Camera-based control of the light emission angle of a vehicle's headlight

Abstract

A method for controlling the vertical light emission angle of a front headlight (2) of a vehicle (1) is described, comprising a front camera (9) and a device (28) for adjusting (8, 27) the light emission angle of the front headlight (2). The method comprises the following steps: determining a geometric relationship (α, h) based on at least one image captured by the front camera (9). α ) between an output light emission direction (7) of the front headlight (2) and a direction (11) defining the current orientation of the camera; determining the current pitch angle (β) of the front camera (9) above the ground (12) based on images captured by the front camera (9) during a journey of the vehicle (1); and controlling the vertical light emission angle of the front headlight (2) based on the determined geometric relationship (α, h) α) between the output light emission direction (7) of the headlight (2) and the direction (11) defining the current orientation of the front camera (9) and based on the determined current pitch angle (β) of the front camera (9). Furthermore, an analogous method for controlling the horizontal light emission angle of a headlight (2) of a vehicle (1) is described.

Description

[0001] The present invention relates to a method for controlling, in particular adjusting and / or regulating, the vertical light emission angle of a vehicle headlight and a method for controlling, in particular adjusting and / or regulating, the horizontal light emission angle of a vehicle headlight. The invention further relates to a control device for controlling the light emission angle of a vehicle headlight, a vehicle, a computer-implemented method, a computer program product, a computer-readable data carrier, and a data carrier signal.

[0002] In light of current and upcoming legal requirements and with road safety in mind, the correct adjustment of vehicle headlights and reliable headlight range control are of particular importance. The beam range of a headlight can usually be adjusted or corrected manually and / or automatically, for example, using a stepper motor. Furthermore, so-called glare-free high beam systems (ADB) and headlights with camera-based dynamic headlight range control (CbADL) are also available.

[0003] The aforementioned systems, particularly the camera-based ones, require that both the camera and the headlight be calibrated under the same controlled conditions, meaning they are precisely aligned with the vehicle. This calibration is also known as "aiming." Joint calibration is necessary because installation and manufacturing tolerances are significantly larger than acceptable tolerances for headlight range adjustment.

[0004] The headlight range adjustment of a vehicle typically involves the following steps. First, the headlight's adjustment position is determined. This requires adjusting the zero angle. Therefore, with the stepper motor angle nominally set, the headlight is calibrated as part of the assembly process to achieve a defined light emission angle. Normally, at the end of the production line, the headlight (on the control side) is set to a "zero position." Since the headlight as a component, as well as its assembly within the overall vehicle system, has significant mechanical tolerances, the angle is subsequently corrected using adjusting screws or electronic control so that the light is emitted at a fixed angle. This process is also referred to as "setting" or "aiming" and provides the adjustment position as a prerequisite for any further compensation.The subsequent headlight range adjustment, also called "leveling", determines changes in the angle between the vehicle and the ground and compensates for the fixed light emission angle or the required deviation from the adjustment position.

[0005] The state of the art in this regard is disclosed, for example, in documents DE 10 2019 207 838 A1, which describes a method for aligning the light beams emitted by the headlights of a motor vehicle, US 10 227 032 B2, which describes a system for adjusting a headlight of a motor vehicle, CN 202 794 722 U and CN 103 373 274 B.

[0006] The light emission direction of each headlight is subject to individual manufacturing tolerances, which can be several degrees and are due to the specific optics and the headlight's mounting within the vehicle. The "aiming" required at the end of the manufacturing process, in which the headlight's orientation is adjusted to the vehicle, is traditionally done using adjustment screws. Electronic actuation via an electric motor, pixel adjustment, or simply detecting the deviation of the current setting from a target setting are also possible.

