Method for operating a high beam assistant and vehicle

Abstract

The invention relates to a method for operating a high beam assistant of an ego vehicle (1) with matrix headlights, wherein the matrix headlights cast a light distribution (2) into the environment. The invention is characterised by the following method steps: detecting a vehicle environment by means of at least one environment sensor of the ego vehicle (1); processing sensor data generated by the at least one environment sensor using an on-board computer unit in order to determine the presence of raised obstacles (3) at the edge of the road; if there is at least one raised obstacle (3) present: determining a location of the ego-vehicle (1), comparing the location with a digital road map and determining, using the computer unit, whether the course of a road section behind the raised obstacle (3) can be read from the digital road map from the viewpoint of the ego-vehicle (1) towards the raised obstacle (3); and if so: controlling at least the matrix headlight facing the raised obstacle (3), using the computer unit, to generate a dimming tunnel (4) in the light distribution (2), wherein the brightness in the dimming tunnel (4) is reduced relative to the rest of the light distribution (2), and wherein the computer unit aligns the dimming tunnel (4) at least with the road section lying behind the raised obstacle (3).

Description

[0001] Method for operating a high beam assistant and vehicle

[0002] The invention relates to a method for operating a high beam assistant of an ego vehicle with matrix headlights according to the type defined in more detail in the preamble of claim 1 and to a vehicle according to the type defined in more detail in the preamble of claim 11.

[0003] Compared to dipped beam, high beam provides more illumination of the vehicle's surroundings, allowing the driver to better perceive surrounding objects and the road ahead. However, using high beam carries the risk of dazzling other road users ahead and oncoming traffic. Therefore, the driver must dip their headlights in such situations.

[0004] High-beam assistants can increase driver comfort and reduce the risk of forgetting to dim their headlights. High-beam assistants rely on ambient sensors to detect road users and control the vehicle's headlights in such a way that the areas of the light pattern projected by the vehicle's headlights that include road users are excluded from the high beam. For example, this can be achieved by pivoting movable headlights or selectively dimming individual pixels of a matrix headlight.

[0005] For the high beam assistant to function correctly, reliable detection of road users is required. Due to poor visibility in the dark, camera-based sensor systems have difficulty detecting and classifying distant vehicles based on their silhouettes. Therefore, the system specifically searches camera images for vehicle lights such as taillights, position lights, or headlights of potential other road users. Upon detection of such lights, the system infers the presence of a road user.

[0006] The road is often curved, which can lead to raised obstacles such as guardrails, grass verges, concrete barriers, and the like obscuring the headlights of other road users, especially oncoming traffic or vehicles traveling far ahead. In this case, the high beam assistant is unable to correctly detect the corresponding road users, so it does not dim the headlights. This increases the risk of dazzling other road users.

[0007] DE 102019 202 592 A1 discloses a method for operating a driver information system in an ego vehicle and a driver information system. The driver information system described in the document enables the surroundings of the ego vehicle to be recorded and realistically displayed on a display in the ego vehicle. Among other things, the radius of curvature of upcoming curves can be determined and transferred to a representation of the corresponding route on the display. Furthermore, boundary markings such as lane markings or guardrails can be detected, classified, and also correctly displayed on the display. Sensor-generated environmental data can be merged with map data. The operation of a high-beam assistant is not covered by the document.

[0008] Furthermore, DE 102006 016 071 A1 discloses the control of the headlight range of a motor vehicle. This document describes a predictive control of the headlight range. The road course is detected, and when approaching a dip, the headlight beam is raised, lowered when approaching a crest, and tilted into the curve when approaching a bend. In contrast to headlight adjustment linked to the steering wheel position, this makes it possible to illuminate the curve early on. The road course can be detected by evaluating data generated by environmental sensors. Lane markings or lane boundaries can be taken into account for this purpose. The road course can also be verified based on lights detected in camera images, such as reflections from delineators or the lights of road users.

