MOTOR VEHICLE LIGHTING SYSTEM

Description

[0001] The invention relates to a motor vehicle lighting system comprising at least two adaptive motor vehicle headlights, wherein an adaptive motor vehicle headlight is a headlight which is configured to generate a low beam distribution and an adaptive high beam distribution with a resolution of at least two, preferably at least seven, individually controllable segments, wherein the low beam distribution has a region assigned to traffic sign illumination, hereinafter referred to as the signlight region, which at least partially overlaps with a radiation region assigned to the high beam distribution, at least one camera system for detecting the surroundings of the motor vehicle lighting system and for outputting corresponding surroundings data, wherein the camera system is configured to detect and determine the relative position of road users measured in relation to the at least two adaptive motor vehicle headlights,at least one control unit connected to the camera system for receiving the environmental data and to the at least two adaptive motor vehicle headlights for controlling the adaptive motor vehicle headlights, wherein the control unit is configured to infer the presence of a risk of dazzling from the environmental data by comparing a detected relative position of a road user with a first position range that can be illuminated by the segments of the adaptive high beam distribution, and to define those detected road users located in said illuminable position range as road users to be masked out, and in the event of the presence of road users to be masked out, to deactivate at least those controllable segments of the high beam distribution that would otherwise shine directly onto the road user to be masked out.

[0002] Such glare-free adaptive lighting systems are known from the state of the art (see document DE 102015008729 A).

[0003] This makes it possible to reduce the proportion of light emitted by the light module responsible for the high beam distribution, which would otherwise cause glare to the affected road user. Typically, the light distributions of adjacent segments overlap at least partially, thus enabling homogeneous illumination and evenly illuminating the transitions between the individual segments. This means that in practice, despite individual segments being switched off, a residual amount of light is often still emitted by the high beam module into the area to be masked.

[0004] In most European countries, legislation specifies limits for the light emission of individual light modules in various driving scenarios. These specifications concern the light emission of individual light modules. Each light module is tested individually and must meet the legal requirements.

[0005] Until now, it was sufficient to select the overlap and light intensity of the individual segments' illumination so that the legally permitted residual light level was not exceeded. If other light modules that are responsible for other lighting functions, such as signlight illumination, or that can radiate into this area emit light, there is a risk that the actual amount of light incident on the area to be masked will still reach a relevant intensity.

[0006] One object of the invention is to further reduce the probability of possible dazzling of road users.

[0007] This object is achieved with a motor vehicle lighting system of the type mentioned at the outset, in which, according to the invention, the control unit is further configured to compare, in the presence of a road user to be masked out, its detected relative position with a second position range that can be illuminated by the signlight range, and thereby to infer the presence of road users to be masked out within the second position range, wherein each adaptive motor vehicle headlight is further provided with a control means, wherein each control means is configured to control the intensity of the illumination of the signlight range by the respective adaptive motor vehicle headlight deviating from the intensities of the remaining areas of the low beam distribution, wherein for this purpose the control unit is connected to the control means and the control means is controlled in such a way thatthat in the event of the detection of the presence of a road user to be masked out within the second position range, the intensity of the light emitted into the signlight area is also reduced compared to a state in which no road user to be masked out is detected within the second position range.

[0008] In this way, the amount of light entering the signlight area is reduced if there is a risk of dazzling a road user. This makes it possible to offer solutions that reliably meet legal standards such as Federal Motor Vehicle Safety Standards 108 in the USA. The invention makes it possible to create a lighting system that takes into account the superimposition of the radiation from all light sources active in a vehicle. More precisely, for example, in glare-free high beam operation, not only the radiation from the high beam module can be taken into account, but also that of all light modules that contribute to the radiation in the glare-relevant area, in particular in the so-called signlight area, which is intended for illuminating traffic signs and symbols.

[0009] The camera system can, for example, comprise an optical camera. The signlight area is also referred to as Zone III in regulation ECE_R149. It can also be described as an area that lies at least partially above the cut-off point of a low-beam headlight distribution and is intended to illuminate traffic signs. The aforementioned US standard US FMVSS No. 108 also uses the term "OHS" for this purpose. The segments are typically arranged in at least one horizontal row, but two or more rows can also be provided, with the segments arranged next to one another in a matrix-like manner, or one above the other in multi-row versions, and a row can, for example, have at least seven columns.

