United States Patent [19]
`Josié
`
`‘
`
`USOO57989I IA
`
`‘
`
`[11] Patent Number:
`[45] Date of Patent:
`
`5,798,911
`Aug. 25, 1998
`
`[54] AUTOMATIC LIGHT SYSTEM FOR MOTOR
`VEHICLES OF ALL KINDS AND A METHOD
`FOR CONTROLLING A LIGHT SYSTEM
`
`[75] Inventor:
`
`Ante Josié . Vrhovac l2/A. l0ooo
`Zagreb. Croatia
`
`[73] Assignee: Ante Josie. Croatia
`
`[21] Appl. No.: 521,541
`[22] Filed:
`Aug. 30, 1995
`[30]
`Foreign Application Priority Data
`
`FOREIGN PATENT DOCUMENTS
`
`France .
`Germany ,
`
`4/1973
`2.155.503
`A2357960 11/1973
`A2437585 11/1975
`Germany .
`A3110094 3/1981
`Germany .
`A35 45495 7/1987
`Gennany .
`A3834764 5/1989
`Gennany .
`3810840 11/1989
`Germany ,
`41 22 531 A l
`l/l9‘93
`Germany .
`A4225370 2/1994
`Germany .
`43 39 555 A 1
`15/1994 Germany .
`43 41 409 A1 6/1995 Germany .
`
`OTHER PUBLICATIONS
`
`Sep. 2, 1994 [DE]
`
`Gem'rany ........................ .. 44 31 332.2
`
`German Ot?ce action dated Man 20. 1995.
`
`[51] Int. Cl.6 ..................................................... .. B60Q 1/06
`[52] US. Cl. ............................... .. 362/66; 362/37; 36261;
`362/286
`[58] Field of Search ................................ .. 362/66. 72. 61.
`362/71. 40. 286. 287. 284. 80. 37. 277
`
`[56]
`
`References Cited
`
`U.S. PATENT DOCUMENTS
`
`4/1965 Kulwiec.
`3,179,845
`8/1988 Kretschmer et a1.
`4,768,135
`9/1989 Mjyauchi et a1. ..
`4,868,720
`9/1989 Hatanaka et a1.
`4,870,545
`1/1990 Matsumoto et a1. .
`4,891,559
`4,967,319 10/1990 Seko .................. ..
`5,191,530
`3/1993 Hussmann 6121. ..
`.. 362/71
`.. 362/72
`5,217,087
`6/1993 Ikegami et a1. .... ..
`5,426,571
`6/1995 Jones ....................................... .. 362/66
`
`.. 362/66
`.. 362/71
`.... .. 362/72
`.. 362/71
`.. 362/80
`
`Primary Examiner—'I‘homas M. Sember
`Attorney; Agent, or Firm—Murtha. Cullina. Richter &
`Pinney
`[5 7]
`
`ABSTRACT
`
`The invention relates to an automatic light system (ALS) for
`motor vehicles of all types. According to the invention the
`headlamp system is operated in such a manner that at every
`instant of the journey the minimum beam range does not
`drop below the instantaneous stopping distance (=brak1'ng
`distan0e+reaction distance) of the vehicle and the particular
`light intensity required is determined and set. This can be
`done for example by vertical pivoting of the headlamps or
`re?ectors. Furthermore. the beam direction is adapted to the
`instantaneous steering angle.
`
`10 Claims, 7 Drawing Sheets
`
`AUTOMATIC LIGHT SYSTEM ALS
`
`BASIC STAGES 1213,!
`MAIN SYSTEM
`FOO SYSTEM
`DOUBLE SYSTEM
`
`PART 1
`BEFORE START
`
`INFORMATION
`
`1 UNIVERSAL ROUTINE
`a UNIVERSAL ROU11NE
`:I UNIVERSAL ROUTINE
`AUXILIARY ROUTINE I
`AUXILIARY ROUTINE ll
`
`UNIVER. INFORMATION I
`EXTRA IN FORMATION I
`EXTRA INFORMATION II
`
`SYSTEMS
`VT
`
`PART I
`BEFORE START
`
`Page 1 of 16
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`US. Patent
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`05
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`000
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`1m
`'lll'llill
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`Aug. 25, 1998
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`
`Sheet 1 0f 7 1
`FIG.