[0009] The present invention is based on the object of providing an improved method for operating a high-beam assistant of an ego vehicle with matrix headlights, which allows for particularly safe operation of the high-beam assistant. Advantageous embodiments and further developments, as well as a corresponding vehicle for implementing the method, are set forth in the dependent claims.

[0010] A generic method for operating a high beam assistant of an ego vehicle with matrix headlights, wherein the matrix headlights project a light distribution into the environment, is further developed according to the invention by the following method steps:

[0011] Detecting a vehicle environment by means of at least one environmental sensor of the ego vehicle;

[0012] Processing sensor data generated by the at least one environmental sensor by an in-vehicle computing unit to determine the presence of raised obstacles at the edge of the roadway; if at least one raised obstacle is present: determining a location of the ego vehicle, comparing the location with a digital road map, and determining, by the computing unit, whether, from the ego vehicle's perspective of the raised obstacle, the course of a road section behind the raised obstacle can be read from the digital road map; and if so:

[0013] Controlling at least the matrix headlight facing the raised obstacle by the computing unit to generate a dimming tunnel in the light distribution, wherein the brightness in the dimming tunnel is reduced compared to the remaining light distribution, and wherein the computing unit aligns the dimming tunnel at least to the road section lying behind the raised obstacle.

[0014] The method according to the invention thus makes it possible, in situations where the headlights of preceding road users or oncoming traffic are potentially obstructed by raised obstacles such as guardrails, grass verges, concrete walls, and the like on curves, to assume the presence of road users on a road section running behind such a raised obstacle, so that no high beam is projected specifically onto this road section. This reduces the risk of dazzling other road users or even completely prevents dazzling other road users. It is irrelevant whether or not there are actually road users on the corresponding road section.

[0015] Typically, the ego vehicle has two matrix headlights. In general, the ego vehicle could also have more matrix headlights. Such a matrix headlight comprises a plurality of light sources, for example LEDs, arranged in a grid or field to form a plurality of pixels. Such an arrangement is also referred to as an LED array. Alternatively, a small number of light sources, in particular one light source, can be provided, in which case a corresponding light matrix is ​​​​created with the help of microlenses and / or micromirrors. By specifically controlling the individual LEDs or microlenses and / or micromirrors, individual pixels can then be specifically darkened. This makes it possible to reduce the brightness in those areas of the light distribution that fall on the road section behind the raised obstacle.To prevent dazzling oncoming traffic, it may be sufficient to control just one of the matrix headlights to create the dimming tunnel. In right-hand traffic, this would be the left headlight of the ego vehicle, and in left-hand traffic, the right headlight. The other headlight can project the same light pattern into the surrounding area, for example, a high-beam pattern.

[0016] The method according to the invention describes the operation of a high-beam assistant. However, the light distribution does not necessarily have to be high beam. Generally, the light distribution can also be dipped beam, a parking light, or another light.

[0017] Environment detection is possible using a wide variety of environmental sensors, such as cameras, laser scanners such as LiDAR, radar sensors, ultrasonic sensors, and the like. Such sensor systems can obtain depth information, allowing the detection of raised obstacles based on geometric features. The analysis of camera images also allows the classification of static and dynamic environmental objects based on characteristic image features.

[0018] To determine its location, the ego-vehicle is equipped with positioning tools such as a navigation system. The navigation system can determine a geoposition by evaluating signals from global navigation satellites, for example, based on GPS, Galileo, Beidou, or similar. The vehicle can carry the digital road map, for example, stored in a database contained in the computing unit. However, the ego-vehicle can also wirelessly access a central computing device, such as the cloud server of a vehicle manufacturer or a map service provider, with the help of a telecommunications unit and thus read digital road maps as needed. The ego-vehicle, i.e., the computing unit, compares the location with the digital road map.The orientation of the ego vehicle is automatically taken into account based on the direction of travel on the respective section of road, allowing the computing unit to easily check whether corresponding road sections lie behind the raised obstacle. This is especially true for winding or curved roads.

