U.S. patent application number 15/718399 was filed with the patent office on 2018-01-18 for method for controlling a cornering light and lighting device.
This patent application is currently assigned to HELLA KGaA Hueck & Co.. The applicant listed for this patent is HELLA KGaA Hueck & Co.. Invention is credited to Matthias HERNTRICH, Ingo HOFFMANN.
Application Number | 20180015869 15/718399 |
Document ID | / |
Family ID | 54431755 |
Filed Date | 2018-01-18 |
United States Patent
Application |
20180015869 |
Kind Code |
A1 |
HERNTRICH; Matthias ; et
al. |
January 18, 2018 |
METHOD FOR CONTROLLING A CORNERING LIGHT AND LIGHTING DEVICE
Abstract
The invention relates to a method for controlling a predictive
cornering light with at least one headlight with a pivoting means
for the controlled pivoting of the headlight, wherein a monitoring
device is provided, which monitors the roadway and/or lane in front
of the vehicle, and a control unit is provided, which, on the basis
of the data of the monitoring device, drives the pivoting means for
setting the headlight for illuminating the roadway and/or lane. The
invention also relates to a lighting device in this regard.
Inventors: |
HERNTRICH; Matthias;
(Berlin, DE) ; HOFFMANN; Ingo; (Berlin,
DE) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
HELLA KGaA Hueck & Co. |
Lippstadt |
|
DE |
|
|
Assignee: |
HELLA KGaA Hueck & Co.
Lippstadt
DE
|
Family ID: |
54431755 |
Appl. No.: |
15/718399 |
Filed: |
September 28, 2017 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
14717065 |
May 20, 2015 |
9802529 |
|
|
15718399 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60Q 1/16 20130101; B60Q
1/085 20130101; B60Q 1/12 20130101; B60Q 1/08 20130101; B60Q
2300/322 20130101 |
International
Class: |
B60Q 1/08 20060101
B60Q001/08; B60Q 1/12 20060101 B60Q001/12 |
Foreign Application Data
Date |
Code |
Application Number |
May 22, 2014 |
DE |
10 2014 209 771.1 |
Claims
1-35. (canceled)
36. A method for controlling a predictive cornering light, the
method comprising: providing a vehicle having at least one
headlight comprising a pivoting element, an optical monitoring
device that monitors a roadway or lane in front of the vehicle and
generates roadway data, and a control unit generating a model of a
headlight light distribution using the roadway data, determining a
pivoting angle by rotating the model of the headlight distribution
to minimize a deviation between the model of the headlight light
distribution and the roadway, actuating the pivoting element to set
a headlight direction for illuminating the roadway or lane to match
the pivoting angle.
37. The method according to claim 36, wherein the pivoting angle
corresponds to a resulting rotation angle of the model of the
headlight light distribution relative to a selected or initial
model position.
38. The method according to claim 37, wherein the selected or
initial model position is defined as a position of the model of the
headlight light distribution without pivoting.
39. The method according to claim 36, wherein minimizing the
deviation between the model of the headlight light distribution and
the roadway corresponds to minimizing a sum of a plurality of
partial deviations of the roadway from the model of the headlight
light distribution.
40. The method according to claim 36, wherein minimizing the
deviation between the model of the headlight light distribution and
the roadway corresponds to minimizing a difference of at least one
right-hand partial deviation between the roadway and the model and
of at least one left-hand partial deviation between the roadway and
the model of the headlight light distribution.
41. The method according to claim 40, wherein the model of the
headlight light distribution is a section model.
42. The method according to claim 41, wherein the section model
describes a centroid position of the light distribution.
43. The method according to claim 41, wherein the section model is
a section of a length of a low-beam light range.
44. The method according to claim 41, wherein each partial
deviation between the model of the headlight light distribution and
the roadway is determined by calculating at least one area between
an illumination boundary in a section of the section model and a
portion of a curve characterizing a roadway course or lane course
corresponding to the section.
45. The method according to claim 44, wherein a first area is an
area between the section of the section model and a curve
characterizing a roadway course or lane course up to a point of
intersection thereof and a second area arises between the section
and the curve characterizing the roadway course or lane course
after the point of intersection thereof up to a predefinable
distance, wherein in the case of a right-hand curve the first area
is defined as a right-hand partial deviation and the second area is
defined as a left-hand partial deviation, and in the case of a
left-hand curve the first area is defined as the left-hand partial
deviation and the second area is defined as the right-hand partial
deviation.
46. The method according to claim 41, wherein a section of the
second model lies in a selected or initial model position on a
straight line in a direction of the vehicle longitudinal axis and
extends forward from a current position of the vehicle.
47. The method according to claim 36, wherein the model of the
headlight light distribution is an area model.
48. The method according to claim 47, wherein the area model is an
area s situated on a roadway plane and delimited by at least one
curve.
49. The method according to claim 48, wherein the area model is the
area between a right-hand delimiting ray and between a left-hand
delimiting ray up to a predefinable distance.
50. The method according to claim 39, wherein the model of the
headlight light distribution is a volume model.
51. The method according to claim 50, wherein determining each of
the partial deviations is carried out by determining an
intersection area between a roadway plane and a volume and by
determining an at least one area proportion which lies on the left
or on the right alongside the lane on the intersection area.
52. A lighting device comprising: at least one headlight with a
pivoting element for controlled pivoting of the headlight for
controlling a predictive cornering light in a vehicle, an optical
monitoring device that monitors a roadway or lane in front of the
vehicle and generates roadway data, a control unit that, uses the
data of the optical monitoring device to drive the pivoting element
for setting the headlight for illuminating the roadway or lane
wherein the control unit is configured to carry out the method
according to claim 36.
53. A method for controlling a predictive cornering light, the
method comprising: providing a vehicle having at least one
headlight comprising a pivoting element, an optical monitoring
device that monitors a roadway or lane in front of the vehicle and
generates roadway data, and a control unit, determining a first
pivoting angle from the roadway data at a roadway point at a
predetermined distance in front of the vehicle, determining a
second pivoting angle from the first pivoting angle which depends
in part on a curve radius of the roadway, actuating the pivoting
element to set a headlight direction for illuminating the roadway
or lane to match the second pivoting angle.