`
`100
`
`40
`
`30
`
`De
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`F|G.2A
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`E
`
`F|G.13
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`320
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`~ 330
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`Page 2 of 16
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`

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`U.S. Patent
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`Aug. 25, 1998
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`Sheet 2 0f 7
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`5,798,911
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`Page 3 of 16
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`

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`U.S. Patent
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`Aug. 25, 1998
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`Sheet 3 of 7
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`5,798,911
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`F|G.5
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`Page 4 of 16
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`Page 4 of 16
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`

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`US. Patent
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`Aug. 25, 1998
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`Sheet 4 of 7
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`5,798,911
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`FIG.9A
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`FIG.9B
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`Page 5 of 16
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`

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`US. Patent
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`Aug. 25, 1998
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`Sheet 5 of 7
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`5,798,911
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`FIG.11
`
`B1
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`B2
`
`50 km/h '
`30m
`
`F|G.12
`310 \
`F_F'T_T
`30oL H
`000000000
`L o
`v 000000000 .____.__
`E
`0
`
`Dv
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`110
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`Page 6 of 16
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`

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`US. Patent
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`Aug. 25, 1998
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`Sheet 6 0f 7
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`5,798,911
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`3.0K
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`Page 7 of 16
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`

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`US. Patent
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`Aug. 25, 1998
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`Sheet 7 0f 7
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`5,798,911
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`FIG.16
`
`AUTOMATIC LIGHT SYSTEM ALS
`
`1234
`n.
`,2.
`W
`9E.
`\\ H
`
`mmmm
`55%.
`mmsm
`AHTS
`?YWE
`"3mm
`IE‘
`SIG
`
`8
`
`a.
`4,
`
`n. m
`
`PART I
`BEFORE START
`
`PROGRAMS
`
`INFORMATION
`
`[ AUXILIARY ROUTINE
`
`PART
`I
`
`EXTRA INFORMATION I
`EXTRA INFORMATION II
`
`1 UNIVERSAL ROUTINE
`2 UNIVERSAL ROUTINE
`3 UNIVERSAL ROUTINE
`AUXILIARY ROUTINE I
`AUXILIARY ROUTINE II
`
`PART
`II
`
`I
`
`UNIVER. INFORMATION I
`EXTRA INFORMATION I
`EXTRA INFORMATION ][
`
`SYSTEMS
`
`PARTII
`BEFORE START
`
`HT
`l____...
`
`ALS "SYSTEM 2+2"
`
`LNJ
`
`H
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`Page 8 of 16
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`

`
`1
`AUTOMATIC LIGHT SYSTEM FOR MOTOR
`VEHICLES OF ALL KINDS AND A METHOD
`FOR CONTROLLING A LIGHT SYSTEM
`
`5.7989] 1
`
`2
`conditions and the beam range and intensity at any moment
`of the journey corresponds to the safety requirements. even
`when the ambient conditions change.
`A further problem resides in making available an emer
`gency control for a light system.
`These problems are solved by an automatic light system
`and by a method for controlling a light system.
`With the novel scienti?c recognition. not recognised until
`this day. regarding the mutual ?xed and inseparable rela
`tionship between the beam length and the stopping distance
`of the vehicle. the inventor has arrived directly at the
`discovery which he de?nes once and for all ?nally in precise
`manner as:
`THE STOPPING DISTANCE OF A VEHICLE IS THE
`SOLE MEASURE WITH WHICH THE BEAM
`RANGE FOR THE VEHICLE CAN BE ASSESSED
`AND REGULA'I‘EDATANY'I‘IME OF ITS TRAVEL.
`According to the invention. in an automatic light system
`for motor vehicles the headlamp means is controlled via an
`adjusting means in such a manner that during the journey the
`minimum beam range automatically does not drop below the
`stopping distance of the vehicle.
`The inventor has an-ived at the fundamental recognition
`that the minimum illumination range (or minimum beam
`length or range) which a vehicle must have at every time
`during its travel must not drop below the length of its
`stopping distance at that same moment.
`This fundamental relationship established by the inventor
`may be expressed as a formula brie?y as
`
`minimum beam nmge=stopping distance.