[0019] The computing unit is then able to determine, by comparing the corresponding geometric information of the vehicle alignment, the arrangement of the matrix headlights on the vehicle, the course of the raised obstacle and the road section behind it, which areas of the light distribution must be darkened in order to create the dimming tunnel and project it correctly onto the road section.

[0020] This makes it possible, in particular, to reliably avoid dazzling other road users who are at a distance of more than 150 m from the ego vehicle.

[0021] An advantageous development of the method according to the invention provides that, when comparing the location of the ego vehicle with the digital road map, the computing unit only considers those road sections to be located behind the raised obstacle that are up to a maximum lateral distance of 30 m from the raised obstacle. Since the area-specific brightness of the light distribution, better known as luminous flux density, decreases with increasing distance from the matrix headlights, the risk of glare decreases accordingly at greater distances from the ego vehicle. Directing the dimming tunnel towards correspondingly distant road sections can therefore only reduce the risk of glare to a limited extent, since the risk of glare automatically decreases with increasing distance. The method according to the invention is therefore advantageously only carried out for those road sections that are a certain distance behind the raised obstacle.A lateral distance of 30 m has proven particularly advantageous. "Lateral distance" refers to a distance extending orthogonally from a corresponding curve element within which corresponding road sections are searched for in the digital road map. This is a simple and reliable method for checking whether a road layout exists that could pose a glare risk to other road users.

[0022] In addition, this makes it particularly easy to project the dimming tunnel onto the opposite lane behind a structural separation, for example on a motorway or a dual carriageway with a guardrail between the two directions of travel.

[0023] According to a further advantageous embodiment of the method according to the invention, the computing unit determines a height of surrounding objects by evaluating the sensor data and classifies only those surrounding objects as raised obstacles whose upper edge lies at a geodetic height in the range between 30 cm and 120 cm. If surrounding objects extend to a height in the range between 30 cm and 120 cm, the corresponding surrounding objects lie at a typical height at which lights are attached to vehicles. The risk that such surrounding objects will obscure the lights of vehicles potentially present on the road section behind a raised obstacle is correspondingly high. Thus, such surrounding objects are particularly advantageously classified as raised obstacles. Optionally, a camera image analysis can be carried out to classify the surrounding objects.With the help of proven image recognition algorithms, characteristic features can be recognized in camera images and thus, for example, it can be determined whether the raised obstacle is a guardrail, a grass verge, concrete blocks, barrier tape, or the like. This allows for even more reliable detection and classification of raised obstacles. A further advantageous embodiment of the method according to the invention further provides that the computing unit enters detected raised obstacles in the digital road map. Thus, information about existing raised obstacles is aggregated and advantageously included in the digital road map for later use. This can be used, for example, to improve the reliability of the method according to the invention. There is a risk that individual ego vehicles may not correctly detect raised obstacles and thus overlook them.When carrying out the method according to the invention, the computing unit can then read out not only the course of the road but also the presence of raised obstacles from the digital road map, so that the existence of raised obstacles can be inferred even if they have been overlooked by a purely sensor-based detection.

[0024] Various information describing the raised obstacles can be entered into the digital road map, with at least the location or course of raised obstacles being saved. In addition, the dimensions of the raised obstacles such as height, width and / or depth as well as distances from one another can be saved. A classification of the raised obstacles, for example "guardrail", "green strip" or the like can be saved. A timestamp such as a date and / or time can also be saved so that it is possible to track in the digital road map when and how often corresponding raised obstacles were detected. This allows temporary raised obstacles to be identified and, if they are not detected again within a certain time window, to be deleted from the digital road map.

[0025] According to a further advantageous embodiment of the method according to the invention, the dimming tunnel extends horizontally with a first opening angle between a left and a right tunnel boundary from the perspective of the ego vehicle. In right-hand traffic, the computing unit places the left tunnel boundary at the outermost left edge of the light distribution and dynamically changes the first opening angle to shift the right tunnel boundary so that the right tunnel boundary meets a road section located furthest to the right on the digital road map within a maximum distance in front of the ego vehicle, and vice versa in left-hand traffic. This ensures that only relevant areas of the light distribution are dimmed to create the dimming tunnel.Particularly from the perspective of the ego vehicle, the areas of the light distribution that are particularly far to the right remain bright, allowing the driver to clearly see surrounding objects close to the ego vehicle. Depending on the road layout, the right tunnel boundary then moves back and forth within the light distribution emitted by the ego vehicle. If the rightmost section of road lies outside the light distribution, the dimming tunnel extends horizontally across the entire light distribution. In extreme cases, the right tunnel boundary can coincide with the outermost right edge of the light distribution.