[0010] A horizontal resolution with at least 10 light segments can be useful. This resolution can be achieved, for example, by superimposing the radiation from the individual segments of the left and right headlights. For example, a left and right headlight can each have seven individual segments that overlap in a mirror-asymmetric manner, resulting in a total of 11 segments. High-resolution systems can have a large number of segments, allowing resolutions of <0.1° (horizontal).

[0011] According to the invention, the reduction in the intensity of the light emitted into the signal light area is at least 30% compared to a state in which no road user to be masked is detected within the signal light area. The reduction can be, for example, 50% or more.

[0012] Furthermore, it can be provided that the control means is designed as a current regulator of the light source which is responsible for the radiation of the signlight area.

[0013] In particular, it can be provided that the control means is designed in the form of a PWM dimming which is assigned to the light source which is responsible for the radiation of the signlight area.

[0014] Furthermore, the control means can be designed as an adaptive light filter whose light transmittance is variably controllable, which is preferably arranged exclusively in the light path of the optical component intended for emission into the signlight area. The control means can be configured to absorb the light passing through the adaptive light filter depending on the ambient data.

[0015] In particular, it can be provided that each adaptive headlight is equipped with at least one light source that is configured exclusively for radiating light into the signal light area. This means that it is a separate module that is responsible only for radiating signal light and otherwise does not contribute to the low beam. Such a module can also be referred to as a "standalone" module.

[0016] The signlight can also be realized using a bi-functional reflector concept, e.g. using a paraboloid reflector, whereby the light source, in particular an LED light source, for the low beam distribution (with the exception of the signlight component) is located in the focus of the reflector and an additional light source is provided separately for the signlight away from the focal point and is positioned accordingly and can be controlled individually.

[0017] It can also be provided that the signlight emission is segmented in itself, and again only glare-relevant areas of the signlight emission are deactivated. For this purpose, a segmented filter and / or an arrangement comprising two or more light sources can be provided, for example. It can also be provided that an additional light source, in particular an LED light source, is controlled by a matrix controller: Similar to the above, except that certain light sources of a pixel light module are responsible for the signlight, and these are controlled individually in the usual way.

[0018] Furthermore, an existing module can be extended beyond the signal light implementation in low beam mode by dimming individual segments and adjusting this dimming in ADB mode. Furthermore, dimming of the entire module, which has integrated signal light emission, can be provided. For this purpose, current control and / or PWM control and / or a filter can be provided.

[0019] Furthermore, it can be provided that a signal light device is provided for radiation into the sign light area, wherein the signal light device is preferably a daytime running light module, a parking light module, a position light module, a side light module, an ambient light module and / or a design light module, wherein each signal light device is assigned a control means.

[0020] Signal light devices are understood to mean all light modules that are intended to increase visibility for third parties by emitting light.

[0021] In particular, it can be provided that all light sources and / or light modules of the motor vehicle lighting system intended for emitting light, which are at least partially designed to emit light into the signlight area, are assigned a control means, in particular one control means each.

[0022] The invention further relates to a motor vehicle comprising a motor vehicle lighting system according to the invention.

[0023] The invention is explained in more detail below with reference to an exemplary and non-limiting embodiment, which is illustrated in the figures. Figure 1 a schematic representation of a motor vehicle lighting system according to the invention, Figure 2a schematic representation of an adaptive motor vehicle headlight, Figure 3 a schematic representation of a signlight light distribution in the environment of road users, Figure 4 a schematic representation of individual controllable segments of an adaptive high beam distribution, Figure 5 a schematic representation of adaptive high beam distribution with a fade-out scenario, Figure 6 a schematic representation of the illumination areas of an adaptive high beam distribution during a specific traffic situation of an oncoming vehicle at a distance of 30 m Figure 7a a schematic representation of a first type of control of the intensity of the signlight radiation, Figure 7b a schematic representation of a second type of control of the intensity of the signlight radiation, Figure 8 a schematic representation of a motor vehicle comprising a motor vehicle lighting system according to the invention.

[0024] In the following figures, unless otherwise stated, the same reference symbols denote the same features.