`
`It is the inventor’s wish that this formula be referred to as
`“Mario formula”.
`Together with the known relationship that the stopping
`distance is made up of the sum of braking distance and
`reaction distance. the Mario formula de?nes for the ?rst time
`and universally for all types of motor vehicles the magnitude
`of the beam range (minimum beam range) which a vehicle
`must have at any instant during its travel. this formula being
`the sole necessary measure. The universality is substantiated
`by the fact that all vehicle-speci?c and driver-speci?c in?u
`ences and the in?uences of the environment are taken into
`account.
`The braking distance is made up of
`the speed.
`the type of vehicle. the weight. the type of tires. etc..
`the road condition (dry. wet. snow. ice).
`According to the invention. for all road conditions the
`braking distance is to be based on the fully laden vehicle
`with a normal braking (i.e. the respective longest braking
`distance; corresponding measurements can be carried out in
`simple manner by the vehicle manufacturers or other
`experts).
`The reaction travel is the distance which a vehicle covers
`between the appearance of an obstruction and the reaction of
`the driver to the obstruction at the instantaneous speed. It
`thus depends on the reaction time of the driver. which itself
`depends on whether the driver is an inexperienced driver or
`a professional driver. additionally depending on the modi
`?ed perception of the driver due to the particular visual
`conditions. For example. the reaction time for inexperienced
`drivers on a dry road in good weather is between 1.0 and 1.7
`see.
`For safety reasons. a time of 1.0 sec (for inexperienced
`drivers) is therefore de?ned according to the invention as
`minimum reaction time on a dry road with good visability.
`
`The invention relates to an automatic light system (ALS)
`for motor vehicles of all kinds and to a method for control
`ling a light system.
`In modern motor vehicle illumination or light systems
`there is a substantial de?cit due to the fact that generally a
`distinction is made only between dipped beam and main
`beam and accordingly only these two light modes can be set
`in vehicles.
`This has the following. in some cases dangerous. disad
`vantages:
`that the eyes of the driver become tired with the constant
`dipping and switching back to main beam.
`that other vehicles in?uence the driver’s perception by the
`operation of switching between dipped and main
`beams.
`that with the known vehicle light system road or terrain
`sections are illuminated partially too strongly or
`inadequately.
`that dazzling occurs from oncoming tra?ic.
`that adaptation to weather or road conditions is not
`possible.
`that the lighting stages are not adapted to the tra?ic and
`speed conditions. ie the dipped light is inadequate at
`medium speed whilst the illuminating range of the main
`beam is too great.
`The above enumeration itself shows that the conventional
`lighting system for vehicles in no way satis?es present-day
`safety requirements. An
`suggestion for improving
`vehicle lighting is provided by DEA-2357960. This publi
`cation proposes obviating the asymmetry of the headlamp
`beam when driving on fast roads by switching the usual
`asymmetrical dipped beam for fast driving such that the
`“asymmetrical component” being directed onto the centre of
`the road.
`It is known from DEA-2437585 to modify the position of
`the headlamps of a motor vehicle in dependence upon the
`speed. and in particular in poor weather or at high speed to
`switch on a longer-range lighting.
`DEA-3545495 also discloses a speed-dependent regula
`tion of the beam range. the aim in particular being to reduce
`the dazzling effect of other road users.
`Finally. attention is drawn to DEA-3834764 which
`describes a headlamp device for motor bicycles in which in
`dependence upon the vehicle speed and the handlebar rota
`tion angle the horizontal or vertical position of the headlamp
`re?ectors is adjusted to ensure adequate illumination of the
`road in curves.
`Admittedly. in these light systems the beam ranges or the
`lighting conditions are adjusted in dependence upon the
`speed; however. the inventor has recognised that this hardly
`or only inadequately improves driving safety. For he has
`recognised that the beam range and intensity which a vehicle
`absolutely needs at each moment of its travelling cannot be
`regulated solely with the speed.
`In contrast. the invention is based on the problem of
`providing a light system or a method for controlling a light
`system for motoring vehicles of all types in which the
`driving safety is increased. the light control is adapted to the
`capability of the human eye and the road in front of the
`vehicle is illuminated reliably and in optimum manner.
