Daylight override for vehicle headlight control

Abstract

To provide systems for controlling a high beam headlight of a vehicle.SOLUTION: Systems, methods and devices for controlling a high beam headlight 42 of a vehicle 10. One system includes a high beam headlight mounted on a vehicle, a sensor mounted on the vehicle 60, 62, and an electronic control unit 200. The electronic control unit is configured to receive an input to turn on the high beam headlight, determine a status of an override of an automatic high beam function of the vehicle, and determine a current time of day based on data received from the sensor. In response to the current time of day being daylight and the status of the override being enabled, the electronic control unit is configured to override the automatic high beam function to allow the high beam headlight to be turned on based on the input while maintaining a status of the automatic high beam function as enabled.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] Aspects described herein relate to systems and methods for controlling a vehicle lighting system, such as a high beam system of a motorcycle.

Background Art

[0002] Vehicles are equipped with one or more headlamps, such as one or more low beam headlamps and one or more high beam headlamps. The headlamp may be controlled in response to user input (e.g., operation of an actuator or other input mechanism, i.e., a button, lever, switch, etc.). There are also vehicles equipped with automatic headlamp control. Among the automatic headlamp controls, an electronic control unit included in the vehicle is configured to control the operation of the headlamp in response to data collected via one or more sensors, such as one or more vehicle sensors. For example, a vehicle may be equipped with an automatic high beam (AHB) control or function, and the automatic high beam (AHB) control or function automatically (i.e., without user operation) turns off the high beam headlamp in response to the detection of one or more driving conditions, such as when the high beam is not effective or driving conditions that may affect other vehicles.

Summary of the Invention

[0003] Aspects described herein provide a system and method for overriding automatic headlamp control, such as an AHB function, for specific driving conditions without the need to disable the control. For example, in one aspect, a system is provided. The system includes a high beam headlamp mounted on the vehicle, a sensor mounted on the vehicle, an electronic control unit, configured to receive an input to turn on the high beam headlamp, configured to determine a status of overriding the automatic high beam function of the vehicle, configured to determine the current time based on data received from a sensor, in response to the current time being during the day and the override status being enabled, override the automatic high beam function and enable the high beam headlights to be turned on based on an input while maintaining the status of the automatic high beam function in an enabled state, an electronic control unit.

[0004] In another aspect, a method of controlling the high beam headlights of a vehicle is provided. The method includes at an electronic control unit of the vehicle, receiving an input to turn on the high beam headlights, at the electronic control unit, determining an override status of an automatic high beam function of the vehicle, at the electronic control unit, determining the current time, in response to the current time being during the day and the override status being enabled, at the electronic control unit, overriding the automatic high beam function and enabling the high beam headlights to be turned on based on the input while maintaining the status of the automatic high beam function in an enabled state.

[0005] In yet another aspect, a computer program (non-transitory computer-readable medium) including instructions that, when executed by one or more electronic processors, perform a series of functions is provided. The series of functions includes receiving an input to turn on the high beam headlights of the vehicle, determining an override status of an automatic high beam function of the vehicle, determining the current time, Responsive to the current time being daytime and the override status being enabled, override the automatic high beam function and enable the status of the automatic high beam function, and be capable of turning on the high beam headlight based on an input while maintaining the status.

Brief Description of the Drawings

[0006] Accompanying drawings, in which like reference numerals refer to the same or functionally similar elements throughout the separate views, are incorporated herein and form a part of this specification, and further serve to illustrate various aspects and to explain the various principles and advantages of those aspects.

[0007]

Figure 1

Figure 2

Figure 3

Figure 4

Modes for Carrying Out the Invention

[0008] One or more aspects are described and illustrated in the following description and the accompanying drawings. These aspects are not limited to the specific details provided herein and may be varied in various ways. Further, other aspects not described herein may exist. Also, the functionality described herein as being performed by one component may be performed by a plurality of components in a distributed manner. Similarly, functionality performed by a plurality of components may be integrated and performed by a single component. Similarly, a component described as performing a particular function may further perform additional functions not described herein. For example, a device or structure “configured” in a certain manner is at least configured in that manner, but may be configured in a manner not described. Further, some of the examples described herein may include one or more electronic control units or controllers. For example, it is understood that these electronic control units or controllers may be configured with one or more general-purpose or special-purpose electronic processors such as a microprocessor, a digital signal processor, a customized processor, and a field programmable gate array (FPGA), and proprietary stored program instructions (including both software and firmware) that control one or more electronic control units or controllers to implement the functionality described herein.