[0025] Figure 1 shows a schematic representation of a motor vehicle lighting system 1 according to the invention. The motor vehicle lighting system 1 comprises at least two adaptive motor vehicle headlights 2. An adaptive motor vehicle headlight 2 is a headlight which is used to generate a low beam distribution AL (see Fig. 2 ) and an adaptive high beam distribution FL (see Fig. 2 ) with a resolution of at least two, preferably at least seven, individually controllable segments FLs1, FLs2, FLs13 (see Fig. 4 ), whereby the low beam distribution AL has an area allocated for traffic sign lighting, hereinafter signlight area ALsl (see Fig. 2 ), which at least partially overlaps with a radiation area assigned to the high beam distribution FL.

[0026] Furthermore, the motor vehicle lighting system 1 has at least one camera system 3 for detecting the surroundings of the motor vehicle lighting system 1 and for outputting corresponding surroundings data D. The surroundings are detected by the camera system 3 being configured to detect and determine the relative positions Pos1, Pos2, Pos3 of road users 4, 4', 4" measured with respect to the at least two adaptive motor vehicle headlights 2.

[0027] In addition, the motor vehicle lighting system 1 has at least one control unit 5, which is connected to the camera system 3 for receiving the surroundings data D and to the at least two adaptive motor vehicle headlights 2 for controlling the adaptive motor vehicle headlights 2. The control unit 5 is configured to use the surroundings data D to compare a detected relative position Pos of a road user 4 with a first position range 2', which can be illuminated by the segments FLs1, FLs2, FLs13 of the adaptive high beam distribution FL, to infer the presence of a risk of dazzling, and to define those detected road users 4', 4" that are located in said illuminable position range 2' as road users to be masked out, and in the event that road users 4 to be masked out are present, to deactivate in any case those controllable segments FLs1, FLs2, FLs13 of the high beam distribution FL.which would otherwise shine directly onto the road user 4 to be masked out. In the , Fig. 1 In the example shown, road user 4, according to position Pos 1, is located outside the first position range 2' (e.g., far to the side of the light-emitting system 1) and therefore does not need to be masked out - typically because the normal high beam distribution in this constellation does not cause any glare. Another road user 4', however, is located within the first position range 2' according to position Pos 2 and therefore needs to be masked out. A third road user 4" is also located within the first position range 2' according to position 3 and therefore needs to be masked out.

[0028] The control unit 5 is further configured to compare the detected relative position Pos with a second position range 2" that can be illuminated by the signlight range ALsl when a road user 4' and 4" is present and thereby to infer the presence of road users 4 to be masked out within the second position range 2". Each adaptive motor vehicle headlight 2 is further provided with a control means 2a, wherein each control means 2a is configured to control the intensity of the illumination of the signlight range ALsl by the respective adaptive motor vehicle headlight 2 differently from the intensities of the remaining ranges of the low beam distribution AL.For this purpose, the control unit 5 is connected to the control means 2a and the control means 2a is controlled in such a way that if the presence of a road user 4" to be masked out is detected within the second position range 2", the intensity of the light emitted into the signlight area ALs1 is also reduced compared to a state in which no road user 4 to be masked out is detected within the second position range 2", i.e. an otherwise intended light intensity I1 is reduced to a lower light intensity I2. The light intensities I1 and I2 describe an absolute light intensity that arises from the superposition of the entire amount of light emitted by light sources into the signlight area. In the case of the masking described, this is reduced from I1 to I2. These variables therefore only have an indirect connection with the light intensity of the high beam distribution FL and the low beam distribution AL.

[0029] The reduction in the intensity I2 of the light emitted into the signlight area ALsl compared to a state in which no road user 4 to be masked out is detected I1 within the signlight area ALsl is at least 30%, but can also be at least 50%, 80% or even 100%.

[0030] Figure 2 shows a schematic representation of an adaptive motor vehicle headlight 2. This comprises a light module 2b configured to emit the low beam distribution AL, which may also have a light source 2b' that is exclusively responsible for emitting light into a signlight area ALs1. Furthermore, an additional light module 2c may be provided that is exclusively intended to emit the segmented high beam distribution FL, which is configured to be adaptive.

[0031] Figure 3shows a schematic representation of a signlight light distribution in the environment of road users 4, namely the one previously described in Fig. 1 shown road users 4' and 4". The signal light distribution typically extends over a predetermined angular range, where the value x is e.g. + / -8 degrees {8°left to 8°right} and the value y is e.g. 4 degrees {0°=horizon to 4°up}. It can be seen that the road user 4" at Pos3 is within the sign light distribution, which is also referred to as Zone III, and represents the second position range 2", and the road user 4' at Pos2, however, is outside the second position range 2".