`A further problem resides in providing a light system in
`which the vehicle lighting is adapted to the road and weather
`
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`Page 9 of 16
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`5.798.911
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`3
`
`This gives
`minimum beam range-:stopping distance for a reaction
`time of 1 sec.
`maximum beam range=stopping distance for a reaction
`time of 1.7 sec.
`The maximum beam range (maximum illumination
`distance) indicates the beam distance or range which is
`required by the driver as a maximum at any instant of travel
`on dry roads with good visibility.
`Corresponding considerations apply accordingly to the
`respective different reaction times for other road/visibility
`conditions.
`For professional drivers. a minimum reaction time (dry
`road. good visibility) of about 0.4 see is de?ned. The
`maximum reaction time for professional drivers is so de?ned
`that it is in the same ratio to the minimum reaction time of
`the professional driver as is the maximum reaction time to
`the minimum reaction time for an inexperienced driver.
`Corresponding relationships apply to other road/visibility
`conditions.
`This means that the particular vehicle bearn range actually
`set always lies between the two extreme values and is
`de?ned by
`
`20
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`25
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`30
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`35
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`4
`Preferably. in a headlamp means according to the inven
`tion the re?ectors are made pivotal. that is horizontally
`and/or vertically. so that by the alignment of the re?ectors
`onto me road the illuminated area can follow curves at the
`same time and furthermore the beam range is adapted to the
`driving conditions. Alternatively. it is possible to make the
`entire headlamp. that is with reflector and bulbs. pivotal or
`also only to move the bulb accordingly. Combinations of the
`possibilities referred to above can also be implemented.
`According to the invention the beam range is adjusted
`completely automatically. as is the setting of the beam
`direction (horizontal de?ection) . The horizontal adjustment
`is always synchronised with the position of the steering
`wheel. either via the adjusting means or by a direct connec
`tion to the steering wheel.
`According to the invention the adjustments for the hori
`zontal position and the vertical position take place indepen
`dently of each other and completely separately.
`Fundamentally. the adjustment of the beam range and/or
`the beam direction should take place continuously; it is
`however also possible to adapt these parameters in steps. i.e.
`provide discrete values in suitable gradations.
`The inclination of an angle of a vehicle changes for
`example with the loading of the vehicle. If for example the
`boot is arranged at the rear of the vehicle the inclination
`angle increases with increasing loading of the vehicle. This
`applies correspondingly to di?erent load states of the
`vehicle.
`To determine the inclination angle of the vehicle an
`inclination angle pickup is preferably provided on the
`vehicle. Preferably. said piclmp determines not only the
`inclination angle of the vehicle with respect to the ground
`horizontal but the inclination angle with respect to the road
`surface. This is for example important when a vehicle is
`parked on a slope or the like. On the basis of the measure
`ments of the inclination angle pickup the beam range can be
`corrected. ?rstly before starting the journey (load state) and
`secondly during the journey. for example on sudden braking
`or acceleration manoeuvres.
`According to a further development of the invention a
`combination of main re?ectors and fog re?ectors or head
`lamps and foglamps may be provided which are controllable
`independently of each other. the fog re?ectors being adapted
`to the particular requirements under poor visibility condi
`tions. This leads to an unusual variety of adjustment possi
`bilities and also to optimum adaptation of the lighting
`conditions to the road and weather conditions. According to
`the invention. at the start of the journey the re?ectors or
`headlamps are set to an initial position which represents a
`minimum position below which other positions will nor
`mally not fall. The minimum position is de?ned for example
`in that it covers a beam range of up to 30 meters. which as
`a rule is su?icient for journeys within built-up areas. i.e. for
`speeds of about 50 km/h on a dry road with good visibility.
`Under different road/visibility conditions this distance of 30
`m represents a correspondingly di?erent speed.
`Since the beam range depends not only on the vehicle
`speci?c data (mounting height of the headlamps. illumina
`tion characteristics of the headlamps) but also on the load
`state. the minimum position is determined in dependence
`upon the signal of the inclination angle sensor.
`With the light system according to the invention and the
`method for controlling a light system according to the
`invention. in addition the stresses on the senses of the
`vehicle driver are reduced and minimised because the beam
`range is automatically and continuously varied and thus no
`sudden illumination di?erences occur during the journey.
`
`vehicle beam length=minimum beam range+R,
`R depending on the reaction times.