[0009] Similarly, the aspects described herein may be implemented as a non-transitory computer-readable medium storing instructions executable by one or more electronic processors to perform the functionality described. As used in this application, a “non-transitory computer-readable medium” includes all computer-readable media but does not consist of transitory propagating signals. Thus, a non-transitory computer-readable medium may include, for example, ROM (Read Only Memory), RAM (Random Access Memory), register memory, processor cache, or any combination thereof.

[0010] Furthermore, the terminology and terms used in this specification are for explanatory purposes and should not be construed as limiting. For example, the use of "comprising", "containing", "including", "having", and their variants in this specification means including the items listed hereinafter and their equivalents, as well as additional items. The terms "connected" and "coupled" are used in a broad sense and include both direct and indirect connections and couplings. Furthermore, "connected" and "coupled" are not limited to physical or mechanical connections or couplings, and may include electrical connections or couplings whether direct / indirect. Furthermore, relative terms such as first and second, upper and lower, etc. are used in this specification only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply the actual such relationship or order between such entities or operations.

[0011] As described above, the aspects described in this specification provide a system and method for controlling a vehicle headlight assembly, such as a high beam headlight of a motorcycle. In this specification, aspects are described with respect to a motorcycle, but the components described herein and the related functionality are not limited to motorcycles and may be used in any type of vehicle (e.g., a motorized bicycle, an electric bicycle, a tricycle, a passenger vehicle, a semi-truck, etc.).

[0012] FIG. 1 is a side view of a motorcycle 10 according to some aspects. The motorcycle 10 includes a front wheel 14, a rear wheel 18, and a main frame 22. The front wheel 14 and the rear wheel 18 engage the road surface 24, which may be, for example, a paved road, a gravel road, etc. The main frame 22 includes or is coupled to a front fork 26 that supports the front wheel 14 and a rear swing arm that supports the rear wheel 18. The motorcycle 10 shown in FIG. 1 may be powered by an internal combustion engine. However, the aspects described herein are not limited to motorcycles having an engine, and the systems and methods described herein may be used in vehicles powered by an electric motorcycle, a hybrid motorcycle, or other power sources or combinations thereof.

[0013] The front fork 26 is configured to rotate in order to change the orientation of the front wheel 14 relative to the rear wheel 18. The rotation of the front fork 26 is controlled via a pair of handlebars 38. The pair of handlebars 38 provides an area for the user to grasp and rotate the front fork 26 to a desired orientation. Further, the handlebars 38 include one or more input mechanisms (such as actuators, touchscreens, microphones, etc.) that enable the user to operate various components and systems of the motorcycle 10, such as a high beam headlight 42 mounted on the vehicle. This may be included as part of a headlight assembly that further includes a low beam headlight, one or more direction indicators, fog lights, running lights, or combinations thereof.

[0014] For example, as shown in FIG. 1, one or both of the handlebars 38 may include an illumination control or input mechanism 46, which may be a button, knob, momentary switch, lever, joystick, touchscreen, microphone (e.g., for voice activation), etc. As will be described in more detail with respect to FIG. 2, the input received via the illumination input mechanism 46 is supplied to an electronic control unit (ECU) 200 of the motorcycle 10 that is configured to control the high beam headlight 42. The control of the high beam headlight 42 may include turning the high beam headlight 42 on or off. In some aspects, the ECU 200 is similarly configured to use the received user input (e.g., via the illumination input mechanism 46 or other input mechanisms) to control other lights, such as a low beam headlight. In other aspects, the motorcycle 10 may include a separate ECU that is configured to control other lights of the motorcycle 10.

[0015] Although not shown in FIG. 1, the motorcycle 10 further includes one or more user interfaces for providing information to the user. The user interface may be mounted on the motorcycle 10 and may include one or more liquid crystal displays (LCDs), lights or indicators, light emitting diodes (LEDs), touch screens, or head-up displays, speakers, vibration devices, etc., and may provide information to the user regarding, for example, the current operating state of the motorcycle 10 (such as speed, direction of travel, distance traveled, etc.), the state of various vehicle components (such as the on / off state of the high beam headlight 42, or a combination thereof). The user interface may provide information to the user in a visual form, an audible form, a tactile form, or a combination thereof. For example, the user interface may include a speaker configured to supply an audio output, a vibration device configured to supply a tactile output, or a combination thereof.