[0032] Figure 4shows a schematic representation of individual controllable segments FLs1, FLs2, FLs13 of an adaptive high beam distribution system FL. The segments are shown and labeled as examples. Their number, arrangement, and size can vary depending on the application. They can also have different widths w1 and w2, both horizontally and vertically.

[0033] Figure 5 shows a schematic of a fading scenario with lanes 10' (left) and 10" (right), where Pos3 of an oncoming road user 4" is faded out by deactivating the light segments FLs5 and FLs6 and this road user 4" is not dazzled. This area in the traffic space is considered an "area of ​​reduced intensity" ( Fig.6), within which the specifications for minimum and maximum light intensities of a low beam distribution, e.g. "lower beam pattern" LB2V according to Federal Motor Vehicle Safety Standards 108 in the USA, can be reliably complied with by the invention.

[0034] Figure 6For a specific driving situation (oncoming vehicle at a distance of 30 m), this example describes the "area of ​​reduced intensity" 11 in a rectangle with a horizontal extension of 7.0°L to 2.0°L and a vertical extension of 0.4°D to 3.0°U. At measuring point ALsl-No1 [2°U, 4°L], corresponding to S100LL in ZoneIII, in this example, a minimum luminous intensity of >135 cd should be present; at the same time, a maximum luminous intensity of 1000 cd along the horizontal measuring line ALsl-L1 at 0.5°U, and a maximum luminous intensity of 700 cd along the horizontal measuring line ALsl-L2 at 1.0°U should not be exceeded. Adjacent to this are "transition zones" 12a and 12b, each of which should have an extension of ≤1.0° and in which the maximum luminous intensity should be 75,000 cd. Outside this zone lies the "area of ​​unreduced intensity" 13, in which the specifications for a high-beam distribution, e.g.The "upper beam pattern" UB2 according to Federal Motor Vehicle Safety Standards 108 in the USA must be reliably maintained. For example, luminous intensities >40,000 cd and <75,000 cd are required at measuring point HV, and more than 3,000 cd at measuring point FL-No1 [H, 9°L]. Also important to note are the overlapping areas of the signlight area ALsl and the area of ​​reduced intensity.

[0035] In Fig. 2 It is also shown by way of example that at least one light source 2b' is provided for each adaptive headlight 2, which is designed exclusively for radiation into the signlight area ALsl.

[0036] Furthermore, it can be provided that a signal light device 2d is provided for radiation into the sign light area ALsl, wherein the signal light device is preferably a daytime running light module, a parking light module, a position light module, a side light module, an ambient light module and / or a design light module, wherein each signal light device 2d is assigned a control means 2a.

[0037] In particular, it can be provided that all light sources and / or light modules of the motor vehicle lighting system 1 intended to emit light, which are at least partially configured to emit light into the signlight area Als1, are assigned a control means 2a.

[0038] Figure 7ashows a schematic representation of a first type of control of the intensity of the signlight emission, in which the control means 2a is designed as a current regulator 2a' of the light source 2b' of the signlight spotlight 2b that is responsible for the emission of the signlight area ALsl. It can also be provided that the control means 2a is designed in the form of a PWM dimming device that is assigned to the light source 2b' that is responsible for the emission of the signlight area ALsl.

[0039] Figure 7b a schematic representation of a second type of control of the intensity of the signlight emission, in which the control means 2a is designed as an adaptive light filter 2a" whose light transmittance is variably controllable, which is arranged, preferably exclusively, in the light path of that optical component 2b' which is provided for the emission into the signlight area ALsl.

[0040] Figure 8shows a schematic representation of a motor vehicle 6 comprising a motor vehicle lighting system 1 according to the invention.

[0041] The invention is not limited to the embodiments shown, but is defined by the entire scope of the claims. Individual aspects of the invention or the embodiments may also be taken up and combined with one another. Any reference symbols in the claims are exemplary and serve only to facilitate the readability of the claims, without limiting them.