[0007] If the headlight is correctly calibrated vertically, a dynamic headlamp leveling system can be used to maintain a constant beam angle relative to the ground, even if the vehicle's pitch angle changes. While this may not be 100% achievable or necessary under dynamic conditions, it is at least possible to compensate for load-related changes in the pitch angle. This compensation is traditionally performed relative to a nominal pitch angle. For example, if the vehicle's pitch angle increases by 1 degree from the nominal pitch angle, the beam angle is lowered by 1 degree from the nominal setting.

[0008] Traditionally, each vehicle must be individually calibrated at the end of the manufacturing process, particularly due to manufacturing tolerances, individual equipment-related load, wheel suspension and damping conditions, as well as individual sensor installations. A sensor output signal, such as the output signal of a ride height sensor, must be determined for each vehicle, corresponding to the vehicle's nominal state. Load-related changes in the pitch angle can be determined, for example, using ride height sensors or via camera-based systems while driving.

[0009] Existing systems effectively use two separate measurement mechanisms for calibration. The first system determines the vehicle's reference pitch curve at the end of production. In the case of ride height sensors, this means storing the raw output data; in the case of a camera, visually detectable patterns are used to determine the pixel position that points straight ahead relative to the vehicle. The second system individually adjusts the headlights so that their beam angle has a predetermined, i.e., defined, slope. In both cases, it is necessary that the sensor calibration and the headlight calibration are performed under the same vehicle conditions.

[0010] Against this background, it is an object of the present invention to provide advantageous methods for controlling, in particular adjusting and / or regulating, the vertical or horizontal light emission angle of a vehicle's headlight. Further objects are to provide an advantageous control device for controlling the light emission angle of a vehicle's headlight, a vehicle, a computer-implemented method, a computer program product, a computer-readable data carrier, and a data carrier signal.

[0011] These problems are solved by a method for controlling the vertical light emission angle of a vehicle headlight according to claim 1, a method for controlling the horizontal light emission angle of a vehicle headlight according to claim 2, a control device according to claim 12, a vehicle according to claim 13, a computer-implemented method according to claim 14, a computer program product according to claim 15, a computer-readable data carrier according to claim 16, and a data carrier signal according to claim 17. The dependent claims contain further advantageous embodiments of the invention.

[0012] The inventive method for controlling, in particular aiming or calibrating, and / or leveling or adjusting, the vertical light emission angle of a vehicle's headlight relates to a vehicle comprising a front camera and a device for adjusting, e.g., controlling, aiming, or adjusting, the light emission angle of the headlight. For the sake of simplicity, the front camera will hereinafter be referred to simply as the camera.

[0013] The method according to the invention comprises the following steps: In a first step, based on at least one image captured by the front camera, i.e., image-based, a geometric relationship between an output light emission direction of the front headlight and a direction defining, i.e., determining or defining, the current orientation, in particular the vertical orientation, of the front camera is determined, e.g., calculated. The direction defining the current orientation of the front camera can be an optical axis of the camera or a central image capture direction.

[0014] In a second step, the current pitch angle of the front camera, e.g., in relation to the direction defining the camera's orientation, is determined based on images captured by the front camera while the vehicle is in motion (i.e., during translational movement). In other words, this is image-based. In a third step, the vertical light emission angle of the headlight is controlled, e.g., adjusted and / or regulated, based on the determined geometric relationship between the headlight's output direction and the direction defining the front camera's current orientation, and based on the determined current pitch angle of the front camera.

[0015] In connection with the present invention, the vehicle can be, for example, a motor vehicle or a rail vehicle. The term "control" is understood to mean both control and regulation in the sense of technical control and regulation. This includes setting in the sense of calibration or aiming and regulating in the sense of adjustment or leveling. A front camera is understood to be a camera designed to capture images in the forward direction of the vehicle or in the direction of travel. The aforementioned device for adjusting the light emission angle of the front headlight can, for example, include a stepper motor.