[0016] Furthermore, one or more of the provided user interfaces may operate as an input mechanism to receive user input (second input). For example, when the user interface includes a touch screen, the user interface may present one or more graphical user interfaces, and the graphical user interfaces may include one or more selection mechanisms that the user can select (e.g., touch, drag, drop, etc.) to provide input. Similarly, in some aspects, the motorcycle 10 may be equipped with a microphone, a camera, or other sensors to receive audible, visual, or tactile input from the user. Accordingly, as used herein, the term "input mechanism" includes a physical device or actuator operable by the user, a touch screen, a microphone, a camera, or any other device disposed at any location on the motorcycle 10 and configured to receive input from the user. In fact, in some aspects, the "input mechanism" as used herein includes, for example, a mobile phone, a tablet computer, a smartwatch or other wearable, a key fob, etc., or a mobile device configured to communicate with the communication interface of the motorcycle 10 to receive user input (e.g., configuration settings or input).

[0017] Furthermore, the motorcycle 10 includes one or more sensors. For example, as shown in FIG. 1, the motorcycle 10 includes a forward camera 60 (e.g., attached to the front fairing of the motorcycle 10) configured to collect image data of the environment surrounding the motorcycle 10, and a light sensor 62 (e.g., attached to the front fairing or other upward-facing surface of the motorcycle 10) configured to measure the amount of light (e.g., ambient light level) in the environment surrounding the motorcycle 10, or a combination thereof. The camera 60 may include a custom imager camera for in-vehicle vision applications and may be configured to detect the operating state of the vehicle during the day based on, for example, luminance values. In some embodiments, the light sensor 62 is arranged upward (e.g., towards the sky or opposite to the road surface 24). As shown in FIG. 1, the motorcycle 10 may further include a speed sensor 64 (e.g., a wheel speed sensor or a rotation sensor) configured to measure the speed of the motorcycle 10. The speed sensor 64 may include one or more optical sensors or magnetic sensors, such as, for example, one or more Hall effect sensors. The positions of the camera 60, the light sensor 62, and the speed sensor 64 illustrated in FIG. 1 are given by way of example, and various positions on the motorcycle 10 are possible. For example, in some embodiments, the speed sensor 64 measures the speed of the rear wheel 18 or the front wheel 14. Also, in some embodiments, the motorcycle 10 includes only the camera 60 or only the light sensor 62 and not both. For example, in some embodiments, the image data collected via the camera 60 may be used to measure light without the need for a separate light sensor 62. Also, in some embodiments, the data described herein as being supplied via the camera 60, the light sensor 62, or both may be obtained by the ECU 200 from other sources. Other sources may be, for example, the user's mobile phone, smartwatch, or other wearable, another motorcycle, or other devices that communicate with the motorcycle 10 via one or more communication interfaces.

[0018] As will be described in further detail with reference to FIGS. 3 and 4, data from sensors (e.g., camera 60, light sensor 62, speed sensor 64, or a combination thereof) may be used by ECU 200 as part of controlling high beam headlight 42. For example, ECU 200 may be configured to provide an automatic high beam (AHB) function. As described above, the ABH function automatically turns off the high beam headlight in response to the detection of various driving conditions. Such driving conditions may include, for example, driving during the day, driving in a densely populated area such as an urban area (where there is a high likelihood of other lighting such as streetlights and a high likelihood of oncoming and preceding vehicles), driving when an oncoming vehicle and / or a preceding vehicle is detected, driving below a predetermined speed threshold (e.g., 15 to 25 km / h), and driving in fog. Accordingly, ECU 200 may use data from light sensor 62, camera 60, or both to detect whether motorcycle 10 is being driven during the day, and use data from camera 60 to detect whether motorcycle 10 is being driven in an urban area or other densely populated area (e.g., by detecting streetlights, signs, buildings, etc. in the image data), use data from camera 60 to detect whether motorcycle 10 is being driven in fog, and use data from speed sensor 64 to determine whether the vehicle is being driven below a predetermined speed threshold. As described above, in some embodiments, ECU 200 may obtain data for performing AHB control from other sources or vehicle components, and further from an external device that communicates with motorcycle 10.For example, the ECU 200 may use the date and time information maintained by the clock or an external device of the motorcycle 10 to determine whether the motorcycle 10 is being operated during the day, may use the objects detected by the cruise control system or the driver assistance system of the motorcycle 10 to determine whether there is an oncoming vehicle and / or a preceding vehicle, or may use the navigation data maintained by the navigation system or an external device of the motorcycle 10 to determine whether the motorcycle 10 is being operated in a densely populated area, and may use the weather information maintained by the infotainment system or an external device of the motorcycle 10 to determine whether the motorcycle 10 is being operated in fog. Therefore, using the sensors described herein to perform AHB control is provided as an exemplary configuration for detecting driving conditions.