Claims

1. Motor vehicle lighting system (1) comprising - at least two adaptive motor vehicle headlights (2), wherein an adaptive motor vehicle headlight (2) is a headlight which is designed to generate a low beam distribution (AL) and an adaptive high beam distribution (FL) with a resolution of at least two, preferably at least seven, individually controllable segments (FLs1, FLs2, FLs13), wherein the low beam distribution (AL) has an area assigned for traffic sign illumination, hereinafter referred to as the sign light area (ALsI), which at least partially overlaps with a radiation area assigned to the high beam distribution (FL), - at least one camera system (3) for detecting the surroundings of the motor vehicle lighting system (1) and for outputting corresponding environment data (D), wherein the camera system (3) is set up to detect and determine the relative position (Pos1, Pos2, Pos3) of road users (4', 4', 4") measured in relation to the at least two adaptive motor vehicle headlights (2), - at least one control unit (5) connected to the camera system (3) for receiving the environment data (D) and to the at least two adaptive motor vehicle headlights (2) for controlling the adaptive motor vehicle headlights (2), wherein the control unit (5) is designed to compare the environment data (D) with the detected relative position (Pos) of a road user (4) with a first position range (2') that can be illuminated by the segments (FLs1, FLs2, FLs13) of the adaptive high-beam distribution (FL), and to determine those detected road users (4', 4") located in said illuminable position range (2') as road users (4', 4") to be masked, and in the event of the presence of road users (4) to be masked, in any case to deactivate those controllable segments (FLs1, FLs2, FLs13) of the high beam distribution (FL) that would otherwise shine directly on the traffic participant (4) to be hidden, characterized in that the control unit (5) is further designed to compare, in the presence of a traffic participant (4', 4'') is present, to compare its detected relative position (Pos) with a second position range (2") that can be illuminated by the signal light area (ALsl), and thereby to infer the presence of road users (4) to be hidden within the second position range (2"), wherein each adaptive motor vehicle headlight (2) is further provided with a control means (2a), wherein each adaptive motor vehicle headlight (2) is further provided with a control means (2a), wherein each control means (2a) is designed to control the intensity of the illumination of the signal light area (ALsl) by the respective adaptive motor vehicle headlight (2) to be different from the intensities of the remaining areas of the low beam distribution (AL), wherein for this purpose the control unit (5) is connected to the control means (2a) and the control means (2a) is controlled in such a way that, in the event of the presence of a road user (4") to be masked being detected within the second position area (2"), the intensity of the light (I2) emitted into the signal light area (ALsl) is also reduced compared to a state in which no road user (4) to be masked is detected within the second position area (2") (I1), whereby the reduction in the intensity (I2) of the light emitted into the signal light area (ALsl) compared to a state in which no traffic participant (4) to be hidden is detected within the signal light area (ALsl) (I1) is at least 30%.

2. Motor vehicle lighting system (1) according to one of the preceding claims, wherein the control means (2a) is designed as a current regulator (2a') for the light source (2b') responsible for emitting the signal light area (ALsl).

3. Motor vehicle lighting system (1) according to one of the preceding claims, wherein the control means (2a) is designed as a PWM dimmer assigned to the light source (2b') responsible for emitting the signal light area (ALsl).

4. Motor vehicle lighting system (1) according to claim 1, wherein the control means (2a) is designed as an adaptive light filter (2a") whose light transmission can be variably controlled and which is arranged, preferably exclusively, in the light path of that optical component (2b') which is intended for radiation into the signal light area (ALsl).

5. Motor vehicle lighting system (1) according to one of the preceding claims, wherein at least one light source (2b') is provided for each adaptive headlight (2), which is designed exclusively for radiation into the signal light area (ALsl).

6. Motor vehicle lighting system (1) according to one of the preceding claims, wherein a signal light device (2d) is provided for emitting light into the signal light area (ALsl), wherein the signal light device (2d) is preferably a daytime running light module, a parking light module, a position light module, a boundary light module, an ambient light module, and / or a design light module, wherein each signal light device is assigned a respective control means (2a).

7. Motor vehicle lighting system (1) according to one of the preceding claims, wherein all light sources and / or light modules of the motor vehicle lighting system (1) provided for emitting light, which are at least partially designed for emission into the signal light area (Als1), are assigned a control means (2a).

8. Motor vehicle (6) comprising a motor vehicle lighting system (1) according to one of the preceding claims.