is particularly neglected. From the detected orientations, a current pitch angle θ is calculated. ISTof the vehicle 1, which is done in particular by means of the evaluation device 42, which further determines this pitch angle θ IST characterizing pitch angle signal S θ Preferably, a current roll angle φ is also determined from the recorded orientations. IST of the vehicle 1, which is carried out in particular by means of the evaluation device 42, which preferably has a roll angle φ IST characterizing roll angle signal S φ provides.

[0050] The vehicle 1 has a headlight device 43 with two headlights 44, two headlight holders 45, on which the headlights 44 are pivotably mounted, and two drives 46, by means of which the inclination of the headlights 44, in particular in the zx plane, is adjusted depending on the current pitch angle θ IST is adjustable. For this purpose, the headlight device 43 connected to the evaluation device 42 is provided with the pitch angle signal Sθ provided, which Fig. 1 is evident.

[0051] Determining the current pitch angle θ IST and the current roll angle φ IST With the help of the sensor arrangements, the following is explained with reference to the Fig. 4 and Fig. 5, particularly in a simplified manner, where the index “IST” has been omitted from the angles.

[0052] In Fig. In Figure 4, on the left side labeled a), the unloaded, stationary vehicle 1 is shown schematically in its design position on a non-inclined surface 26. The pitch and roll angles are therefore zero.

[0053] Furthermore, in Fig. 4 on the right side designated b), the vehicle 1, preferably additionally loaded at the rear, is schematically shown on an inclined surface 26, so that a pitching of the vehicle 1 occurs. By means of the body sensor arrangement 27, an orientation of the vehicle body 2 in the zx plane is detected, this orientation being represented by an angle θ'.

[0054] Roughly, the angle θ' could be estimated using the acceleration signals of the sensor arrangement 27 with: tan θ' = S x / S z However, due to a possible swaying of the spring-mounted vehicle body 2, this estimate may be inaccurate, so that the angular velocity signals of the body sensor arrangement 27 are also taken into account for the determination of the angle θ'.

[0055] Furthermore, the chassis sensor arrangement 37 detects an orientation of the ground 26 in the zx plane, this orientation being represented by an angle θ'', for which the following applies in particular: tan θ'' = F x / F z

[0056] The angle θ' characterizes an orientation of the vehicle body 2 and thus forms, in particular, body orientation information. The angle θ'' characterizes an orientation of the chassis 3 or ground 26 and thus forms, in particular, chassis or ground orientation information.

[0057] Thus, the pitch angle θ results from the difference between the determined angles θ' and θ'': θ = θ' - θ''.

[0058] In Fig. 4, the reference symbols g stand for the effective acceleration due to gravity, F for “front” and R for “rear”.

[0059] According to Fig. 5, the vehicle 1 is schematically shown on an inclined surface 26, causing the vehicle 1 to roll. The body sensor arrangement 27 detects the orientation of the vehicle body 2 in the yz-plane, which is represented by an angle φ'. The angle φ' can be roughly estimated from the acceleration signals of the body sensor arrangement 27 using: tanφ' = S y / S z However, due to a possible swaying of the spring-mounted vehicle body 2, this estimate may be inaccurate, so that the angular velocity signals of the body sensor arrangement 27 are also taken into account for determining the angle φ'.

[0060] Furthermore, the orientation of the ground 26 in the yz-plane is detected by means of the chassis sensor arrangement 37, this orientation being represented by an angle φ'', for which the following applies in particular: tanφ'' = F y / F z .

[0061] Thus, the roll angle φ results from the difference between the determined angles φ' and φ'': φ = φ' - φ''.

[0062] In Fig. 5, the reference symbols g stand for the effective acceleration due to gravity, FR for “front right” and FL for “front left”.

[0063] As can be seen from the Fig. 4 and Fig. As can be seen from Figure 5, the chassis sensor assemblies 38, 39, and 40 are not absolutely necessary and can, for example, be omitted. However, the presence of at least some of the chassis sensor assemblies 38, 39, and 40 can increase the accuracy in determining the pitch angle θ and / or the roll angle φ.