[0019] When the vehicle is equipped with an AHB function, the input received from the user to turn on the high beam headlight may be overridden (e.g., ignored) by the AHB function. For example, during driving conditions during the day when the AHB function is enabled, in response to receiving an input (e.g., via the lighting input mechanism 46) to turn on the high beam headlight 42, the AHB function implemented via the ECU 200 prevents the high beam headlight 42 from turning on. Therefore, to turn on the high beam headlight 42 in such a situation (which may be common depending on the type of vehicle, such as a motorcycle), it is necessary to enable the AHB function. However, when the AHB function is disabled, the operation of the AHB function is prevented. This means that ultimately, when the vehicle is being driven under night driving conditions and an oncoming vehicle and / or a preceding vehicle is detected, automatic high beam control is not performed (although the user may rely on such automatic control being performed), and the high beam headlight 42 may affect other vehicles.

[0020] Accordingly, to address these and other issues, when enabled, the ECU 200 is configured to provide a daylight override that allows the high beam headlight 42 to be turned on during daytime operating conditions without the need to disable the AHB function even if the AHB function is enabled. Further details regarding the override are to be referred to FIGS. 3 and 4.

[0021] FIG. 2 schematically shows the ECU 200 of the motorcycle 10 according to some aspects. The ECU 200 may include additional components than those illustrated in FIG. 2 and may include components of various configurations. The specific set and configuration of the components illustrated in FIG. 2 are provided as one non-limiting example. Also, the position of the ECU 200 in the motorcycle 10 illustrated in FIG. 1 is provided as an example position. The actual position of the ECU 200 may be different. Also, the functions described herein as being performed via the ECU 200 may be distributed among multiple components of the motorcycle 10, such as between multiple ECUs.

[0022] As shown in FIG. 2, the ECU 200 includes a plurality of electrical and electronic components, and the plurality of electrical and electronic components provide power, operation control, and protection to the components and modules within the ECU 200. In some aspects, as shown in FIG. 2, the ECU 200 includes an electronic processing unit 204 (e.g., an electronic microprocessor, a microcontroller, or a similar device), a memory 208 (e.g., a non-transitory computer-readable memory), and an input / output (I / O) interface 212. As described above, the ECU 200 may include additional or alternative components, which may include additional electronic processors and memories, or application-specific integrated circuits (ASICs), further, one or more input devices or output devices, or combinations thereof.

[0023] The components of the ECU 200 may be connected in various ways, for example, including a local bus. The electronic processing unit 204 is communicatively coupled to the memory 208 and executes instructions stored in the memory 208. For example, in some aspects, the electronic processing unit 204 is configured to retrieve and execute instructions from the memory 208 that are particularly related to the control processes and methods described herein. For example, as shown in FIG. 2, the memory 208 may store a daylight override module 210 that includes executable instructions for performing the functionality described herein. The instructions described herein and the related functionality may be combined and distributed in various ways, and in some aspects, the functionality described herein as being executed via the execution of the module 210 may be distributed among fewer or additional modules. Further, the memory 208 may store parameters used by the module 210, such as, for example, one or more thresholds, the status of the AHB function of the motorcycle 10 (e.g., a flag or other identifier representing the state), the status of the daylight override of the AHB function (e.g., a flag or other identifier representing the state), or a combination thereof. Additionally, these parameters may be stored in other memory modules included in the motorcycle 10 that are accessible by the ECU 200. In some aspects, one or more of these parameters are stored in a persistent memory, thereby enabling the parameters (e.g., those set during a previous operation of the motorcycle 10) to be retained and applied (e.g., by default) when the motorcycle 10 is later activated (e.g., powered on).

[0024] The I / O interface 212 enables the ECU 200 to exchange data with other components of the motorcycle 10, outside the motorcycle 10, or a combination thereof. For example, the I / O interface 212 may include a wired or wireless connection (e.g., a wired port, a wireless transceiver, or a combination thereof) that communicates with a controller area network (CAN) bus, a local interconnect network (LIN) bus, or other communication bus or channel of the vehicle 10. Also, in some embodiments, the I / O interface 212 includes a wired or wireless connection (e.g., a wired port, a wireless transceiver, or a combination thereof), and the wired or wireless interface communicates with an external device such as a user's mobile phone, smartwatch, or other wearable via, for example, a short-range wireless connection (e.g., a network using the Bluetooth® communication standard or protocol, a near-field communication link, etc.), a local area network (e.g., a Wi-Fi® connection), etc. Also, in some embodiments, the I / O interface 212 includes one or more dedicated connections with other components of the motorcycle 10.