[0016] The inventive method for controlling the horizontal light emission angle of a vehicle's headlight, which comprises a front camera and a device for adjusting the light emission angle of the headlight, comprises the following steps: In a first step, based on at least one image captured by the front camera, i.e., image-based, a geometric relationship between an initial light emission direction of the headlight and a direction defining, e.g., determining or fixing, the current orientation, in particular horizontal orientation, of the front camera is determined, e.g., calculated.

[0017] In a second step, the current yaw angle of the front camera relative to a longitudinal axis of the vehicle is determined, e.g., calculated, based on images captured by the front camera while the vehicle is in motion (i.e., during translational movement). In a third step, the horizontal light emission angle of the headlight is controlled, e.g., adjusted and / or regulated, based on the determined geometric relationship between the headlight's output light emission direction and the direction defining the current orientation of the front camera, and based on the determined current yaw angle of the front camera.

[0018] The methods described according to the invention have the following advantages: Compared to calibration methods and systems known from the prior art, which are expensive and complex both during vehicle manufacturing and during its operation and maintenance, require installation space, and necessitate trained personnel, special measuring instruments, and a special calibration stand or corresponding setup, the present invention offers a simple, cost-effective, reliable, and robust alternative that can be used flexibly without a special setup or specialist personnel. Furthermore, by calibrating or adjusting the camera and headlights together only in relation to each other and not individually in relation to the vehicle, the accumulation of errors can be avoided. This improves the precision and reliability of controlling the respective light emission angle.Additionally, the lamp adjustment service can also be performed outside of workshops using the present invention. This eliminates the need to adapt workshop equipment for a lamp adjustment service.

[0019] Furthermore, the calibration and adjustment process is simplified overall, as both the front camera and the respective headlight can be aligned with a higher tolerance relative to the vehicle. This means that these two calibration steps—the calibration of the front camera and the calibration of the headlight—can be performed with less effort than previously required. In particular, precise, fixed zero positions no longer need to be set at the end of the manufacturing process.Instead, according to the invention, it is possible to calibrate the light emission angle of a headlight with respect to the ground (i.e., in the vertical direction) or in the horizontal direction by determining a geometric relationship between the camera's orientation and the headlight's headlight. This can be achieved using a front camera whose central image capture direction or optical axis is not calibrated with respect to the vehicle, for example, by using only a captured image of the projection of the headlight's light cone onto a screen or wall at a known distance from the camera and headlight. During driving, the angle between the uncalibrated central image capture direction or optical axis of the front camera and the ground or the horizon can then be determined image-based.With this information alone, a misalignment of the headlight's beam angle relative to the ground can be determined, and a corresponding correction value can be calculated.

[0020] Another advantage is that recalibration can be performed in the field at any time, particularly without having to unload the vehicle. In contrast, current technology requires that the vehicle be unloaded and that the same conditions prevail for servicing the vehicle pitch angle sensor system as under which the headlights were calibrated. This means that both the sensor system and the headlights must be calibrated as part of the same repair procedure. This requires that the person performing the repair has access to both systems and is trained accordingly. This is generally only the case at a workshop that also replaces ride height sensors. However, recalibration of a camera-based system is often only necessary as part of a windshield replacement, which can also be carried out outside of a specialized workshop.In contrast, the present invention enables the calibration of the camera as part of a system for determining the pitch angle and the direction of light emission or the range of the headlights without necessarily requiring a workshop.

[0021] In a preferred embodiment, the geometric relationship between the initial light emission direction of the headlight and the direction defining the current orientation of the front camera can be determined by means of an image of the emitted light captured by the front camera, e.g., a projection of the headlight's light cone onto a projection surface. This projection surface can be a screen, such as a monitor or sign, or a wall, such as a canvas, building facade, or similar. Advantageously, the distance of the projection surface from the front camera can be determined. This distance can be known, predetermined, fixed, measured, or determined.