[0026] A further advantageous embodiment of the method according to the invention further provides that the computing unit sets 400 m as the maximum distance. 400 m has proven to be a favorable value for the maximum distance, thus preventing the generation of an overly large dimming tunnel for road sections particularly far ahead, since this would result in only a small or no beneficial reduction in the risk of glare due to the great distance from the ego vehicle. Accordingly, the frequency with which sections of the light distribution particularly far to the right remain bright increases, allowing the driver to better perceive the surroundings in this area.

[0027] According to a further advantageous embodiment of the method according to the invention, the brightness in the dimming tunnel is reduced by up to 80% compared to the remaining light distribution. In other words, the dimming tunnel then has a brightness that corresponds to at least 20% of the brightness of the remaining light distribution. Dimming the brightness in the dimming tunnel to 20% of the standard brightness has proven particularly advantageous for reducing the risk of glare. This represents a compromise that reliably prevents other road users from being dazzled, but still ensures sufficient illumination of the surroundings so that the driver can still see the surroundings sufficiently well even in darkened areas of the light distribution.

[0028] A further advantageous embodiment of the method according to the invention further provides that the computing unit processes the sensor data in order to detect vehicles in the vehicle's surroundings, and the computing unit controls the matrix headlights in order to reduce the brightness in those areas of the light distribution in which detected vehicles are located. This allows road users emerging from the road section located behind a raised obstacle and entering the ego vehicle's field of vision to also be excluded from the light distribution. This therefore reduces the risk of glare for other road users who were previously obscured by the raised obstacle and then move into the ego vehicle's field of vision, either because oncoming traffic is approaching the ego vehicle or because the ego vehicle is catching up to road users further ahead due to a higher driving speed.

[0029] The detection of vehicles in the vehicle environment is possible using proven methods, for example based on geometric features and / or image recognition methods.

[0030] According to a further advantageous embodiment of the method according to the invention, the dimming tunnel extends vertically with a second opening angle between a lower and an upper tunnel boundary from the perspective of the ego vehicle, wherein the computing unit places the lower tunnel boundary above the outer lower edge of the light distribution and the upper tunnel boundary below the outer upper edge of the light distribution. This makes it possible to design the lower and upper areas of the light distribution to be comparatively bright, so that here too, the perception of the surroundings for the person driving the vehicle is improved. In particular, road sections relatively close to the ego vehicle can be brightly illuminated, thus ensuring safe ferry operation.Maintaining the high brightness in the upper range of the light distribution enables strong illumination of, for example, sign gantries, so that they can be reliably detected by the person driving the vehicle even at night, especially at great distances.

[0031] In general, however, it would also be possible for the dimming tunnel to extend vertically across the entire spread of the light distribution. Particularly preferably, the second aperture angle can assume different values ​​in different horizontal angle ranges. This allows for even more extensive adaptation of the dimming tunnel to the respective driving situation. Thus, from a viewing direction that coincides with the direction of light propagation, the dimming tunnel can also assume a cross-sectional shape other than a square, rectangle, ellipse, or circle, such as an L-shape, T-shape, or triangular shape.

[0032] A further advantageous embodiment of the method according to the invention further provides that the computing unit reads the course of raised obstacles along at least one of the nearest route sections ahead of the ego vehicle from the digital road map, determines a distance between two consecutive raised obstacles, compares the distance with a specified tolerance distance, and prevents the deactivation of the dimming tunnel during travel along a route section located between two raised obstacles if the distance between the two raised obstacles is smaller than the tolerance distance. This prevents the dimming tunnel from being alternately switched on and off when driving along a non-continuous raised obstacle. This can be disruptive for the vehicle driver and thus endanger safe ferry operation.The tolerance distance can take on any fixed value, for example 50 cm, 1 m, 10 m or even fractions or multiples thereof.

