METHOD FOR CONTROLLING A VARIABLE LIGHT DISTRIBUTION

Abstract

A method for controlling variable light distribution of a headlight of a vehicle involves adjusting the light distribution relative to an intersection area when the intersection area is approached. The adjustment of the light distribution is updated depending on the distance of the vehicle from the intersection area.

Claims

1-10 (canceled)

11. A method, comprising: determining a distance between a vehicle and an intersection area; and controlling variable light distribution of a headlight of the vehicle by adjusting the light distribution relative to the intersection area when the vehicle approaches the intersection area, wherein the adjustment of the light distribution is updated depending on the determined distance of the vehicle from the intersection area.

12. The method of claim 11, wherein the adjustment of the light distribution starts from a predetermined limit distance of the vehicle from the intersection area.

13. The method of claim 11, wherein the adjustment of the light distribution comprises a dimming, dipping, or glare reduction of partial areas.

14. The method of claim 11, wherein the headlight is a pixel headlight.

15. The method of claim 14, wherein when the intersection area is a roundabout, at least a central area of the light distribution is dimmed or glare-free.

16. The method of claim 14, wherein a width or number of lanes of the road travelled on by the vehicle is also accounted for to adjust an extent of dimming or size of a dimmed area.

17. The method of claim 11, wherein the headlight is a static headlight.

18. The method of claim 17, wherein the adjustment of the light distribution involves dimming the headlight at a dimming rate that depends on the determined distance of the vehicle from the intersection area.

19. The method of claim 18, wherein the dimming rate follows a relationship of 1-1/d.sup.2, wherein d is the determined distance of the vehicle from the intersection area.

20. The method of claim 11, wherein GPS-based Advanced Driver Assistance System Interface Specification (ADASIS) data is used to analyze the adjustment of the light distribution or the approach of the vehicle to the intersection area.

Description

BRIEF DESCRIPTION OF THE DRAWING FIGURES

[0016] Here are shown:

[0017] FIG. 1 a schematic depiction of possible light distributions according to the method according to the invention when a vehicle approaches an intersection; and

[0018] FIG. 2 a possible light distribution when a vehicle approaches an alternative intersection area.

DETAILED DESCRIPTION

[0019] The depiction in FIG. 1 shows an intersection area 1 between a main road 2 and a crossing road 3. The intersection area is designed here as crossroads. An intersection area 1 in the sense of the invention could also be a mere junction on one side of the road 2, or as indicated in FIG. 2, a roundabout. Other intersection areas with roads not intersecting at right angles would of course also be conceivable.

[0020] A vehicle designated 4 is indicated on the road 3, waiting to cross or turn onto the main road 2. On the main road 2, a vehicle designated 5 is approaching, which is intended to be the ego vehicle 5 of the scenario depicted here. This ego vehicle 5 is shown in three different positions. In a first position, the ego vehicle 5 is labelled 5.1 and is shown at a distance d.sub.1 from the intersection area 1. The distance d.sub.1 is greater than a boundary distance do, which is also shown. The ego vehicle 5 in the position 5.1 has a light distribution 6, indicated with dots and designated 6.1. This light distribution 6.1 is the standard light distribution of the vehicle 5 with a so-called full beam. As long as the vehicle 5 is at a distance d from the intersection area 1 which, like the distance d.sub.1, is greater than the limit distance d.sub.0, this light distribution 6.1 is typically selected. From the limit distance do, which the ego vehicle 5 has already passed in its position 5.2, a modified light distribution, which is designated here as 6.2 and depicted hatched, is set. This takes into account the design of the intersection area 1 based on GPS-based ADASIS data. Depending on the distance d, which is designated as d.sub.2 in position 5.2, the light distribution 6.2 is adjusted such that the intersection area 1 is illuminated in the desired manner without dazzling other road users, such as the vehicle 4 in this case.

[0021] The light distribution 6.2 is dependent on the distance d between the ego vehicle 5 and the intersection area 1. If the ego vehicle continues to approach the intersection area, as indicated by the ego vehicle 5 in the position 5.3 indicated dot-dashed, the light distribution 6.3 remains, such that the illumination of the intersection area 1 always remains optimal at any distance d. Due to the distance-dependent influence of the light distribution 6.2 and 6.3 in the example shown here, which is specified below the limit distance d.sub.0 depending on the respective current distance d, an optimal illumination is thus always achieved. Furthermore, in particular when pixel headlights are used in the ego vehicle 5, the central area of the intersection, on which other road users 4 may be located, can be glare-reduced or, in particular when static headlights are used, dimmed. This glare reduction or dimming of the central section of the intersection area 1 is particularly important in the case of roundabouts as the intersection area 1. It can therefore be seen in the example of a roundabout in the depiction of FIG. 2, wherein, in addition to the ego vehicle 5 in a position at a distance d from the center of the roundabout, four other road users 4.1, 4.2 and 4.3 are also schematically indicated here.

[0022] As intersection areas 1, as depicted in FIG. 1, a distance-dependent dimming of the right and left full beam illumination areas can now take place when using a pixel headlight, as can be seen between the light distributions 6.1 at a distance d.sub.1 which is greater than the limit distance do in comparison to the light distributions 6.1 and 6.2. The following applies: the closer the intersection area 1 is, i.e., the smaller the distance d, the dimming becomes correspondingly greater. In addition to the distance, the width or number of lanes on the road 2 on which the ego vehicle 5 is moving is preferably also accounted for in the calculation of the parameters such as the extent of dipping and dimming.

[0023] When using a static LED full beam, this full beam is substantially only dimmed increasingly from the limit distance do onwards, wherein the dimming rate is specified by the mathematical relationship 1-1/d.sup.2 such that it changes accordingly depending on the distance.

[0024] With roundabouts, it is the case that, in a pixel headlight for generating the main beam, a distance-dependent dimming takes place, especially of the central illumination area, as indicated in the depiction in FIG. 2. In this case, the closer the ego vehicle 5 is to the roundabout as an intersection area 1, the larger the central glare-reduced area and the dimming rate become. In this case, the distance is primarily taken into account for calculating the extent of dipping and dimming rate parameters, wherein the width of the road 2 could also be taken into account here.

[0025] For a static LED full beam, dimming is also gradually applied to roundabouts as intersection areas 1 from a defined limit distance do, which is typically less than 100 m. Here again, the dimming rate depends on the distanced of the ego vehicle 5 to the roundabout as the intersection area 1 according to the formula 1-1/d.sup.2. This means that at large distances, it is not dimmed as much and at small distances, the light is dimmed all the more.

[0026] For both traffic situations, ADASIS data based on GPS, or in the future also Galileo, is used. In this way, dazzling traffic driving through the intersection at roundabouts, intersections and/or junctions as intersection areas 1 can be avoided accordingly by the automatic full beam or at least the risk of such dazzling can be reduced.

[0027] Although the invention has been illustrated and described in detail by way of preferred embodiments, the invention is not limited by the examples disclosed, and other variations can be derived from these by the person skilled in the art without leaving the scope of the invention. It is therefore clear that there is a plurality of possible variations. It is also clear that embodiments stated by way of example are only really examples that are not to be seen as limiting the scope, application possibilities or configuration of the invention in any way. In fact, the preceding description and the description of the figures enable the person skilled in the art to implement the exemplary embodiments in concrete manner, wherein, with the knowledge of the disclosed inventive concept, the person skilled in the art is able to undertake various changes, for example, with regard to the functioning or arrangement of individual elements stated in an exemplary embodiment without leaving the scope of the invention, which is defined by the claims and their legal equivalents, such as further explanations in the description.