[0022] Furthermore, the angle between the direction defining the orientation of the front camera (e.g., a center line or axis of the image capture direction, or a horizontal or vertical line) and a boundary line (e.g., a horizontal or vertical boundary line) of the emitted light at the projection surface can be determined using the image of the emitted light from the headlight captured by the front camera. The angle can be determined directly from the position of the boundary line in the captured image. For example, the pixel position in the image can correspond to, or be equivalent to, the angle to the reference line (i.e., a direction defining the camera's orientation).

[0023] Preferably, a correction angle for the light emission angle of the headlight is calculated, using the horizontal distance (dx) and the vertical distance (dy) of the headlight from the front camera and the distance of the headlight or the front camera to a projection surface. A specific example of this is explained in more detail below in the exemplary embodiments.

[0024] In another variant, the vertical light emission angle of the front headlight can be controlled in relation to a camera-based determined current horizon line or horizon plane, e.g., adjusted and / or regulated.

[0025] In another variant, the horizontal light emission angle of the headlight can be controlled in relation to a camera-based determined current vertical reference line or reference plane, e.g. a longitudinal axis or a vertical longitudinal plane of the vehicle.

[0026] The current pitch angle and / or yaw angle can be determined using the front camera. This has the advantage that no further or additional sensors are required.

[0027] The control device according to the invention for controlling, in particular adjusting and / or regulating, the light emission angle of a front headlight of a vehicle, which comprises a front camera and a device for adjusting the light emission angle of the front headlight, is designed for receiving and evaluating images captured by the front camera and for carrying out a previously described method according to the invention. The control device according to the invention has the features and advantages already described above.

[0028] The vehicle according to the invention comprises a front camera and a device for adjusting, e.g., controlling, setting, or altering, the light emission angle of the front headlight. The vehicle includes a control device according to the invention as described above. The vehicle according to the invention has the advantages already described. The vehicle can be a motor vehicle, a rail vehicle, or a ship. The motor vehicle can be a passenger car, a truck, a bus, a minibus, a motorcycle, or a moped.

[0029] The computer-implemented method according to the invention comprises instructions that, when the program is executed by a computer, cause it to execute a method according to the invention as described above. The computer program product according to the invention comprises instructions that, when the program is executed by a computer, cause it to execute a method according to the invention as described above. The computer program product according to the invention is stored on the computer-readable data carrier according to the invention. The data carrier signal according to the invention transmits the computer program product according to the invention. The computer-implemented method according to the invention, the computer program product according to the invention, the computer-readable data carrier according to the invention, and the data carrier signal according to the invention have the features and advantages already mentioned above.

[0030] The invention is explained in more detail below with reference to exemplary embodiments and the accompanying figures. Although the invention is illustrated and described in detail by the preferred embodiments, the invention is not limited by the disclosed examples and other variations can be derived from them by a person skilled in the art without departing from the scope of protection of the invention.

[0031] The figures are not necessarily detailed or to scale and may be enlarged or reduced to provide a better overview. Therefore, the functional details disclosed here are not to be understood as limiting, but merely as an illustrative basis to guide those skilled in this field of technology in using the present invention in a variety of ways.

[0032] The expression "and / or" used here, when used in a series of two or more elements, means that each of the listed elements can be used alone, or any combination of two or more of the listed elements can be used. For example, when describing a composition containing the components A, B, and / or C, the composition can contain A alone; B alone; C alone; A and B in combination; A and C in combination; B and C in combination; or A, B, and C in combination. Fig. Figure 1 schematically shows a vehicle and a calibration (aiming) of the light emission angle of a headlight. Fig. Figure 2 schematically shows an adjustment (leveling) of the light emission angle of a vehicle's headlight. Fig. Figure 3 schematically illustrates a vehicle which projects a cone of light from its headlight onto a house wall to demonstrate a first step of a method according to the invention. Fig. Figure 4 schematically illustrates a second step of a method according to the invention, showing a vehicle which projects a light cone from its headlight onto a house wall. Fig. Figure 5 schematically illustrates a third step of a method according to the invention, showing a vehicle which projects a cone of light from its headlight onto a house wall. Fig. Figure 6 schematically shows a projection of a light cone from a vehicle's headlight onto a house wall. Fig. Figure 7 schematically shows a vehicle and an oncoming vehicle in a top view. Fig. Figure 8 schematically shows a vehicle according to the invention with a control device according to the invention.