[0033] Additionally or alternatively, it would also be possible to detect the interruption between adjacent raised obstacles by evaluating the sensor data. However, due to the curvature of the road during a curve, this is only possible up to a limited distance in front of the ego vehicle when driving on the right and making a right turn, or when driving on the left and making a left turn. Therefore, it is advantageous to read the distance between raised obstacles from the digital road map.

[0034] In a vehicle comprising at least one environmental sensor, matrix headlights, position-determining means, and a computing unit, according to the invention the at least one environmental sensor, the matrix headlights, the position-determining means, and the computing unit are configured to carry out a method described above. The vehicle can be any ego vehicle such as a car, truck, van, bus, or the like. The computing unit can be a single computer system or several communicatively coupled distributed computer systems. Such a computer system, or the computing unit, can be, for example, a central on-board computer or the control unit of a vehicle subsystem.

[0035] Further advantageous embodiments of the method according to the invention for operating a high beam assistant and of the vehicle according to the invention also emerge from the exemplary embodiments which are described in more detail below with reference to the figures.

[0036] Showing:

[0037] Fig. 1 is a schematic plan view of a vehicle according to the invention which carries out a method according to the invention for operating a high beam assistant;

[0038] Fig. 2 is a perspective view of a traffic situation from the viewpoint of the vehicle shown in Figure 1; and

[0039] Fig. 3 is a side view of the vehicle according to the invention.

[0040] Figure 1 shows a vehicle according to the invention, hereinafter referred to as the ego-vehicle 1. The ego-vehicle 1 travels along a road 9. The road 9 can have any number of lanes, although an oncoming lane does not necessarily have to be present. The ego-vehicle 1 has matrix headlights for projecting a light distribution 2 into the surrounding area. The light distribution 2 is limited horizontally by a left edge 6.L and a right edge 6.R. In general, there is a risk that other road users will be dazzled by the light distribution 2.

[0041] A conventional high-beam assistant is capable of detecting other road users and activating matrix headlights to dim the areas of the light distribution 2 containing other road users. Such systems can reach their limits, particularly at night, for example, because other road users located far away from the ego vehicle 1 are too dimly illuminated, making them difficult to recognize in camera images. For this reason, camera images are typically searched for vehicle lights, such as taillights, headlights, position lights, and the like, which allows the presence of other road users to be detected, even if the actual silhouette of such a vehicle cannot be recognized.Raised obstacles 3, such as guardrails, may be located at the edge of the roadway, as shown in Figure 2. These can obscure the view of the ego vehicle 1 of the corresponding vehicle lights. In such a case, there is a risk that the high-beam assistant will not detect other road users and thus will not dim the light distribution 2 in the corresponding areas. This poses a risk of dazzling other road users. Using a method according to the invention, this risk can be reduced or even completely prevented.

[0042] For this purpose, the ego vehicle 1 detects its surroundings using at least one environmental sensor. Sensor data generated by the at least one environmental sensor is processed by an in-vehicle computing unit in order to detect the presence of said raised obstacles 3 at the edge of the road. Both the left and right edges of the road can be monitored. If such raised obstacles 3 are present, the computing unit determines a location of the ego vehicle 1, compares this with a digital road map, and determines whether, from the viewpoint of the ego vehicle 1 of the raised obstacle 3, the course of a road section behind the raised obstacle 3 is recognized in the digital road map. If this is the case, the computing unit controls the matrix headlights of the ego vehicle 1 in order to provide a dimming tunnel 4 in the light distribution 2.The brightness of light distribution 2 is reduced in the dimming tunnel 4 compared to the rest of the light distribution, specifically to 20% of the standard brightness. The dimming tunnel 4 is specifically aimed at the road section located behind the raised obstacle 3. In other words, the computing unit assumes that there are generally other road users behind a raised obstacle 3, so the corresponding areas of light distribution 2 are excluded as a precaution. This reduces the risk of glare.