54. The method according to claim 53, wherein the second pivoting
angle is corrected, relative to the first pivoting angle by using a
correction.
55. The method according to claim 54, wherein the correction is
greater in the case of a smaller curve radius than in the case of a
larger curve radius.
56. The method according to claim 53, wherein the first pivoting
angle is determined by rotating a model of the headlight
distribution to minimize a deviation between the model of the
headlight light distribution and the roadway.
57. The method according to claim 56, wherein the first pivoting
angle is determinable by ascertaining, using an ascertained roadway
course or a lane course, the point of intersection between the
roadway course or the lane course and a straight line at the
predetermined distance, wherein the straight lane proceeds from the
current position of the vehicle.
58. The method according to claim 56, wherein the second pivoting
angle is determined in such a way that a straight line is
determined, whose point of intersection with the ascertained
roadway course or lane course is chosen such that the resulting two
areas between the straight line and the roadway course or the lane
course up to the predetermined distance assume a predefinable size
ratio.
59. The method according to claim 58, wherein the areas are of
identical size.
60. The method according to claim 58, wherein the size ratio is
dependent on the curve radius.
61. The method according to claim 60, wherein a first area arranged
nearer to the vehicle and a second area further away from the
vehicle are formed, wherein a ratio between the sizes of the two
areas is chosen depending on the curve radius.
62. The method according to claim 61, wherein, in the case of a
first predefinable curve radius, such as, in particular, an
infinite curve radius, the first area is maximal and the second
area is zero.
63. The method according to claim 61, wherein in the case of a
second predefined curve radius the size of the first area is equal
to the size of the second area.
64. The method according to claim 61, wherein in the case of a
curve radius between the second predefined curve radius and a first
predefinable curve radius the ratio of the size of the first area
to the size of the second area rises.
65. A method for controlling a predictive cornering light, the
method comprising: providing a vehicle having at least one
headlight comprising a pivoting element, an optical monitoring
device that monitors a roadway or lane in front of the vehicle and
generates roadway data, and a control unit, generating an auxiliary
line using the roadway data, performing an area determination using
the profile of the roadway data and an an auxiliary line proceeding
from the front of the vehicle, determining a point of intersection
between the course of the roadway and the auxiliary line and using
the point of intersection to characterize a pivoting angle, driving
the headlight using the pivoting angle.
66. The method according to claim 65, wherein the pivoting angle is
defined as an angle between the auxiliary line and a vehicle
longitudinal direction.
67. The method according to claim 65, wherein the area
determination is effected in such a way that a predefinable ratio
is achieved between a first area between the auxiliary line and the
roadway course up to the point of intersection thereof and a second
area between the auxiliary line and a roadway course after the
point of intersection up to a predefinable distance.
68. The method according to claim 67, wherein the area
determination is effected in such a way that a ratio between the
first area and the second area assumes a predefinable value.
69. The method according to claim 68, wherein the area
determination is effected in such a way that the ratio between the
first area and the second area is 1:1.
70. A lighting device comprising: at least one headlight with a
pivoting element for controlled pivoting of the headlight for
controlling a predictive cornering light in a vehicle, an optical
monitoring device that monitors a roadway or lane in front of the
vehicle and generates roadway data, a control unit that, uses the
data of the optical monitoring device to drive the pivoting element
for setting the headlight for illuminating the roadway or lane
wherein the control unit is configured to carry out the method
according to claim 53.
Description
TECHNICAL FIELD
[0001] The invention relates to a method for controlling a
cornering light of a motor vehicle, such as, in particular, a
predictively controlled cornering light, according to the preamble
of claim 1, and a lighting device in this regard according to the
preamble of claim 12.
Prior Art
[0002] In the prior art, a cornering light has been disclosed for
vehicles, in the case of which cornering light the pivoting of the
headlights is controlled on the basis of turning the steering
wheel, in order to illuminate a roadway region in a curve. This has
the effect that the roadway in front of the vehicle is illuminated
by non-pivoted headlights until the driver actually steers the
vehicle into the curve. In this case, optimum illumination of the
roadway in the curve region is not achieved, however, because the
curve is still unilluminated or only slightly illuminated until
turn-in.
[0003] Turning lights have also been disclosed in the case of which
a separate turning headlight is switched on or off prior to
turning. In this case, the turning light is also controlled in a
manner dependent on the position of the steering wheel.
[0004] In order to further improve the cornering light,
predictively controlled corner lights have been disclosed. In the
case of a predictively controlled cornering light of a motor
vehicle, a monitoring device monitors the roadway in front of the
vehicle and ascertains the roadway course and/or the lane course on
the basis of the measured roadway data. The pivoting angle of the
headlights is set on the basis of the roadway course and/or lane
course in order that the light emitted onto the roadway by the
respective headlight is tracked to the roadway course and/or the
lane course in order to achieve an improved illumination of the
roadway and/or the lane.
[0005] It has been found here, however, that in the case of narrow
curves with a small curve radius the light is guided beyond the
edge of the roadway in order to follow the curve, which has the
effect that the roadway in particular directly in front of the
motor vehicle is only illuminated slightly, which is regarded as
rather inconvenient.
[0006] DE 10 2008 000 091 A1 relates to a method for controlling a
pivoting angle on the basis of road information data made available
by a navigation system. This has the disadvantage, however, that
said road information data are not available in the case of
vehicles not having a navigation system. Even in the case of
vehicles having a navigation system, however, driving situations
occur in which no signal link exists between the vehicle and the
navigation satellites, with the result that the functionality is
then no longer present. Moreover, the obsolescence of map data is a
problem for the functionality of determining the pivoting
angle.
[0007] DE 101 12 996 A1 describes a predictive corner light in
which, during cornering, after reaching the smallest curve radius,
the pivoting angle is decreased more rapidly than actually
corresponds to the further course of the curve. This still has the
disadvantage that the road may be inadequately illuminated during
the process of driving into the curve because the pivoting in this
driving situation still follows the course of the curve.
SUMMARY OF THE INVENTION, PROBLEM, SOLUTION, ADVANTAGES
[0008] The problem addressed by the invention is that of providing
a method and a lighting device by means of which an improved
illumination of the roadway and/or of the lane in front of the
motor vehicle can be achieved.
[0009] The problem with regard to the method is solved by means of
the features of claim 1.