[0033] The Fig. Figure 1 schematically depicts a vehicle 1, e.g., a motor vehicle. The vehicle 1 includes a headlight 2. The light emitted by the headlight 2 has a slope that determines or is influenced by the angle of emission. The upper edge of the light cone 3 in the vertical direction is used as the reference point. Before calibration (aiming), different vehicles 1 typically exhibit different beam angles or slopes of the emitted light 3 relative to the ground 12 or a flat road surface. For various vehicles 1 before calibration, exemplary slopes are indicated by lines with reference numerals 4. The desired nominal slope is indicated by a dash-dot line with reference numerals 5. The headlights of vehicles are typically calibrated to the nominal angle of emission or slope after the manufacturing process.The nominal gradient 5 is calibrated. This can be done electronically or using adjusting screws. During calibration, the vehicle 1 is usually in an unloaded state.

[0034] As a result of the vehicle being loaded, its pitch angle can change, which in turn can cause a change in the light emission angle of the headlight 2 and thus a change in the slope 7 of the emitted light 3. This is in the Fig. 2 shown above.

[0035] The vehicle 1 shown is heavily loaded at the rear, which is schematically indicated by a weight 6. This results in the pitch angle of vehicle 1 being increased relative to a nominal pitch angle, and consequently the angle of light emission has an increased slope, i.e., it deviates upwards from the nominal slope 5.

[0036] In the Fig. 2 below, this has been corrected by a headlight range adjustment or calibration. The light emission angle has been changed, for example, by minus one degree (-1°) or adapted to the current pitch angle of the vehicle 1. This is indicated by an arrow 8. In this way, it is ensured that the nominal slope 5 of the emitted light is maintained even with a changed load of the vehicle 1 and the current light emission angle.

[0037] The following will be based on the Fig. Figures 3 to 5 describe a method according to the invention for controlling the vertical light emission angle of a headlight 2 of a vehicle 1. Fig. Figures 3 to 5 each show a vehicle 1 whose headlights 2 project or emit light onto a wall 13 shown in a perspective view. The vehicle 1 comprises at least one headlight 2, a front camera 9, and a device (not explicitly shown) for adjusting the light emission angle of the headlight 2. The field of view of the front camera 9, which is hereinafter also simply referred to as the camera, is indicated by a bar with the reference numeral 10. The optical axis or central axis or mean image capture direction of the front camera 9 is indicated by a line with the reference numeral 11. Similar to the alignment of the headlights, the exact alignment of the camera's optical axis is subject to tolerances and is vehicle-specific.

[0038] Light is projected onto a wall 13, arranged vertically to the ground 12, by means of the front headlight 2. In this example, the wall 13 is a house wall. Alternatively, any projection surface, such as a screen or a canvas, can be used. The front camera 9 captures the light projection from the front headlight 2 onto the wall 13. The image 14 captured by the front camera 9 is in the Fig. 3 to 5 are shown on the far right.

[0039] In one of the Fig. In the first step shown in Figure 3, a geometric relationship between an output light emission direction 7 of the front headlight 2 and a direction defining the current orientation of the front camera 9, in this case direction 11, is determined, e.g., calculated, based on at least one image 14 captured by the front camera 9. The distance d is then CWThe distance between wall 13 and the front camera 9 is assumed to be known or measured. In the captured image 14, the distance h is measured with respect to a vertical axis 15. α The distance h is determined between the vertical upper boundary line 16 of the light cone 3 and the vertical position 17 of the center line or optical axis 11 of the front camera 9. α corresponds to the angle α between the central axis 11 and the detection direction 18 of the vertically upper edge 16 of the light cone 3.