[0043] Preferably, the dimming tunnel 4 extends horizontally with a first opening angle ßi between a left 5.L and right tunnel boundary 5.R, as seen from the ego vehicle 1. The computing unit places the left tunnel boundary 5.L at the outermost left edge 6.L of the light distribution 2 and dynamically changes the first opening angle ßi to shift the right tunnel boundary 5.R. This occurs depending on the road course, taking into account a maximum distance d ma x. Thus, as shown in Figure 1, the computing unit determines which point 10 of the road 9 is within the maximum distance d ma x is furthest to the right relative to ego vehicle 1, and aligns the right tunnel boundary 5.R to it. This ensures that, as ego vehicle 1 travels along road 9, relevant surrounding areas are covered by dimming tunnel 4 at all times. Point 10 is therefore an intersection with road 9.

[0044] Preferably, the left tunnel boundary 5.L coincides with the outermost left edge 6.L of the light distribution 2.

[0045] As maximum distance d ma x, the computing unit uses a value of 400 m in particular. Due to the large distance to the ego vehicle 1, there is no longer any risk of glare for other road users in an area 11, even at full intensity of the light distribution 2.

[0046] Figure 2 shows a traffic situation from the perspective of ego vehicle 1. It depicts a driving situation at night, indicated by a darkly shaded sky. Two guardrails form a raised obstacle 3, demarcating the lane traveled by ego vehicle 1 to the right and left. This is a right-hand bend, so there is also a section of road in an area 12 behind the guardrail where other road users may be lying.

[0047] Accordingly, the dimming tunnel 4 should be directed toward this. Furthermore, from the perspective of the ego vehicle 1, there is an oncoming lane behind the left guardrail, where other road users may also be present. Accordingly, the dimming tunnel 4 should also be directed toward an area 13. In the embodiment shown in Figure 2, the dimming tunnel 4 also extends between areas 12 and 13. However, it would also be possible to emit the full light intensity here and not dim it. It would also be possible to use only one of the two areas 12 or 13 to form the dimming tunnel 4.

[0048] Figure 2 shows the exemplary embodiment in which the dimming tunnel 4 extends vertically only over a partial area of ​​the light distribution 2. Thus, from the perspective of the ego vehicle 1, the dimming tunnel 4 has an L-shape. In general, however, the dimming tunnel 4 could also extend vertically over the entire light distribution 2. Furthermore, Figure 2 shows a vehicle 7 driving ahead of the ego vehicle 1. Since the vehicle 7 is comparatively close to the ego vehicle 1, it can be reliably detected by the ego vehicle 1 in a proven manner. In the classic way, the area 8 is thus excluded from the light distribution 2 so that the person driving the vehicle 7 is not dazzled. The area 8 can remain dark or be illuminated with light, whereby a lower brightness is selected than in the remaining light distribution 2, in particular the same brightness with which the dimming tunnel 4 is illuminated.This also makes it possible to prevent dazzling of vehicles not shown in detail that enter the field of view of the ego vehicle 1 from the area 12 when the ego vehicle 1 is traveling at high speed.

[0049] Figure 3 shows a side view of the vertical extension of the light distribution 2 and the dimming tunnel 4. The dimming tunnel 4 has a second opening angle ß2 in the vertical. A lower tunnel boundary 5.U is placed above a lower edge 6.U of the light distribution 2. Analogously, an upper tunnel boundary 5.0 is placed below an upper edge 6.0 of the light distribution 2. This enables the design of the light distribution 2 shown in Figure 2. This allows ground areas of the roadway in front of the ego vehicle 1 to be brightly illuminated, which makes it easier for the person driving the ego vehicle 1 to see the roadway and surrounding objects in this area. The bright illumination of the upper areas of the light distribution 2 also makes it easier to see relevant objects, such as sign gantries or overhanging branches.