[0025] As shown in FIG. 2, the ECU 200 may communicate with an input mechanism such as, for example, the lighting input mechanism 46 via the I / O interface 212. Further, the ECU 200 may communicate with the camera 60, the light sensor 62, the wheel rotation sensor 64, or a combination thereof. In some embodiments, communication with the lighting input mechanism 46, the camera 60, the light sensor 62, the wheel rotation sensor 64, or a combination thereof may be performed via the CAN bus of the motorcycle 10. However, in other embodiments, different forms of communication may be used, and one or more intermediate components may process data between the data source and the ECU 200. In some embodiments, it is possible that the ECU 200 does not communicate with all of the components shown in FIG. 2. For example, in some embodiments, although the ECU 200 is configured to perform the override function described herein, if a separate ECU or component is configured to perform the AHB control described herein, the ECU 200 may thereby not be required to receive data from the speed sensor 64, or the camera 60, or a combination thereof.

[0026] As shown in FIG. 2, the ECU 200 further communicates with the high beam headlight 42 (or the high beam headlight 42, or a control unit associated with an associated headlight assembly) via the I / O interface 212. For example, in some embodiments, the ECU 200 outputs a data signal (via the I / O interface 212) that indicates a particular operating state of the high beam headlight 42, such as, for example, the on or off state of the high beam headlight 42. For example, the ECU 200 may output a command to turn on or turn off the high beam headlight 42 (e.g., on the CAN bus). Alternatively or in addition, the ECU 200 may selectively output or control the supply of power to the high beam headlight 42 (via the I / O interface 212 or another interface), thereby controlling whether the high beam headlight 42 is turned on or off. In other words, the ECU 200 is configured to generate an output that enables the high beam headlight 42 to be turned on, and the output may include a data signal or command, a power supply, or a combination thereof, and thus the ECU 200 controls the operation of the high beam headlight 42. Although not shown in FIG. 2, in some embodiments, the ECU 200 further outputs one or more data signals to control information provided via one or more user interfaces. To inform the driver (user) of the state of the high beam headlight 42 (e.g., on or off), the state of the AHB function (e.g., enabled or disabled), the state of the AHB function's daylight override (e.g., enabled or disabled), or a combination thereof, for example, the ECU 200 may output one or more data signals to turn on one or more indicators or display various messages, icons, or other information. In some embodiments, the same data signal (e.g., communicated on the CAN bus) that the ECU 200 outputs to control the high beam headlight 42 is further used by other components in the motorcycle 10 to control the display of information on one or more user interfaces (e.g., without requiring a separate data signal from the ECU 200).

[0027] FIG. 3 is a flowchart showing a method 300 for controlling the high beam headlight 42 of the motorcycle 10 in some embodiments. In this specification, the method 300 is described as being executed by the ECU 200, and in particular, being executed via a daylight override module 210 executed by an electronic processing unit 204 included in the ECU 200. However, as described above, the functionality described in this specification may be distributed among multiple modules, devices (processing units, ECUs), or combinations thereof. For example, as described above, a part of the method 300 may be executed via a separate ECU, such as a separate ECU providing AHB control.

[0028] As shown in FIG. 3, the method 300 includes receiving an input (e.g., via the lighting input mechanism 46 or other types of input mechanisms) (at block 305) to turn on the high beam headlight 42. In some embodiments, the input to turn on the high beam headlight 42 received at block 305 includes an input that requests a static "on" state of the high beam headlight 42 as opposed to a temporary "flash" of the high beam headlight 42. For example, the high beam headlight 42 may operate in one or more operating states. One state may include a "flash" or a temporary operating state, and another state may include a static "on" state. Different input mechanisms may be provided for these different operating states, and the same input mechanism may be used to specify either operating state. For example, in some embodiments, the lighting input mechanism 46 includes a lever. Pressing or moving the lever by a predetermined amount may cause the high beam headlight 42 to be temporarily "flashed". The high beam headlight 42 is turned off in response to the user releasing the lever. Alternatively, the lever may be pressed or moved to another position representing the static "on" state of the high beam headlight 42, and the lever is held in that position when the user releases the lever.

[0029] The temporary "flash" operation mode may be used to send signals to other vehicles (e.g., alert other drivers of the intention to change lanes, hazards, etc.), so the ECU 200 may be configured to enable the operation of the high beam headlights 42 in the "flash" mode (at block 315 in FIG. 3), regardless of whether the automatic high beam (ABH) function is enabled or disabled. However, in other embodiments, the ECU 200 may process any type of input to turn on the high beam headlights 42, as illustrated in blocks 305 through 330 of FIG. 3.