[0010] One exemplary embodiment of the invention relates to a
method for controlling a predictive cornering light with at least
one headlight with a pivoting means for the controlled pivoting of
the headlight, wherein a monitoring device is provided, which
monitors the roadway and/or lane in front of the vehicle and
generates roadway data, wherein a control unit is provided, which,
on the basis of the data of the monitoring device, drives the
pivoting means for setting the headlight for illuminating the
roadway and/or lane, wherein for maximizing the illumination of the
roadway and/or lane, a model of the headlight light distribution is
used in addition to the roadway data, wherein the deviation between
the model of the headlight light distribution and the roadway on
the basis of the roadway data is minimized by a rotation of the
model of the headlight light distribution in particular relative to
the roadway and a pivoting angle is determined on the basis of the
resultant position of the model of the headlight light
distribution, said pivoting angle being used for driving the
headlight. In this regard, the illumination is maximized because an
adjustment can be performed in a simple manner on the basis of the
headlight light distribution by means of the model in this regard
together with the ascertained roadway data. The adjustment between
the model of the headlight light distribution and the roadway can
be performed on the basis of the roadway data. A representation of
the roadway on the basis of the roadway data is generated for this
purpose.
[0011] A rotation of the model of the headlight light distribution
results in a change in the position of the model of the headlight
light distribution with respect to the roadway representation on
the basis of the roadway data. As a result of the position change
with respect to one another, the deviation between the model of the
headlight light distribution and the representation of the roadway
also changes. The position of the model of the headlight light
distribution is chosen such that the deviation is minimal.
[0012] It is particularly advantageous if the pivoting angle
corresponds to a resulting rotation angle of the model of the
headlight light distribution relative to a selected and/or initial
model position. In this regard, an initial model position is for
example a model position in which the headlight is settable at the
beginning of travel, without said headlight already having been
pivoted.
[0013] According to the invention, it is also advantageous if the
selected and/or initial model position is defined as a position of
the model of the headlight light distribution without pivoting. The
initial model position is thus definable in a simple manner.
[0014] Moreover, it is expedient if the minimization of the
deviations corresponds to a minimization of the sum of all partial
deviations of the roadway from the model. In this regard, the
problem of the determination can be divided into partial problems.
Additionally, different partial deviations can be determined in a
simple manner, which can then be combined to form a total
deviation.
[0015] Moreover, it is advantageous if the minimization of the
deviations corresponds to a minimization of the difference of a
right-hand at least one partial deviation and/or of a left-hand at
least one partial deviation between roadway and model. In this
regard, the deviation can be determined in a simple manner by
virtue of the fact that a right and a left deviation are
ascertainable, which are taken into account jointly.
[0016] According to the invention it is advantageous if the model
is a section model. In this case, it is advantageous if the section
model describes the centroid position of the light distribution.
Alternatively, it is advantageous if the section model is a section
of the length of the low-beam light range. In this regard, the
section can be defined in a simple manner.
[0017] It is advantageous according to the invention if the
determination of the at least one partial deviation between the
roadway and the section model is effected by means of at least one
area determination between the section and a curve characterizing
the roadway course or lane course. In this regard, the deviation
can also be determined in a simple mathematical manner.
[0018] Moreover, it is advantageous if a first area arises as an
area between the section and the curve characterizing the roadway
course or lane course up to the point of intersection thereof and a
second area arises between the section and the curve characterizing
the roadway course or lane course after the point of intersection
thereof up to a predefinable distance, wherein in the case of a
right-hand curve the first area is defined as the right-hand
partial deviation and the second area is defined as the left-hand
partial deviation, and in the case of a left-hand curve the first
area is defined as the left-hand partial deviation and the second
area is defined as the right-hand partial deviation.
[0019] Moreover, it is expedient if the section lies in the
selected and/or initial model position on a straight line in the
direction of the vehicle longitudinal axis and proceeds from the
current position of the vehicle.
[0020] Furthermore, in accordance with a further concept according
to the invention it is advantageous if the model is an area model.
In this case, it is advantageous if the area model is an area which
is situated on the roadway plane and which is delimited by at least
one curve.
[0021] Moreover, it is advantageous if the area model is the area
between a right-hand delimiting ray and between a left-hand
delimiting ray up to a predefinable distance. As a result, the area
can be defined in a simple manner.
[0022] Furthermore, in a further exemplary embodiment, it is
advantageous if the model is a volume model.
[0023] In this case, it is advantageous if the determination of the
at least one partial deviation between the roadway and the volume
model is carried out by means of an intersection area determination
between the roadway plane and the volume and by means of a
determination of the at least one area proportion which lies on the
left and/or on the right alongside the lane on said intersection
area.
[0024] One exemplary embodiment of the invention additionally
relates to a method for controlling a predictive cornering light
with at least one headlight with a pivoting means for the
controlled pivoting of the headlight, wherein a monitoring device
is provided, which monitors the roadway and/or lane in front of the
vehicle and generates roadway data, wherein a control unit is
provided, which, on the basis of the data of the monitoring device,
drives the pivoting means for setting the headlight for
illuminating the roadway and/or lane, wherein for maximizing the
illumination of the roadway and/or lane, a model of the headlight
light distribution is used in addition to the roadway data, wherein
the deviation between the model of the headlight light distribution
and the roadway on the basis of the roadway data is minimized by a
rotation of the model of the headlight light distribution and a
first pivoting angle is determined on the basis of the resultant
position of the model of the headlight light distribution, wherein
a second pivoting angle is determined from the first pivoting angle
depending on the curve radius of the roadway, said second pivoting
angle being used for driving the headlight.
[0025] The problem with regard to the lighting device is solved by
means of the features of claim 17.
[0026] One exemplary embodiment of the invention relates to a
lighting device comprising at least one headlight with a pivoting
means for the controlled pivoting of the headlight for controlling
a predictive cornering light, wherein a monitoring device is
provided, which monitors the roadway and/or lane in front of the
vehicle and generates roadway data, and wherein a control unit is
provided, which, on the basis of the data of the monitoring device,
drives the pivoting means for setting the headlight for
illuminating the roadway and/or lane, in particular for carrying
out a method according to the invention.
[0027] The problem with regard to the method is also solved by
means of the features of claim 18.