[0064] Out of Fig. Figure 6 shows a schematic representation of a device 47 for automatic headlight range adjustment. This device 47 comprises a headlight range controller 48, the measuring device 41, a comparison device 49, a pilot control 50, and one of the drives 46. In particular, the device 47 also comprises the headlight 44 connected to the aforementioned drive 46. The measuring device 41 comprises the evaluation device 42 and a measuring unit 51, which preferably has the sensor arrangements 27 and 37. Advantageously, the measuring unit 51 also has the sensor arrangements 38 and / or 39 and / or 40.

[0065] By means of the measuring device 41, a current pitch angle θ IST of the vehicle 1, which is fed to the comparison device 49, by means of which the current pitch angle θ IST with a setpoint θ LWand a control deviation e is determined from the comparison result. The control deviation e is fed to the headlight range controller 48, which uses the control deviation e to determine an initial control variable u k,R The feedforward control determines a correction value u k,V , with which the initial manipulated variable u k,R is applied so that a final control variable u k which in particular corresponds to a sum of the initial manipulated variable u k,R and the correction value u k,v For this purpose, the device 47 preferably has a loading device 52, for example in the form of a summer.

[0066] The final control variable u k is fed to the drive 46, by means of which the headlight 44 connected to it is controlled depending on the final control variable u k is adjusted so that a set value for the beam angle θ LW,stell results.

[0067] Movements of the vehicle body 2 relative to the unsprung components of the vehicle, such as pitching and / or rolling, disturb the illumination angle, so that the set illumination angle θ LW,stell no longer corresponds to the actual beam angle θ LW,k,ist The nodding and swaying are Fig. 6 e.g. by a real pitch angle θ k and a real roll angle φ S,R,k symbolized.

[0068] Such disturbing movements of the vehicle body 2 are caused, for example, by acceleration or deceleration of the vehicle. However, they can also be caused by driving up a slope or by other influences. Fig. 6, disturbances affecting the illumination angle are represented by the reference numeral 53, these disturbances influencing the illumination angle and the sensors of the measuring unit 51 in the form of disturbance variables w.

[0069] The evaluation device 42 of the measuring device 41 is preferably an estimator by means of which a pitch angle θ̂ and a roll angle φ̂ S,R For example, the current pitch angle θ IST the estimated pitch angle θ̂. Alternatively, the current pitch angle θ IST e.g. from the estimated pitch angle θ̂ and the estimated roll angle φ̂ S,R certainly.

[0070] As from Fig. 7, the pilot control 50 is connected to a drive lever sensor 54, by means of which the current position of a drive lever of the vehicle 1 is detected and at least one drive lever signal α characterizing this position is generated. G is provided. Furthermore, the pilot control 50 is connected to a brake lever sensor 55, by means of which the current position of a brake lever of the vehicle 1 is detected and at least one brake lever signal α characterizing this position Bis provided. The accelerator lever sensor 54 and / or the brake lever sensor 55 are assigned in particular to the pilot control 50.

[0071] Preferably, the pilot control 50 is additionally connected to a positioning receiver 56, by means of which signals emitted by a global positioning system are received and from which location signals PS characterizing the current location of the vehicle 1 are provided. Preferably, the pilot control 50 is also connected to a geodata memory 57, in which geoinformation comprising a three-dimensional road map is stored in the form of geodata 58. The positioning receiver 56 and / or the geodata memory 57 are assigned, for example, to the pilot control 50.

[0072] The feedforward control 50 comprises a pitch-roll model 59, by means of which the future pitch angle θ k+1 and the future roll angle φ S,R,k+1 based on the throttle signal α G and the brake lever signal α Bbe estimated. In particular, it is thus possible to predict an imminent change in the vehicle's inclination due to initiated braking or acceleration.

[0073] The future pitch angle θ is preferred k+1 and the future roll angle φ S,R,k+1 additionally estimated based on the location signals PS and the geodata 58. This makes it possible, for example, to predict an imminent change in the vehicle's inclination due to an incline or decline in the road.

[0074] The feedforward control 50 further comprises an inverse drive model 60, by means of which, on the basis of the estimated future pitch angle θ k+1 and the estimated future roll angle φ S,R,k+1 the correction value u k,v is determined.

[0075] Since the correction value u k,V on the estimated future inclination angles θ k+1 and φ S,R,k+1and is therefore based on the prediction of inclination angles, the feedforward control 50 is also referred to as predictive feedforward control.