[0030] As shown in FIG. 3, after receiving an input (at block 305), the ECU 200 determines (at block 310) whether the AHB function of the motorcycle 10 is enabled to turn on the high beam headlights 42. In some embodiments, the memory 208 may store the status of the AHB function (e.g., a status flag or other identifier), and this status may be set by the user via one or more user interfaces provided by the motorcycle 10. Also, in some embodiments, a mobile phone, smartwatch, other wearable, key fob, or other device may provide one or more user interfaces to set the status of the AHB function (e.g., enabled or disabled), and this setting may be communicated to the motorcycle 10 and the ECU 200. Further, in some embodiments, the status of the AHB function may be stored or managed by a separate component (e.g., a separate ECU) included in the motorcycle 10.

[0031] In response to detecting that the ABH function is disabled (proceeding to the "No - Disabled" path at block 310), the ECU 200 enables the lighting of the high - beam headlight 42 (at block 315). As described above, the ECU 200 may be configured to output one or more data signals to the high - beam headlight 42 (or a controller or ECU related thereto) instructing the lighting of the high - beam headlight 42. Further, various user interfaces of the motorcycle 10 may be modified to notify the user that the high - beam headlight 42 is lit.

[0032] In response to detecting that the ABH function is enabled (at block 310, proceed to the "Yes - enabled" path), the ECU 200 determines the current time of day, and the ECU 200 uses the current time of day to determine whether the motorcycle 10 is being operated during the day (at block 320). The ECU 200 may determine the current time of day based on data received, for example, from the camera 60, the light sensor 62, or a combination thereof. For example, in response to a data signal from the light sensor 62 indicating that the detected light level satisfies a predetermined light threshold (e.g., 1000 lux), i.e., is 1000 lux or more, the ECU 200 may set the current time of day to "daytime". Alternatively, in response to a data signal from the light sensor 62 indicating that the detected light level does not satisfy the predetermined light threshold (e.g., is less than the light threshold), the ECU 200 may set the current time of day to "nighttime". In some aspects, the ECU 200 may similarly compare the light level determined based on the image data collected via the camera 60 with a predetermined threshold to determine whether the current time of day is daytime or nighttime. Any threshold used by the ECU 200 as part of determining the current time of day may be stored in the memory 208. Also, in some aspects, other components within the motorcycle 10 may track the current time of day, and the ECU 200 may use such information to determine the current time of day (e.g., the ECU 200 performing the comparison with the threshold, receiving data from the light sensor 62 or the camera 60, or a combination thereof may not be required). Alternatively, or in addition to this, the ECU 200 may use the current time of day (and optionally the current date) maintained by the motorcycle 10's clock to determine whether the motorcycle 10 is being operated during the day or at night.

[0033] In response to determining that the current time is during the day (proceeding to the "Yes" path at block 320), the ECU 200 determines whether a daylight override for the AHB function is enabled (at block 325). Similar to the status of the AHB function, the status of the daylight override (e.g., a status flag or other identifier) may be stored in the memory 208 and may be set by the user via one or more user interfaces provided by the motorcycle 10. Also, in some embodiments, a cellular phone, smart watch or other wearable, key fob, or other device may provide one or more user interfaces for setting the status of the daylight override (e.g., enabled or disabled), and this setting may be communicated to the motorcycle 10 and the ECU 200. Further, in some embodiments, the status of the daylight override may be stored or managed by a separate component (such as an ECU) included in the motorcycle 10.

[0034] In response to the daylight override being enabled (proceeding along the "Yes - Enabled" path at block 325) and the current time being during the day (proceeding along the "Yes" path at block 320), the ECU 200 enables the high - beam headlight 42 to be turned on (at block 315). As described above, the ECU 200 may be configured to output one or more data signals instructing the high - beam headlight 42 (or a controller or ECU associated therewith) to turn on. Also, various user interfaces of the motorcycle 10 may be modified to inform the user that the high - beam headlight 42 has been turned on. For example, an indicator associated with the high - beam headlight 42 may be lit, and in some embodiments, indicators associated with the daylight override, the AHB function, or both may be modified. In some embodiments, to avoid confusing the user, the indicator of the AHB function may be turned off when the daylight override is being implemented (and automatically restored and lit when the override is no longer implemented). However, in some embodiments, since the AHB function is not actually disabled in this situation, this modification may be for informational purposes only.

[0035] In particular, turning on the high beam headlight 42 in this situation may not affect the current status of the AHB function. In other words, the high beam headlight 42 is enabled in this situation while maintaining the AHB function in an enabled state (i.e., without disabling the AHB function). Therefore, the high beam headlight 42 is lit in this situation and may remain lit until an additional input to turn off the high beam headlight 42 is received, or until the motorcycle 10 stops operating during the day (as implemented via the AHB function). When it is detected that the motorcycle 10 has stopped operating during the day, the daylight override becomes inapplicable and AHB control is applied (since the AHB function is not disabled and remains enabled). In this way, while maintaining the AHB function in an enabled state, the daylight override allows the high beam headlight 42 of the motorcycle 10 to be selectively turned on during daytime driving conditions, thereby enabling the application of AHB control when daytime driving conditions are no longer detected. In other words, the daylight override blocks the automatic control of the high beam headlight via the AHB function while the current time is during the day without disabling the AHB function. In particular, while the high beam headlight 42 is lit, the method 300 may be repeated (e.g., starting from block 310), continuously checking for changes in the driving conditions and controlling the high beam headlight 42 in response thereto.