[0028] One exemplary embodiment of the invention relates to a
method for controlling a predictive cornering light with at least
one headlight with a pivoting means for the controlled pivoting of
the headlight, wherein a monitoring device is provided, which
monitors the roadway and/or lane in front of the vehicle and
generates roadway data, wherein a control unit is provided, which,
on the basis of the data of the monitoring device, drives the
pivoting means for setting the headlight for illuminating the
roadway and/or lane, characterized in that a first pivoting angle
is determined from the roadway data at a roadway point at a
predetermined distance in front of the vehicle, wherein a second
pivoting angle is determined from the first pivoting angle,
depending on the curve radius of the roadway, said second pivoting
angle being used for driving the headlight.
[0029] It is particularly advantageous if the second pivoting angle
is corrected, such as in particular reduced, relative to the first
pivoting angle by means of a correction. In this regard, a
correctable pivoting angle is used to illuminate the roadway, which
is advantageous in certain roadway situations.
[0030] In this case, it is particularly advantageous if the
correction is greater in the case of a smaller curve radius than in
the case of a larger curve radius. In this regard, an advantageous
adaptation to the road conditions can be effected.
[0031] In this case, it is advantageous if the first pivoting angle
is determined according to a predefined method.
[0032] In particular, it is also advantageous in this case if, for
calculating the first pivoting angle, a model of the headlight
light distribution is used in addition to the roadway data of the
monitoring device that monitors the roadway and/or lane in front of
the vehicle, wherein the deviation between the model of the
headlight light distribution and the roadway on the basis of the
roadway data is minimized by a rotation of the model of the
headlight light distribution and a pivoting angle is determined on
the basis of the resultant position of the model of the headlight
light distribution.
[0033] It is also particularly advantageous if the first pivoting
angle is determinable by ascertaining, on the basis of the
ascertained roadway course or lane course, the point of
intersection between the roadway course or lane course and a
straight line at the predetermined distance, wherein the straight
lane proceeds from the current position of the motor vehicle.
[0034] Moreover, it is expedient if the second pivoting angle is
determined in such a way that a straight line is determined, whose
point of intersection with the ascertained roadway course or lane
course is chosen in such a way that the resulting two areas between
the straight line and the roadway course or lane course up to the
predetermined distance assume a predefinable size ratio. In this
regard, the pivoting angle can be adapted to the course of the road
in a simple manner.
[0035] In this case, in one exemplary embodiment, it is
advantageous if the areas are of identical size.
[0036] It is particularly advantageous if the size ratio is
dependent on the curve radius.
[0037] In this case, it is particularly expedient if a first area
arranged nearer to the vehicle and a second area further away from
the vehicle are formed, wherein the ratio between the sizes of the
two areas is chosen depending on the curve radius.
[0038] Moreover, it is particularly expedient if in the case of a
first predefinable curve radius, such as, in particular, an
infinite curve radius, the first area is maximal and the second
area is zero.
[0039] Alternatively, it is advantageous if in the case of a second
predefined curve radius the size of the first area is equal to the
size of the second area.
[0040] Furthermore, it is expedient if in the case of a curve
radius between the second predefined curve radius and a first
predefinable curve radius the ratio of the size of the first area
to the size of the second area rises.
[0041] The problem with regard to the method is also solved by
means of the features of claim 30.
[0042] One exemplary embodiment of the invention relates to a
method for controlling a predictive cornering light with at least
one headlight with a pivoting means for the controlled pivoting of
the headlight, wherein a monitoring device is provided, which
monitors the roadway and/or lane in front of the vehicle and
generates roadway data, wherein a control unit is provided, which,
on the basis of the data of the monitoring device, drives the
pivoting means for setting the headlight for illuminating the
roadway and/or lane, wherein an area determination is performed
from the profile of the roadway data and by means of an auxiliary
line proceeding from the vehicle, on the basis of which the point
of intersection between the course of the roadway and the auxiliary
line is determined, which characterizes the pivoting angle of the
headlight that is used for driving the headlight.
[0043] In this case, it is advantageous if the pivoting angle is
defined as an angle between the auxiliary line and the vehicle
longitudinal direction.
[0044] Moreover, it is advantageous if the area determination is
effected in such a way that a predefinable ratio is achieved
between the first area between the auxiliary line and the roadway
course up to the point of intersection thereof and the second area
between the auxiliary line and the roadway course after the point
of intersection up to a predefinable distance.
[0045] It is particularly advantageous if the area determination is
effected in such a way that the ratio between the first area and
the second area assumes a predefinable value.
[0046] According to the invention it is advantageous if the area
determination is effected in such a way that the ratio between the
first area and the second area is 1:1.
[0047] The problem with regard to the lighting device is solved by
means of the features of claim 35.
[0048] One exemplary embodiment of the invention relates to a
lighting device comprising at least one headlight with a pivoting
means for the controlled pivoting of the headlight for controlling
a predictive cornering light, wherein a monitoring device is
provided, which monitors the roadway and/or lane in front of the
vehicle and generates roadway data, wherein a control unit is
provided, which, on the basis of the data of the monitoring device,
drives the pivoting means for setting the headlight for
illuminating the roadway and/or lane, in particular for carrying
out a method according to the invention.
[0049] One exemplary embodiment of the invention also relates to a
method for controlling a predictive cornering light with at least
one headlight with a pivoting means for the controlled pivoting of
the headlight, wherein a monitoring device is provided, which
monitors the roadway and/or lane in front of the vehicle and
generates roadway data, wherein a control unit is provided, which,
on the basis of the data of the monitoring device, drives the
pivoting means for setting the headlight for illuminating the
roadway and/or lane, wherein a first pivoting angle is determined
from the roadway data at a roadway point at a predetermined
distance in front of the vehicle, wherein a second corrected
pivoting angle is determined from the first pivoting angle
depending on the curve radius, said second pivoting angle being
used for driving the headlight. What is thereby achieved is that
the roadway or the lane in front of the vehicle is better
illuminated even during cornering.
[0050] In this case, it is advantageous in particular if the second
pivoting angle is reduced relative to the first pivoting angle by
means of the correction. In this regard, during cornering, the
light is better concentrated onto a region in front of the
vehicle.