[0040] Neither the exact detection direction or orientation of the front camera 9 nor the exact beam angle of the headlight 2 are known with regard to their orientation relative to the vehicle body, as no calibration has yet been performed. Both the front camera 9 and the headlight 2 are simply aligned as they were installed and generally deviate from their ideal alignment with respect to the vehicle 1 by a few degrees.

[0041] In one of the Fig. In step 4, the current pitch angle of the front camera 9 relative to the ground 12, i.e., the angle β between the vertical position 17 of the central axis 11 and the ground 12, is determined, in particular calculated, based on images captured by the front camera 9 during a translational movement, i.e., during a journey of the vehicle 1. In other words, image-based. In this context, a mean horizon position can be determined image-based using a method known from the prior art. The mean vertical position of the horizon line, which is shown as line 19 on the wall 13 or in the captured image 14 for illustration, correlates with the load-dependent pitch angle of the vehicle 1. The mean horizon line 19 is typically determined from a series of images captured successively during a journey of the vehicle.

[0042] In the image shown (14), the horizon line (19) is equivalent to the pixels that point "straight ahead," i.e., parallel to the ground (12 captured image points). The angle β corresponds to the distance h. β in the vertical direction 15 between the vertical position of the central axis 11 of the front camera 9 and the horizon line 19. In contrast to prior art methods, no deviation of the current horizon line 19 from a starting horizon line is determined or used here. Instead, only the current horizon line or its position is required.

[0043] In a third step, based on the determined geometric relationship between the output light emission direction 7 of the headlight 2 and the direction 11 defining the current orientation of the front camera 9, i.e., the angle α, and based on the determined current pitch angle β of the front camera 9, the vertical light emission angle of the headlight 2, i.e., the light emission angle with respect to ground 12, is controlled, e.g., adjusted and / or regulated. This is done in the Fig. Figure 5 shows this schematically. An angular deviation γ of the uncalibrated initial emission angle 7 from a horizontal direction 20 is determined. The distance h corresponding to the angle γ can then be determined image-based. γ determined and used.

[0044] Using this angle γ, a light emission angle relative to the ground 12 can be controlled, whereby in particular the angle γ can be compensated by adding it to the desired inclination angle or the desired slope. The vertical distance h can be CH between the front headlight 2 and the front camera 9, and the horizontal distance d CH between the front headlight 2 and the front camera 9, as well as the horizontal distance d HW The distance between the headlight 2 and the wall 13 can be assumed to be known, or measured or calculated. Using these values, the angle γ can be calculated according to the following equation. The angle γ then serves as the basis for controlling the vertical light emission angle of the headlight 2. tan(γ)=hγdHW=hCH−hα−hβdCW−dCH=hCH−tan(α+β)⋅dCWdCW−dCH In addition to the example described, images can also be captured and evaluated from several different distances to the projection screen 13. This can improve the accuracy of the described method.

[0045] Analogous to the previously described procedure, vertical control, in particular calibration (aiming) and / or adjustment or regulation (leveling), of the light emission angle of the front headlight 2 can also be performed using the front camera 9 without the need for precise initial calibration at the end of a manufacturing process. In this case, a camera-based vertical reference line, analogous to the horizon line 19, can be determined to establish the yaw angle of the front camera 9. For this purpose, a multiple of consecutively recorded images captured during a journey of the vehicle 1 can be evaluated to determine a center line or reference line that runs perpendicular or vertically in all images.

[0046] Furthermore, analogously, based on the Fig. The methods described in sections 3 to 5 determine a geometric relationship between a central axis 11 of the front camera 9 and its horizontal position to a feature of the light cone 3 projected onto a wall 13 that characterizes the horizontal emission direction of the front headlight 2. An exemplary projection is shown in the Fig. Figure 6 shows a kink 21 as a suitable reference feature, which can be used analogously to the vertical boundary line 16 for horizontal calibration and / or adjustment.