[0036] As shown in FIG. 3, in response to the daylight override being disabled (proceeding along the "No - Disabled" path at block 325) and the current time being during the day (proceeding along the "Yes" path at block 320), the ECU 200 executes the AHB function and prevents the high - beam headlight 42 from turning on in response to the received input (at block 330) (i.e., the high - beam headlight 42 remains off). Further, in some embodiments, various user interfaces of the motorcycle 10 may be modified to inform the user that the high - beam headlight 42 is not yet on. For example, an indicator may be provided in the user interface to inform the user that the AHB function is enabled or active. In some embodiments, this indicator may be temporarily changed, such as by flashing, to inform the user that a user input to turn on the high - beam headlight 42 has been overridden due to the active state of the AHB function.

[0037] Similarly, as shown in FIG. 3, in response to the current time not being daytime (proceeding along the "No" path at block 320), the ECU 200 continues to execute the AHB function and checks for other driving conditions that can prevent the high beam headlight 42 from being turned on. The various conditions checked as part of the AHB function can vary, but FIG. 3 shows an example set of such conditions. This includes determining whether the motorcycle 10 is operating in an urban area or other densely populated area (at block 335), determining whether traffic (e.g., oncoming vehicles detected via the headlights and / or leading vehicles detected via the taillights) has been detected (at block 340), determining whether the motorcycle 10 is operating at a speed below a predetermined speed threshold (at block 345), and determining whether the motorcycle 10 is operating in fog (at block 350). As described above, these driving conditions may be detected using various data from vehicle sensors that communicate with the ECU 200, external devices or systems that communicate with the ECU 200, or combinations thereof. In response to any one of these conditions being detected, the ECU 200 executes the AHB function and prevents the high beam headlight 42 from being turned on in response to the received input (at block 330). As described above, in some embodiments, various user interfaces of the motorcycle 10 may be modified to notify the user that the high beam headlight 42 is not turned on. The thresholds, rules, or logic applied as part of the AHB function may be set to vary depending on the jurisdiction and / or the type of vehicle or terrain. In some embodiments, it may depend on the rules applied, such as, for example, United Nations Economic Commission for Europe (UN / ECE) Regulation No. 48.

[0038] As shown in FIG. 3, in response to none of the conditions being detected, the ECU 200 turns on the high beam headlight 42 in response to the received input (at block 315). As described above, various user interfaces of the motorcycle 10 may be changed to notify the user that the high beam headlight 42 has been turned on.

[0039] Optionally, in some embodiments, one or more additional checks may be included as part of method 300. Further, for example, as shown in FIG. 4, optionally, in some embodiments, method 300 includes determining the market configuration of motorcycle 10 and determining whether the market configuration permits the implementation of the daylight override (at block 360) before implementing the daylight override. For example, in some jurisdictions, such as different geographical jurisdictions, certain overrides of the AHB function may not be permitted. Thus, in such scenarios, method 300 is configured to check the market configuration of motorcycle 10, which may be stored in memory 208 or another memory module of motorcycle 10, settable at the time of manufacture or sale, or dynamically settable, for example, based on the current geographical location of the motorcycle, and to compare the market configuration of motorcycle 10 with a list of market configurations where overrides are permitted or, alternatively, a list of market configurations where overrides are not permitted (similarly, stored in memory 208 or accessed by ECU 200). As shown in FIG. 4, in response to the market configuration of motorcycle 10 being a market configuration that permits the daylight override (proceeding to the "Yes (permit)" path at block 360), ECU 200 enables the high beam headlight 42 to be turned on (at block 315) as described above. Alternatively, in response to the market configuration of motorcycle 10 not being a market configuration that permits the daylight override (proceeding to the "No (do not permit)" path at block 360), ECU 200 executes the AHB function and prevents the high beam headlight 42 from being turned on in response to the received input (at block 330) as described above.

[0040] Accordingly, even when the AHB function is enabled, without disabling an AHB function that may otherwise affect the future operation of the high beam headlight (e.g., identification and automatic control of the high beam headlight under other driving conditions), the present specification provides a method and system for providing a daytime override to enable the high beam headlight to be turned on during daytime driving conditions for an AHB function.