[0051] It is particularly advantageous if the correction turns out
to be greater in the case of a smaller curve radius than in the
case of a larger curve radius. This means that in the case of a
smaller curve radius, that is to say in the case of a narrower
curve, the light is concentrated onto the region lying directly in
front of the vehicle more intensely than in the case of a larger
curve radius.
[0052] It is particularly advantageous if the first pivoting angle
is determinable by ascertaining, on the basis of the ascertained
roadway course or lane course, the point of intersection between
the roadway course or lane course and a straight line at the
predetermined distance, wherein the straight lane proceeds from the
current position of the motor vehicle. This brings about a
geometrical ascertainment between a line corresponding to the
course of the curve and a straight line which proceeds from the
vehicle and intersects the curve at a predetermined distance. A
first pivoting angle can be reliably determined therefrom and the
determination is independent of other reference data which might
not always be available according to the circumstances.
[0053] Moreover, it is expedient if the second pivoting angle is
determined in such a way that a straight line is determined, whose
point of intersection with the ascertained roadway course or lane
course is chosen in such a way that the resulting two areas between
the straight line and the roadway course or lane course up to the
predetermined distance assume a predefinable size ratio. In this
regard, from the geometrical determination of the first pivoting
angle on a corresponding basis a geometrical determination of the
second pivoting angle is derived, which can be carried out in a
simple manner.
[0054] In one preferred exemplary embodiment, the areas are of
identical size. A first limit value for a first pivoting angle
which has been found to be advantageous for small curve radii is
determined as a result.
[0055] In a further exemplary embodiment, however, it is also
advantageous if the size ratio is dependent on the curve radius. As
a result, a modulation of the pivoting angle depending on the
actual curve radius is carried out, which is advantageous in the
case of small curve radii.
[0056] In this case, it is particularly advantageous if an area
arranged nearer to the vehicle and an area further away from the
vehicle are formed, wherein the ratio between the sizes of the two
areas is chosen depending on the curve radius.
[0057] Moreover, it is expedient if, in the case of a first
predefined curve radius, such as, in particular, an infinite curve
radius, the first area is maximal and the second area is zero. A
first limiting case is thus definable.
[0058] Furthermore, it is expedient if, in the case of a second
predefined curve radius, the size of the first area is equal to the
size of the second area. A second limiting case is definable as a
result. Here, the second curve radius is smaller than the first
curve radius.
[0059] This is advantageous if in the case of a curve radius
between the second predefined curve radius and the first
predefinable curve radius the ratio of the size of the first area
to the size of the second area rises.
BRIEF DESCRIPTION OF THE DRAWINGS
[0060] The invention is explained in greater detail below on the
basis of at least one exemplary embodiment with reference to the
drawings, in which:
[0061] FIG. 1 shows a schematic view of a motor vehicle with a
lighting device,
[0062] FIG. 2 shows a diagram with a curve course for elucidating
the invention,
[0063] FIG. 3 shows a diagram with a curve course for elucidating
the invention, and
[0064] FIG. 4 shows a diagram with a curve course for elucidating
the invention,
[0065] FIG. 5 shows an illustration of a vehicle on a roadway with
a section as a model of a headlight light distribution,
[0066] FIG. 6 shows an illustration of a vehicle on a roadway with
a curve and with a section as a model of a headlight light
distribution,
[0067] FIG. 7 shows an illustration of a vehicle on a roadway with
a curve and with a section as a model of a headlight light
distribution,
[0068] FIG. 8 shows an illustration of a vehicle on a roadway with
a section as a model of a headlight light distribution, and
[0069] FIG. 9 shows an illustration of a vehicle on a roadway with
a section as a model of a headlight light distribution.
PREFERRED EMBODIMENT OF THE INVENTION
[0070] FIG. 1 shows a schematic view of a motor vehicle 1 with a
lighting device 2 for controlling a predictive cornering light.
[0071] The lighting device 2 has at least one headlight 3 having at
least one illuminant 4 to which a pivoting means 5 is assigned in
order to pivot the illuminant 4 in the headlight 3 and/or the
headlight 3 with the illuminant 4. In this case, pivoting of the
illuminant 4 in the headlight 3 and pivoting of the headlight 3
with the illuminant 4 are understood hereinafter synonymously as
pivoting of the headlight 3.
[0072] A pivoting means 5 is assigned to the headlight 3, which
pivoting means is drivable by a control unit 6 in order to be able
to pivot the position of the headlight 3 or of the illuminant 4 in
the headlight 3, in order to be able to set the angular setting of
the light emitted by the headlight 3.
[0073] A monitoring device 13 serves for monitoring the roadway 11
and/or the lane 12, said monitoring device being an optical
monitoring device, for example. The monitoring device 13 in this
case monitors the roadway 11 and/or the lane 12 and preferably
ascertains the current travelling trajectory 10 of the vehicle in
order to be able to set, e.g. to be able to pivot, the headlight or
headlights 3 by means of the respective pivoting means 5 in such a
way as to achieve an improved illumination of the roadway 11 and/or
the lane 12 in front of the vehicle 1.
[0074] In this case, the roadway 11 and/or the lane 12 are/is
preferably identified by recognition of road markings 14 by virtue
of the fact that the monitoring device 13 detects the road markings
14 in front of the vehicle 1 and the control unit 6 evaluates the
course of the road markings 14 in order to determine a course of
the roadway 11 and/or of the lane 12 in front of the vehicle 1 in
relation to the position of the vehicle 1, in order to determine
therefrom the pivoting angle .alpha., .beta. for the respective
headlight 3, and in order to set the respective headlight 3 with
regard to the determined pivoting angle .alpha., .beta. by means of
the adjusting means 5.
[0075] FIG. 1 illustrates three scenarios 15, 16, 17 for a setting
of a headlight 3 in the case of imminent cornering by the motor
vehicle.
[0076] The setting of the pivoting angle in accordance with
scenario 17 constitutes a setting of the pivoting angle for which a
first pivoting angle .gamma. is determined from the roadway data at
a roadway point 18 at a predetermined distance 19 in front of the
vehicle. Said first pivoting angle corresponds to the illumination
of the roadway up to the roadway point 18. This is sufficient for
roadways 11 or lanes 12 having a large curve radius. In the case of
a small curve radius, as shown in FIG. 1, however, a considerable
portion of the emitted light is guided past the roadway 12 or the
lane 12.