Claims

Patent claims 1. A method for operating a high beam assistant of an ego vehicle (1) with matrix headlights, wherein the matrix headlights project a light distribution (2) into the surroundings, characterized by the following method steps: - detecting a vehicle environment by means of at least one environmental sensor of the ego vehicle (1); - Processing of data generated by the at least one environmental sensor Sensor data by an on-board computing unit to determine the presence of raised obstacles (3) at the edge of the road; - in the presence of at least one raised obstacle (3): determining a location of the ego vehicle (1), comparing the location with a digital road map and determining, by the computing unit, whether, from the perspective of the ego vehicle (1) on the raised obstacle (3), the course of a road section behind the raised obstacle (3) can be read from the digital road map; and if so: - Controlling at least the part facing the raised obstacle (3) Matrix headlight by the computing unit to generate a dimming tunnel (4) in the light distribution (2), wherein the brightness in the dimming tunnel (4) is reduced compared to the remaining light distribution (2), and wherein the computing unit aligns the dimming tunnel (4) at least to the road section lying behind the raised obstacle (3).

2. Method according to claim 1, characterized in that the computing unit, when comparing the location of the ego vehicle (1) with the digital road map only considers those road sections to be behind the raised obstacle (3) which are located up to a maximum lateral distance of 30 meters from the raised obstacle (3).

3. Method according to claim 1 or 2, characterized in that the computing unit determines a height of surrounding objects by evaluating the sensor data and classifies only those surrounding objects as raised obstacles (3) whose upper edge lies at a geodetic height in the range between 30 cm and 120 cm.

4. Method according to one of claims 1 to 3, characterized in that the computing unit enters detected raised obstacles (3) in the digital road map.

5. Method according to one of claims 1 to 4, characterized in that the dimming tunnel (4) extends horizontally with a first opening angle (ßi) between a left (5.L) and a right tunnel boundary (5.R) from the perspective of the ego vehicle (1), wherein the computing unit, in the case of right-hand traffic, places the left tunnel boundary (5.L) at the outermost left edge (6.L) of the light distribution (2) and dynamically changes the first opening angle (ßi) to shift the right tunnel boundary (5.R) so that the right tunnel boundary (5.R) has a distance defined from the digital road map within a maximum distance (d ma x) in front of the ego vehicle (1) at the rightmost road section, and vice versa in the case of left-hand traffic.

6. Method according to claim 5, characterized in that the computing unit uses 400 meters as the maximum distance (d ma x).

7. Method according to one of claims 1 to 6, characterized in that the brightness in the dimming tunnel (4) compared to the remaining light distribution (2) is up to 80% reduced.

8. Method according to one of claims 1 to 7, characterized in that the computing unit processes the sensor data in order to detect vehicles (7) in the vehicle environment and the computing unit controls the matrix headlights in order to reduce the brightness in those areas (8) of the light distribution (2) in which detected vehicles (7) are located.

9. Method according to one of claims 1 to 8, characterized in that the dimming tunnel (4) extends vertically with a second opening angle (ß2) between a lower (5.U) and an upper tunnel boundary (5.0) as seen from the ego vehicle (1), wherein the computing unit places the lower tunnel boundary (5.U) above the outer lower edge (6.U) of the light distribution (2) and the upper tunnel boundary (5.0) below the outer upper edge (6.0) of the light distribution (2).

10. Method according to one of claims 4 to 9, characterized in that the computing unit reads out the course of raised obstacles (3) along at least one nearest route section ahead of the ego vehicle (1) from the digital road map, determines a distance between two consecutive raised obstacles (3), compares the distance with a specified tolerance distance and prevents the deactivation of the dimming tunnel (4) during a journey along a route section lying between two raised obstacles (3) if the distance for the two raised obstacles (3) is smaller than the tolerance distance.

11. Vehicle comprising at least one environmental sensor, matrix headlights, position determining means and a computing unit, characterized in that the at least one environmental sensor, the matrix headlights, the position determining means and the computing unit are configured to carry out a method according to one of claims 1 to 10.

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