[0076] The Fig. 6, other drive 46 not shown can, for example, be controlled accordingly, so that in particular the other headlight 44 connected to it is also adjusted accordingly. Reference symbol 1 vehicle 2 Vehicle body 3 Chassis 4 wheel suspension 5 Wheel suspension 6 Wheel suspension 7 Wheel suspension 8 front axle 9 Rear axle 10 vehicle wheel 11 Vehicle wheel 12 vehicle wheel 13 Vehicle wheel 14 wheel carriers 15 Joint / ball joint 16 suspension links / wishbones 17 Joint / rubber bearing 18 shock absorber 19 strut support bearings 20 vehicle spring 21 dampers 22 wheel bearings 23 Wheel rotation axis 24 Tie rod 25 Joint / ball joint 26 Underground 27 Surface sensor arrangement 28 Accelerometer 29 Accelerometer 30 Accelerometer 31 yaw rate sensor 32 yaw rate sensor 33 yaw rate sensor 34 Accelerometer 35 Accelerometer 36 Accelerometer 37 Chassis sensor arrangement 38 Chassis sensor arrangement 39 Chassis sensor arrangement 40 Chassis sensor arrangement 41 Measuring device 42 Evaluation device 43 Headlight device 44 headlights 45 Headlight holder 46 Drive 47 Device for automatic headlight range adjustment 48 headlight leveler 49 Comparison facility 50 feedforward control 51 measuring unit 52 loading device 53 disturbances 54 throttle sensor 55 Brake lever sensor 56 tracking receivers 57 geodata storage 58 geodata 59 Pitch-roll model 60 inverse drive model Sx acceleration signal Sy acceleration signal Sz acceleration signal Syz angular velocity signal Szx angular velocity signal Sxy angular velocity signal Fx acceleration signal Fy acceleration signal Fz acceleration signal Gx acceleration signal Gy acceleration signal Gz acceleration signal Hx acceleration signal Hy acceleration signal Hz acceleration signal Ix acceleration signal ly acceleration signal Iz acceleration signal φ roll angle φ S,R,k+1 estimated future roll angle θ pitch angle θ k+1 estimated future pitch angle θ IST current pitch angle θ LW Setpoint e control deviation u k final control variable u k,R initial manipulated variable u k,V Correction value w disturbance variable