[0077] Therefore, a second corrected pivoting angle .gamma..sub.K
is determined from the first pivoting angle .gamma. depending on
the ascertained curve radius. Said corrected pivoting angle
.gamma..sub.K leads to the illumination scenario 15, in which,
although the roadway in front of the vehicle is illuminated better,
the roadway point 18 at the predefined distance is not reached.
This should be preferred, however, in the case of small curve
radii. In this case, a correction of the first pivoting angle
.gamma. is performed, which leads to a reduction of the pivoting
angle to .gamma..sub.K. This means that .gamma..sub.K is less than
.gamma. and a pivoting angle of .gamma. should thus be regarded as
an upper limit for the pivoting angle to be set, while
.gamma..sub.K represents a pivoting angle which should be regarded
as an upper limit for the setting. In this case, .gamma..sub.K is
the pivoting angle which is determined by the point 18 of
intersection of the straight line 20 from the vehicle 1 or from the
headlight 3 up to the trajectory 10 of the roadway 11 or lane 12 at
the predefined distance 19. In this case, the predefined distance
19 in the present exemplary embodiment is in the region of
approximately 65 m, although it can also be larger or smaller, such
as, for example, 50 m or 70 m, 80 m, 100 m or up to 200 m.
[0078] FIG. 2 elucidates this on the basis of a diagram 50. In this
case, the distance to the vehicle 1 is plotted on the x-axis and
the offset, that is to say the deviation with respect to the
straight line perpendicular to the direction of travel, is taken
into consideration on the y-axis.
[0079] In this case, the curve 51 represents the straight-ahead
curve extending in the direction of travel proceeding from the
motor vehicle. The curve 52 represents the ascertained and
predicted curve course of the roadway or of the travelling
trajectory. The curve 53 represents a straight line with pivoting
angle .gamma., in the case of which the straight line 20 forms the
point 18 of intersection at the predefined distance 19 by
intersecting the curve course 10.
[0080] The straight line 54 represents a straight line in the case
of a corrected pivoting angle .gamma..sub.K. In this case, the
pivoting angle .gamma..sub.K is less than the pivoting angle
.gamma.. In this case, the pivoting angle .gamma..sub.K is formed
such that the straight line 54 intersects the curve 52 in such a
way that the areas 55 and 56 formed between the straight line 54
and the curve 52 attain a predefinable ratio.
[0081] In the exemplary embodiment in FIG. 2, the ratio of the size
of the areas 55 and 56 is equal to 1, i.e. the area 55 is of the
same size as the area 56. The pivoting angle .gamma..sub.K is
correspondingly definable.
[0082] In a departure therefrom, it is possible to determine a
weighted pivoting angle .gamma..sub.G lying between the two
pivoting angles .gamma. and .gamma..sub.G. In this case, the
weighted pivoting angle .gamma..sub.G is determined by a weighting
of the curve radius being introduced from the corrected pivoting
angle. In this case, the ratio between the areas 55 and 56 is
chosen differently depending on the curve radius.
[0083] FIG. 3 elucidates this on the basis of a diagram 60. In this
case, the distance to the vehicle 1 is plotted on the x-axis and
the offset, that is to say the deviation with respect to the
straight line perpendicular to the direction of travel, is taken
into consideration on the y-axis.
[0084] In this case, the curve 61 represents the straight-ahead
curve extending in the direction of travel proceeding from the
motor vehicle. The curve 62 represents the ascertained and
predicted curve course of the roadway or of the travelling
trajectory. The curve 63 represents a straight line with pivoting
angle .gamma., in the case of which, in FIG. 1, the straight line
20 forms the point 18 of intersection at the predefined distance 19
by intersecting the curve course 10.
[0085] The straight line 64 represents a straight line in the case
of a corrected pivoting angle .gamma..sub.K. In this case, the
pivoting angle .gamma..sub.K is less than the pivoting angle
.gamma.. In this case, the pivoting angle .gamma..sub.K is formed
such that the straight line 64 intersects the curve 62 in such a
way that the areas 65 and 66 formed between the straight line 64
and the curve 62 attain a predefinable ratio of 1:1.
Correspondingly, the ratio of the size of the areas 65 and 66 is
equal to 1, i.e. the area 65 is of the same size as the area 66.
The pivoting angle .gamma.K is correspondingly definable.
[0086] In a departure therefrom, it is possible to determine a
weighted pivoting angle .gamma..sub.G lying between the two
pivoting angles .gamma. and .gamma..sub.G. The straight line 67
represents a straight line in the case of a weighted pivoting angle
.gamma..sub.G. In this case, the pivoting angle .gamma..sub.G is
less than the pivoting angle .gamma. but greater than the pivoting
angle .gamma..sub.K. In this case, the pivoting angle .gamma..sub.G
is formed such that the straight line 67 intersects the curve 62 in
such a way that the areas 68 and 69 formed between the straight
line 67 and the curve 62 attain a predefinable ratio which is a
function of the curve radius. As can be discerned in FIG. 3, the
ratio of the size of the area 68 to the size of the area 69 is
greater than 1, such as greater than 2 or greater than 3.
[0087] In this case, the weighted pivoting angle .gamma..sub.G is
determined by virtue of the fact that it is introduced from the
corrected pivoting angle by means of a weighting on the basis of
the curve radius. In this case, FIG. 3 elucidates the substantive
matter on the basis of an example with a small curve radius.
[0088] FIG. 3 elucidates the substantive matter on the basis of an
example with a large curve radius on the basis of a diagram 70. In
this case, the distance to the vehicle 1 is plotted on the x-axis
and the offset, that is to say the deviation with respect to the
straight line perpendicular to the direction of travel, is taken
into consideration on the y-axis.
[0089] In this case, the curve 71 represents the straight-ahead
curve extending in the direction of travel proceeding from the
motor vehicle. The curve 72 represents the ascertained and
predicted curve course of the roadway or of the travelling
trajectory. The curve 73 represents a straight line with pivoting
angle .gamma., in the case of which, in FIG. 1, the straight line
20 forms the point 18 of intersection at the predefined distance 19
by intersecting the curve course 10.