[0047] The Fig. Figure 7 schematically shows a vehicle 1 and an oncoming vehicle 22 in a top view. The vehicle 1 includes a front camera 9 and at least one headlight 2. The front camera 9 is initially not calibrated or adjusted with respect to its central axis or central image capture direction 11, i.e., its orientation relative to a longitudinal axis of the vehicle. This is indicated by arrows 26. The beam direction or light emission direction of the headlight 2 can be controlled horizontally by means of a suitable device. This is indicated by arrow 21.

[0048] At the end of a manufacturing process, various vehicles 1 may exhibit the headlight 2 light emission directions exemplified by reference numeral 24. The nominal light emission direction 25 is the target. Appropriate control, e.g., in the form of calibration or adjustment, can be carried out according to an analogous procedure to that based on the Fig. 3 to 5 already described methods using the one in the Fig. The 6 shown bends 21 are carried out as a reference feature.

[0049] In this context, for example in the case of an LED headlight, the emission intensity of individual pixels of a headlight 2 can be controlled. This is indicated by the reference numeral 23, which illustrates the light cones of individual pixel rows. For example, with individually controllable LED light sources of the headlight 2, individual pixels within a pixel matrix can be individually controlled with respect to their intensity and / or emission direction in order to achieve the desired nominal emission direction.

[0050] A vehicle 1 according to the invention, which is, for example, a vehicle in the Fig. Vehicle 1, shown in sections 3 to 5 and 7, can be used as a tool in the... Fig. Figure 8 shows schematically. It includes a control device 28, not explicitly shown in the other figures, for controlling the light emission angle of a front headlight 2. The control device 28 is for receiving 29 and evaluating images captured by the front camera 9 and for executing a function based on the Fig. 3 to 7 exemplary procedures for controlling 29 the light emission angle of the front headlight 2. Reference symbol list: 1 vehicle 2 headlights 3 light cones 4 slopes of the emitted light of different vehicles before calibration of the light emission angle. 5 nominal slope 6 Loading 7 current slopes of the emitted light 8 Light emission angle correction 9 Front camera 10 Front camera field of view 11 Central axis / central image capture direction of the front camera 12 reasons 13 Wall / Projection surface 14 captured images 15 vertical axis 16 vertical upper edge of the projection of the light cone 17 Vertical position of the projection of the central axis of the front camera 18 Detection direction of the vertically upper edge of the projection of the light cone 19 mean vertical position of the horizon line 20 horizontal direction 21 kink 22 vehicles 23 beam cones of individual pixel rows 24 beam directions 25 nominal radiation direction 26. Orientation control of the front camera with respect to a longitudinal axis of the vehicle 27 horizontal light emission angle control of the front headlight 28 Device for adjusting the light emission angle of the front headlight 29 Data and / or signal transmission α angle β angle γ angle h α vertical distance h β vertical distance h γ vertical distance d CW horizontal distance between wall and front camera h CH vertical distance between headlights and front camera d CH horizontal distance between headlights and front camera d HW horizontal distance between headlight and wall QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] DE 10 2019 207 838 A1

[0005] US 10 227 032 B2

[0005] CN 202 794 722 U

[0005] CN 103 373 274 B

[0005]