Claims

[1] Device for automatic headlight range control in a vehicle, with at least one adjustable headlight (44), at least one drive (46) connected to the headlight (44), by means of which the headlight (44) is adjusted as a function of a final control variable (u k ) is adjustable, and at least one headlight range controller (48) connected to the drive, by means of which an initial control variable (u k,R ) can be determined, wherein at least one predictive feedforward control, by means of which at least one future inclination angle (θ k+1 ) of the vehicle (1) and, depending on this, at least one angle of inclination (θ k+1 ) a correction value (u k,v ), whereby the final manipulated variable (u k ) by applying the initial manipulated variable (u k,R ) with the correction value (u k,V ) can be formed, characterized bythat the driving behavior of a driver driving the vehicle (1) can be observed by means of the pilot control (50) and driving behavior information characterizing this driving behavior can be determined, wherein the at least one future inclination angle (θ k+1 ) can be estimated depending on the driving behavior information. [2] Device according to claim 1, characterized by that by means of the pilot control (50) one or more events intervening in a driving state of the vehicle (1) can be observed and from this the at least one future inclination angle (θ k+1 ) of the vehicle can be estimated. [3] Device according to claim 1 or 2, characterized by a control lever sensor (54) connected to the pilot control (50), by means of which the position of a control lever of the vehicle (1) can be detected, wherein by means of the pilot control (50) the at least one future inclination angle (θ k+1) can be estimated depending on the position of the control lever. [4] Device according to one of the preceding claims, characterized by a brake lever sensor (55) connected to the pilot control (50), by means of which the position of a brake lever of the vehicle (1) can be detected, wherein by means of the pilot control (50) the at least one future inclination angle (θ k+1 ) can be estimated depending on the position of the brake lever. [5] Device according to one of the preceding claims, characterized by - a positioning receiver (56) connected to the pilot control (50), by means of which signals emitted by a global positioning system can be received and from which location signals (PS) characterising the current location of the vehicle (10) can be determined, and - a geodata memory (57) connected to the pilot control (50), in which geoinformation is stored in the form of geodata (58), wherein the at least one future inclination angle (θ k+1 ) can be estimated depending on the position signals (PS) and the geodata (58). [6] Device according to claim 5, characterized by that the driving speed of the vehicle (1) can be determined from successive location signals (PS) by means of the pilot control (50), wherein the at least one future inclination angle (θ k+1 ) can be estimated as a function of the determined driving speed of the vehicle (1). [7] Device according to one of the preceding claims, characterized by that the pilot control (50) comprises a pitch-roll model (59) by means of which the at least one future inclination angle (θ k+1 ) of the vehicle (1) can be estimated. [8] Device according to one of the preceding claims, characterized by that the pilot control (50) comprises an inverse drive model (60) by means of which the correction value (u k ) from which at least one future inclination angle (θ k+1 ) can be formed. [9] Device according to one of the preceding claims, characterized by - a measuring device (41) by means of which at least one current angle of inclination (θ IST ) of the vehicle (1) can be detected and / or determined, and - a comparison device (49) connected to the measuring device (41), by means of which the at least one current inclination angle (θ IST ) with a setpoint (θ LW ) and a control deviation (e) can be determined from the comparison result, - wherein the comparison device (49) is connected to the headlight range controller (48), by means of which the initial control variable (u k,R) can be determined. [10] Device according to claim 9, characterized by , that - the vehicle has a chassis (3) with a plurality of vehicle wheels (10, 11, 12, 13) which stand or roll on a ground (26), and a vehicle body (2) carried by the chassis (3), which is connected by vehicle springs (20) to unsprung components of the chassis (3), which comprise the vehicle wheels (10, 11, 12, 13) which are articulated to the vehicle body (2) by chassis links (16), - wherein the measuring device (41) comprises a plurality of sensor arrangements (27, 37), of which at least one body sensor arrangement (27) is provided on the vehicle body (2) and one or more chassis sensor arrangements (37) are provided on the unsprung components of the chassis (3) and / or the chassis control arms (16), wherein each sensor arrangement (27; 37) comprises a plurality of acceleration sensors (28, 29, 30; 34, 35, 36), by means of which translational accelerations in different spatial directions can be detected and acceleration signals characterizing these accelerations can be provided, and an evaluation device (42), by means of which the at least one current inclination angle (θ IST ) of the vehicle (1) can be determined. [11] Method for automatic headlight range control in a vehicle with at least one adjustable headlight (44), at least one drive (46) connected to the headlight (44), by means of which the headlight (44) is adjusted as a function of a final control variable (u k ) is adjusted, and at least one headlight range controller (48) connected to the drive (46), by means of which an initial control variable (u k,R ) is determined, and with at least one predictive pilot control (50), by means of which at least one future inclination angle (θ k+1 ) of the vehicle (1) is estimated and, depending on this, at least one angle of inclination (θ k+1 ) a correction value (u k,V ), whereby the final manipulated variable (u k ) by applying the initial manipulated variable (u k,R ) with the correction value (u k,V ) is formed, characterized bythat the driving behavior of a driver driving the vehicle (1) is observed by means of the pilot control (50) and driving behavior information characterizing this driving behavior is determined, wherein the at least one future inclination angle (θ k+1 ) is estimated depending on the driving behavior information. [12] Method according to claim 11, characterized by a drive lever sensor (54), by means of which the position of a drive lever of the vehicle (1) is detected, wherein by means of the pilot control (50) the at least one future inclination angle (θ k+1 ) is estimated depending on the position of the drive lever. [13] Method according to claim 11 or 12, characterized by a brake lever sensor (55), by means of which the position of a brake lever of the vehicle (1) is detected, wherein by means of the pilot control (50) the at least one future inclination angle (θ k+1) is estimated depending on the position of the brake lever. [14] Method according to one of claims 11 to 13, characterized by - a positioning receiver (56) by means of which signals emitted by a global positioning system are received and from which location signals (PS) characterising the current location of the vehicle (1) are determined, and - a geodata memory (57) in which geoinformation is stored in the form of geodata (58), wherein the at least one future inclination angle (θ k+1 ) is estimated depending on the position signals (PS) and the geodata (58).

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