[0090] The straight line 74 represents a straight line in the case
of a corrected pivoting angle .gamma..sub.K. In this case, the
pivoting angle .gamma..sub.K is less than the pivoting angle
.gamma.. In this case, the pivoting angle .gamma..sub.K is formed
such that the straight line 74 intersects the curve 72 in such a
way that the areas 75 and 76 formed between the straight line 74
and the curve 72 attain a predefinable ratio of 1:1.
Correspondingly, the ratio of the size of the areas 75 and 76 is
equal to 1, i.e. the area 75 is of the same size as the area 76.
The pivoting angle .gamma.K is correspondingly definable.
[0091] In a departure therefrom, it is possible to determine a
weighted pivoting angle .gamma..sub.G lying between the two
pivoting angles .gamma. and .gamma..sub.G. The straight line 77
represents a straight line in the case of a weighted pivoting angle
.gamma..sub.G. In this case, the pivoting angle .gamma..sub.G is
less than the pivoting angle .gamma. but greater than the pivoting
angle .gamma..sub.K. In this case, the pivoting angle .gamma..sub.G
is formed such that the straight line 77 intersects the curve 72 in
such a way that the areas 78 and 79 formed between the straight
line 67 and the curve 72 attain a predefinable ratio which is a
function of the curve radius. As can be discerned in FIG. 3, the
ratio of the size of the area 78 to the size of the area 79 is
considerably greater than 1, such as greater than 2 or greater than
3.
[0092] In the relationship of the two FIGS. 3 and 4, it is
recognized that the points of intersection between the straight
lines 64 and respectively 67 and the curve 62 are at smaller
distances in relation to the points of intersection between the
straight lines 74 and respectively 77 and the curve 72. This means
that the respective pivoting angle .gamma..sub.K and .gamma..sub.G
is smaller in the case of a large curve radius than in the case of
a smaller curve radius.
[0093] The method according to the invention with its exemplary
embodiments addresses the problem of controlling the illumination
of the roadway and advantageously improving or even maximizing
it.
[0094] This improvement or maximization can be achieved in
accordance with the above exemplary embodiment. Moreover, this can
be achieved using other methods in accordance with the concept
according to the invention. The above-described method of area
equality can also be represented in more general form.
[0095] In this case, the basic concept involves taking into
consideration the headlight light distribution or an imaging of the
headlight light distribution on the road and adapting the position
thereof depending on the course of the road by rotation by means of
the ascertained adjustment of the pivoting angle and determining,
depending on the rotation, the actual pivoting angle which should
be subsequently be set.
[0096] In this case, a virtually perfect headlight light
distribution can be used or else, in order to be able to adapt to
the current requirements in respect of computation capacity and
memory space, an alternative also involves striving not for a
perfect representation of the headlight light distribution, but
rather only for a headlight light distribution which is
sufficiently accurate for the respective application. A model of a
headlight light distribution is correspondingly used.
[0097] This model of the headlight light distribution is adapted to
the course of the road proceeding from an initial model position by
rotation about a point in front of the vehicle or in front of the
respective headlight. The rotation axis provided is preferably an
axis perpendicular to the vehicle plane and/or roadway plane which
runs as a vertical axis through the rotation point.
[0098] How well an adaptation is present or has to be readjusted
can be determined by the measurement of the deviation between the
model of the light distribution and the roadway. In this case, the
deviation is intended to be as small as possible or minimized. A
pivoting angle can then finally be determined on the basis of the
resulting position of the model of the light distribution, that is
to say the optimum model position. This can be the angle between
the initial model position and the final or optimum model position.
In this case, it is expedient if the initial model position
corresponds to the headlight light distribution without
pivoting.
[0099] The minimization of the deviation can be effected in various
ways. For this purpose, firstly all partial deviations are
ascertained. A first minimization approach involves minimizing the
sum of all the partial deviations. If A(r) is the deviation
dependent on the rotation, than t.sub.1(r) to t.sub.12(r) are the
partial deviations associated with A(r). In that case,
min.sub.r=min A(r)=|.SIGMA..sub.k=1.sup.n|t.sub.k(r).parallel..
[0100] When taking account of symmetry it is expedient to minimize
a difference between a right-hand deviation and a left-hand
deviation. If tr.sub.1 to tr.sub.u are right-hand partial
deviations and tl.sub.1 to tl.sub.v are left-hand partial
deviations, then the minimum function is defined as min.sub.r=min
A(r)=|(.SIGMA..sub.k=1.sup.u|tr.sub.k(r)|-.SIGMA..sub.k=1.sup.v|tl.sub.k(-
r)|)|. In this case, it may be expedient for one side to be
weighted more than the other side. If W.sub.r, W.sub.1 are the
weighting factors for right and left, than the minimization
function is defined as min.sub.r=min
A(r)=|(W.sub.r.SIGMA..sub.k=1.sup.u|tr.sub.k(r)|-W.sub.1.SIGMA..sub.k=1.s-
up.v|tl.sub.k(r)|)|.
[0101] Besides the weighting factors for right and left, it is
furthermore possible to weight the partial deviations depending on
the distance. In this case, the distance can be ascertained as the
distance from the vehicle along the vehicle longitudinal axis or as
the distance to a central point in front of the vehicle or the
headlight. Preferably, the point then corresponds to the rotation
point. Therefore, if tr.sub.1(r,x) to tr.sub.u(r,x) and
tl.sub.1(r,x) to tl.sub.v(x) are then partial deviations dependent
on the distance x, w.sub.r(x) and w.sub.1 (x) are furthermore the
distance-dependent weighting function. The minimization function is
then defined as min.sub.r=min
A(r)=|(W.sub.r.SIGMA..sub.k=1.sup.u|w.sub.r(x)tr.sub.k(r,x)|-W.sub.1.SIGM-
A..sub.k=1.sup.v|w.sub.1(x)tl.sub.k(r,x)|)|.
[0102] The way in which the partial deviation are ascertained can
best be described on the basis of the respective models. In
general, it is possible to ascertain partial deviations on the
basis of differences. Curve differences, area differences and
volume differences can be taken into consideration in this case.
Furthermore, there is the possibility of investigating distances at
specific locations. One example would involve determining local
maximum distances.