Claims

[1] Method for controlling the vertical light emission angle of a front headlight (2) of a vehicle (1), comprising a front camera (9) and a device for adjusting (8, 27) the light emission angle of the front headlight (2), characterized by that the procedure includes the following steps: - Determine a geometric relationship (α, h) based on at least one image captured by the front camera (9). α ) between an output light emission direction (7) of the front headlight (2) and a direction (11) defining the current orientation of the front camera (9), - Determining the current pitch angle (β) of the front camera (9) above the ground (12) based on images captured by the front camera (9) during a journey of the vehicle (1), - Controlling the vertical light emission angle of the front headlight (2) based on the determined geometric relationship (α, h α) between the output light emission direction (7) of the front headlight (2) and the direction (11) defining the current orientation of the front camera (9) and based on the determined current pitch angle (β) of the front camera (9). [2] Method for controlling the horizontal light emission angle of a front headlight (2) of a vehicle (1), comprising a front camera (9) and a device for adjusting the light emission angle of the front headlight (2), characterized by that the procedure includes the following steps: - based on at least one image captured by the front camera (9) determining a geometric relationship between an output light emission direction (24) of the front headlight (2) and a direction (11) defining the current orientation of the front camera (9), - Determining the current yaw angle of the front camera (9) with respect to a longitudinal axis of the vehicle (1) based on images captured by the front camera (9) during a journey of the vehicle (1), - Controlling the horizontal light emission angle of the front headlight (2) based on the determined geometric relationship between the output light emission direction (24) of the front headlight (2) and the direction (11) defining the current orientation of the front camera (9) and based on the determined current yaw angle of the front camera (9). [3] Method according to any one of claims 1 to 2, characterized by, that the geometric relationship between the output light emission direction (7, 24) of the front headlight (2) and the direction (11) defining the current orientation of the front camera (9) is determined by means of an image of the emitted light (3) of the front headlight (2) captured by the front camera (9) onto a projection surface (13). [4] Method according to claim 3, characterized by , that a screen or a wall is used as the projection surface (13). [5] Method according to any one of claims 3 to 4, characterized by , that the distance (d CW ) the projection surface (13) is determined by the front camera (9). [6] Method according to any one of claims 3 to 5, characterized by, that by means of the image of the emitted light (3) of the front headlight (2) captured by the front camera (9) an angle (α) between the direction (11) defining the orientation of the front camera (9) and a boundary line (16) of the emitted light (3) on the projection surface (13) is determined. [7] Method according to claim 6, characterized by , that the angle (α) is determined directly from the position in the captured image where the boundary line (16) is located. [8] Method according to any one of claims 1 to 7, characterized by , that a correction angle (γ) of the light emission angle of the front headlight (2) is calculated, wherein the horizontal distance (d CH ) and the vertical distance (h CH ) of the headlight (2) from the front camera (9) and the distance of the headlight (2) (d HW ) or the front camera (9) (d CW ) can be used to create a projection surface (13). [9] Method according to any one of claims 1 or 3 to 8, characterized by , that the vertical light emission angle of the front headlight (2) is controlled in relation to a camera-based determined current horizon line (19). [10] Method according to any one of claims 2 to 8, characterized by , that the horizontal light emission angle of the front headlight (2) is controlled with respect to a camera-based determined current vertical reference line or reference plane. [11] Method according to any one of claims 1 to 10, characterized by , that the current pitch angle (β) and / or the current yaw angle of the front camera (9) is determined using the front camera (9). [12] Control device for controlling the light emission angle of a front headlight (2) of a vehicle (1), comprising a front camera (9) and a device for adjusting (8, 27) the light emission angle of the front headlight (2), characterized by, that the control device is designed to receive and evaluate images captured by means of the front camera (9) and to carry out a method according to one of claims 1 to 11. [13] Vehicle (1) comprising a front camera (9) and a device for adjusting (8, 27) the light emission angle of the front headlight (9), characterized by , that the vehicle (1) comprises a control device according to claim 12. [14] Computer-implemented method comprising instructions which, when the program is executed by a computer, cause it to execute a method according to any one of claims 1 to 11. [15] Computer program product comprising instructions which, when the program is executed by a computer, cause it to execute a method according to any one of claims 1 to 11. [16] Computer-readable data carrier on which the computer program product according to claim 15 is stored. [17] Data carrier signal that transmits the computer program product according to claim 15.

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