Headlight Optical Axis Control via Brake Signal Filtering
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Solution Overview
Problem
The existing optical axis control apparatuses for headlights have limited processing expandability, which restricts their ability to respond flexibly to changes in the operation state of the brake device, especially when the vehicle is stationary.
Innovation Solution
An optical axis control apparatus that integrates a relative-road-surface-angle calculating unit to calculate the relative road surface angle by integrating the change in the relative horizontal plane angle, a relative-road-surface-angle correcting unit to correct the angle based on braking information, and an optical axis control unit to adjust the headlight axis accordingly.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Measurement precision
If the control apparatus avoids outputting adjusting signals or outputs maintaining signals when receiving switching signals of foot brake, parking brake, or shift position while the vehicle is stationary, then accuracy of auto leveling control is improved, but processing expandability is low and flexible response cannot be provided when operation state of brake device changes
Solution Approach 1:
The control apparatus dynamically changes its response behavior based on the vehicle's operation state. When the vehicle is traveling, the apparatus processes brake switching signals to generate adjusting signals. When the vehicle is stationary, the apparatus maintains the optical axis angle without outputting adjusting signals. This dynamic adaptation allows the system to improve measurement precision during stationary conditions while maintaining processing expandability during traveling conditions.
Solution Approach 2:
The control apparatus changes the parameter of signal output behavior based on the vehicle's motion state. By detecting whether the vehicle is traveling or stationary, the apparatus switches between two operational modes: one mode processes brake switching signals to adjust the optical axis, while the other mode maintains the current optical axis angle. This parameter change enables the system to resolve the contradiction between precision and adaptability.
2Adaptability or versatility
If the control apparatus processes brake switching signals while the vehicle is stationary, then flexible response can be provided, but accuracy of auto leveling control deteriorates due to false changes in relative horizontal plane angle
Solution Approach 1:
The control apparatus dynamically adjusts its processing behavior based on the vehicle's motion state. During stationary conditions, the apparatus disables processing of brake switching signals to prevent false corrections. During traveling conditions, the apparatus enables full processing of brake switching signals to provide flexible response. This dynamic switching resolves the contradiction by adapting the processing behavior to the appropriate operational context.
Solution Approach 2:
The control apparatus takes preliminary action by detecting the vehicle's stationary state before processing brake switching signals. When stationarity is detected, the apparatus preemptively prevents processing of brake switching signals, thereby avoiding the harmful effect of false corrections. This preliminary anti-action eliminates the source of measurement errors before they can occur.
3Adaptability or versatility
If the control apparatus outputs adjusting signals for all changes in relative horizontal plane angle while the vehicle is stationary, then processing expandability is high, but accuracy of optical axis control decreases due to unnecessary adjustments from brake device operations
Solution Approach 1:
The control apparatus extracts and separates the processing of brake switching signals from the general processing of relative horizontal plane angle changes. When the vehicle is stationary, the apparatus specifically excludes brake switching signals from triggering optical axis adjustments, while still processing other valid changes in relative horizontal plane angle. This extraction allows the system to maintain high processing expandability for legitimate adjustments while eliminating unnecessary adjustments caused by brake operations.
Solution Approach 2:
The control apparatus applies different processing qualities to different types of input signals based on the vehicle's stationary state. For brake switching signals during stationary conditions, the apparatus applies a restrictive quality that prevents adjustment output. For other signals representing genuine changes in road surface angle, the apparatus applies a permissive quality that allows normal processing. This local differentiation resolves the contradiction between processing expandability and control accuracy.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
Enables the apparatus to respond variably to changes in the brake device operation state, improving the accuracy of optical axis control by correcting for changes caused by braking information, thereby maintaining optimal headlight alignment.
Implementation Method 1
calculates a relative horizontal plane angle by using an output value of an acceleration sensor provided on the vehicle
Data Source
AI summary
An optical axis control apparatus is provided with a relative-road-surface-angle calculating unit which calculates a relative horizontal plane angle being an inclination angle of a vehicle with respect to a horizontal plane by using an output value of an acceleration sensor provided on the vehicle and calculates a relative road surface angle being an inclination angle of the vehicle with respect to a road surface by integrating an amount of change of the relative horizontal plane angle while the vehicle is stationary, a relative-road-surface-angle correcting unit which obtains braking information indicating an operation state of a brake device provided on the vehicle and corrects the relative road surface angle for a change in the braking information, and an optical axis control unit which controls an optical axis of headlights provided on the vehicle using the relative road surface angle corrected by the relative-road-surface-angle correcting unit.