[0103] The modeling of the headlight light distribution is
elucidated below. In a simplest form, this is a section model
describing the centroid position of the light distribution. The
length of the section is predefinable and can correspond to the
low-beam light range, for example.
[0104] FIG. 5 shows such a light distribution. The vehicle 81 is
situated on a roadway 80, wherein a headlight light distribution
proceeds from the headlights 82. Said headlight light distribution
is represented as line 83. The line 83 represents the
one-dimensional section as a section model, the lengths of which
section corresponds to the length of the actual light distribution,
for example on the roadway. However, it is also possible for the
length of the section to correspond to the length of the current
light distribution. As an initial model position, the section can
lie on a straight line in the direction of the vehicle longitudinal
axis, as is illustrated in FIG. 5, and that proceeds from the
current position of the vehicle. This can either occur from a
central position in front of the vehicle, see FIG. 5, or proceed
from a central position in front of the headlight 82.
[0105] In the case of a section model, the partial deviations can
be ascertained particularly well as an area determination between
the section 83 representing the light distribution and a curve 84
characterizing the roadway course or the lane course. In the case
of a roadway running straight ahead, the section 83 and the curve
84 coincide.
[0106] In the case of a curve course of a roads or roadway the
section 83 and the curve 84 characterizing the roadway course or
the lane course diverge from one another. A right-hand curve will
be considered as an example in FIGS. 6 and 7. In this case, a first
area 85 arises as an area between the section 83 and the curve 84
characterizing the roadway course or lane course up to the point 86
of intersection thereof and a second area 87 arises between the
section 83 and the curve 84 characterizing the roadway course or
lane course after the point 86 of intersection thereof up to a
predefinable distance. The latter preferably corresponds to the
length of the section 83. The two areas 85 and 87 are the two
partial deviations, wherein in the case of a right-hand curve the
first area 85 is definable as the right-hand partial deviation and
the second area 87 is definable as the left-hand partial deviation.
The situation would be correspondingly reversed in the case of a
left-hand curve; the first area 85 would be definable as the
left-hand partial deviation and the second area 87 would be
definable as the right-hand partial deviation.
[0107] Since a curve 84 can also be a multiply winding curve, such
as an S-curve, the number of areas of the deviation is not
restricted to two but rather can also be three or more. Further
ascertained areas are subsequently preferably defined iteratively
in each case as right-hand or left-hand partial deviation.
[0108] The curve can be, in particular, a polygon, a spline or a
clothoid. For determining the partial deviations it is also
possible to ascertain the area proportion on the left side and on
the right side of a travel envelope with respect to the
section.
[0109] A further embodiment variant for a model of a headlight
light distribution is an area model. In a simplest form, the area
model in this case is defined by the area 90 between a right-hand
delimiting ray 91 and a left-hand delimiting ray 92 up to a
predefinable distance 93. FIG. 8 shows such an area model,
illustrating the area 90 in three different positions. In this
case, the respective area 90 is represented as a triangular area
proceeding in front of the right headlight. In this way, a separate
pivoting angle can be determined for each headlight. However,
positioning in a central position in front of the vehicle, that is
to say between the two headlights, is also possible.
[0110] More complex areas 95 that better approximate the actual
light distribution than the triangular areas 90 shown can also be
used as a model. These areas 95 are then advantageously delimited
by at least one curve 96. One example of such an area 95 is
illustrated in FIG. 9.
[0111] The partial deviations can be determined by ascertaining the
area on the left and on the right alongside the lane. A further
possibility is to determine a deviation from a travelling
trajectory. In the case of a non-symmetrical area, it is
particularly advantageous here to consider a weighted symmetry for
the minimization, such that for example in the vicinity of the
vehicle on the left a larger deviation is desired than at a
distance. In this case, the weighting function can be chosen
depending on the course of the roadway.
[0112] In the most general form, the model is a volume model. It is
therefore defined three-dimensionally. The advantage here is that a
three-dimensional course of the roadway can also be taken into
account. For determining the partial deviations it is advantageous
here if firstly an intersection area is formed between the volume
and the three-dimensional roadway plane. Afterward, the area
proportions on the left and on the right alongside the lane on said
intersection area can then be determined as partial deviations.
Alternatively, the volumes on the left, on the right, above and/or
below the lane can be determined as partial deviations.
[0113] In this case, the upper partial deviations can be assigned
to the right-hand partial deviations and the lower partial
deviations can be assigned to the left-hand partial deviations for
a symmetrical minimization. Alternatively, it is also possible for
only the volume above the lane to be taken into consideration. In
the case of a symmetrical minimization, the volume can then be cut
into a left-hand partial deviation and a right-hand partial
deviation on the basis of a plane through the curve characterizing
the roadway course or lane course.
LIST OF REFERENCE SIGNS
[0114] 1 Motor vehicle [0115] 2 Lighting device [0116] 3 Headlight
[0117] 4 Illuminant [0118] 5 Pivoting means [0119] 6 Control unit
[0120] 10 Travelling trajectory, curve course [0121] 11 Roadway
[0122] 12 Lane [0123] 13 Monitoring device [0124] 14 Road marking
[0125] 15 Scenario [0126] 16 Scenario [0127] 17 Scenario [0128] 18
Roadway point [0129] 19 Distance [0130] 20 Straight line [0131] 50
Diagram [0132] 51 Curve [0133] 52 Curve [0134] 53 Curve [0135] 54
Straight line [0136] 55 Area [0137] 56 Area [0138] 60 Diagram
[0139] 61 Curve [0140] 62 Curve [0141] 63 Curve [0142] 64 Straight
line [0143] 65 Area [0144] 66 Area [0145] 67 Straight line [0146]
68 Area [0147] 69 Area [0148] 70 Diagram [0149] 71 Curve [0150] 72
Curve [0151] 73 Curve [0152] 74 Straight line [0153] 75 Area [0154]
76 Area [0155] 77 Straight line [0156] 78 Area [0157] 79 Area
[0158] 80 Roadway [0159] 81 Vehicle [0160] 82 Headlight [0161] 83
Section [0162] 84 Curve [0163] 85 Area [0164] 86 Point of
intersection [0165] 87 Area [0166] 90 Area [0167] 91 Ray [0168] 92
Ray [0169] 95 Area [0170] 96 Curve
* * * * *