[0041] The various features and advantages of several aspects are set forth in the following claims.

Claims

1. A high beam headlight mounted on a vehicle, a sensor mounted on the vehicle, an electronic control unit, configured to receive an input to turn on the high beam headlight, configured to determine a status of overriding of an automatic high beam function of the vehicle, configured to determine a current time based on data received from the sensor, responsive to the current time being during the day and the status of the overriding being enabled, to override the automatic high beam function and to turn on the high beam headlight based on the input while maintaining the status of the automatic high beam function in an enabled state, and an electronic control unit configured to enable this. A system.

2. Furthermore, the electronic control unit is configured to prevent the high beam headlight from being turned on based on the input by the automatic high beam function in response to the current time being during the day and the status of the overriding being disabled, according to the system of Claim 1.

3. The sensor includes at least one of a camera and a light sensor, according to the system of Claim 1.

4. The electronic control unit further receives a second input and is configured to set the status of the overriding based on the second input, according to the system of Claim 1.

5. Furthermore, a user interface mounted on the vehicle is provided, and the electronic control unit is configured to receive the second input from the user interface, according to the system of Claim 4.

6. The electronic control unit is further configured to determine a market configuration of the vehicle, responsive to the current time being during the day, the status of the overriding being enabled, and the overriding being possible in the market configuration, the electronic control unit is configured to override the automatic high beam function to enable the high beam headlight to be turned on based on the input while maintaining the status of the automatic high beam function in an enabled state, according to the system of Claim 1.

7. A method for controlling a high beam headlight of a vehicle, comprising: receiving, by an electronic control unit of the vehicle, an input to turn on the high beam headlight; determining, by the electronic control unit, a status of overriding of an automatic high beam function of the vehicle; determining, by the electronic control unit, a current time; responding to the current time being during the day and the status of the override being enabled, the electronic control unit overriding the automatic high beam function and maintaining the status of the automatic high beam function in an enabled state, and enabling the high beam headlight to be turned on based on the input; **Claim 8** The method according to claim 7, further comprising enabling the high beam headlight to be turned on based on the input in response to the current time being at night. **Claim 9** The method according to claim 7, further comprising preventing the high beam headlight from being turned on based on the input by the automatic high beam function in response to the current time being during the day and the status of the override being disabled. **Claim 10** Furthermore, determining the status of the automatic high beam function; and enabling the high beam headlight to be turned on based on the input in response to the status of the automatic high beam function being disabled, the method according to claim 7. **Claim 11** The method according to claim 7, wherein the step of determining the current time includes determining the current time based on received image data from at least one of a camera mounted on the vehicle and a light sensor mounted on the vehicle. **Claim 12** Furthermore, receiving a second input; and setting the status of the override based on the second input, the method according to claim 7. **Claim 13** The method according to claim 12, wherein the step of receiving the second input includes receiving the second input via a user interface of the vehicle. **Claim 14** Furthermore, comprising determining a market configuration of the vehicle To enable the high beam headlight to be turned on based on the input while maintaining the status of the automatic high beam function in an enabled state, overriding the automatic high beam function includes overriding the automatic high beam function in response to the current time being during the day, the status of the override being enabled, and the override being possible in the market configuration, according to the method of claim 7.

15. A computer program including instructions that, when executed by one or more electronic processors, perform a series of functions, the series of functions including receiving an input to turn on the high beam headlight of a vehicle; determining a status of an override of the automatic high beam function of the vehicle; determining a current time; responding to the current time being during the day and the status of the override being enabled, overriding the automatic high beam function and enabling the high beam headlight to be turned on based on the input while maintaining the status of the automatic high beam function in an enabled state.

16. The series of functions further includes preventing the high beam headlight from being turned on based on the input by the automatic high beam function in response to the current time being during the day and the status of the override being disabled, according to the computer program of claim 15.

17. The series of functions further includes receiving a second input; setting the status of the override based on the second input, according to the computer program of claim 15.

18. Receiving the second input includes receiving the second input via a user interface mounted on the vehicle, according to the computer program of claim 17.

19. The series of functions further includes determining a market configuration of the vehicle, Overriding the automatic high beam function to enable turning on the high beam headlight based on the input while maintaining the status of the automatic high beam function in an enabled state is performed in response to the current time being daytime, the status of the override being enabled, and the override being possible in the market configuration, the computer program according to claim 15.

20. Blocking the automatic control of the high beam headlight via the automatic high beam function while the current time is daytime with the high beam headlight lit in response to the status of the override being enabled, the series of functions further comprising, the computer program according to claim 15.

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