`The actual beam range (beam length) can thus also be set
`above the minimum beam range. in particular to a value
`between minimum beam range and maximum beam range as
`de?ned above.
`The relationships set forth above de?ne the fundamental
`outline conditions for determining the beam ranges of an
`automatic light system (ALS). and the person skilled in the
`art is thereby able by simple measurements to determine the
`exact numerical values for the various braking distances in
`dependence upon the vehicle data and the road conditions
`and for the reaction times in dependence upon the type of
`driver and visibility conditions.
`In addition to the linking of minimum beam range and
`stopping distance. according to the invention the beam range
`and the beam intensity are to form a unit. For the inventor
`has recognised that for each of the above visibility situations
`a separate speci?c light intensity is necessary and accord
`ingly the light intensity is adapted to the weather conditions.
`i.e. increased under poor visibility and reduced under better
`visibility. Also. the light intensity is to be adapted to the
`beam range so that with a short beam range no “overillu
`mination" occurs and with a long beam range no “underil
`lumination”. Accordingly. when the beam range increases
`the light intensity is increased and when the beam range is
`reduced the light intensity is correspondingly reduced so that
`the light intensities in the illuminated area remain substan
`tially constant.
`Together with the Mario formula this gives a guarantee
`that at any instant of their journey all vehicles have a beam
`range and intensity which is always adapted to the stopping
`distance and takes account of the visibility conditions.
`It is further achieved that on journeys in which the
`lighting is necessary the vehicle driver is always informed of
`the distance in which he is able to stop. In other: words.
`?rstly for his journey the beam range made available is
`always adequate and secondly he is given an automatic
`indication of the distance within which he can stop.
`Accordingly. the automatic light system according to the
`invention ful?ls two purposes. i.e. ?rstly the illumination of
`a (su?icient) distance and secondly the indication of the
`stopping distance.
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`Page 10 of 16
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`5.798.911
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`5
`Since the beam range is automatically set to the necessary
`value. dazzling. for example with oncoming tra?ic or driv
`ing in a queue. is largely avoided. in particular when the
`maximum beam range de?ned above is not exceeded.
`Furthermore. according to the invention it is possible for
`the vehicle driver to adjust the beam range between the value
`prede?ned by the stopping distance and the value prede?ned
`by the initial position de?ned above (minimum range).
`Preferably. the reduction of the beam range towards the
`initial position takes place at a minimum rate. i.e. when
`initiated by the vehicle driver the beam range is gradually
`reduced to a desired value. In contrast. the beam range is
`increased from a set value to the necessary value in as short
`a time as possible. Firstly. this subjects the eyes of the
`vehicle driver to relatively little stress (during the reduction)
`and secondly provides the necessary safety in that the
`minimum beam range (the necessary beam range) can be
`reset very rapidly.
`In addition. a special emergency control is provided
`according to the invention. The emergency control relates to
`the case of full braking due to an obstruction on the road. In
`this case the beam range is reduced from the instant at which
`the brake pedal is actuated onwards. down to the actual
`braking distance. This means that when the vehicle driver
`actuates the brake pedal to e?’ect a full braking the adjusting
`means reduces the beam range to the braking distance.
`Admittedly. this reduces the beam range. by the reaction
`distance; this is however of no consequence because at the
`instant under consideration the brakes have already been
`actuated and consequently the stopping travel is reduced to
`the braking travel. This has the advantage that possible
`obstructions such as pedestrians. animals or the like. are not
`dazzled by the vehicle. This is in contrast to known light
`control systems in which the beam range is increased in an
`emergency (DEA-3545459). It is however important to
`avoid dazzling pedestrians or dazzling wild animals; at the
`same time. after actuation of the brake pedal an indication is
`given to the driver within which distance be can stop.
`Examples of the embodiment of the invention will be
`explained with the aid of the attached drawings. wherein
`FIG. 1 shows a schematic illustration of a motor vehicle
`with the automatic light system according to the invention.
`FIG. 2 is a plan view and side elevation of a re?ector or
`lamp.
`FIG. 3 is an illustration of the illumination characteristics
`in extreme positions of the re?ectors.
`FIG. 4 explains the horizontal dipping technique accord
`ing to the invention.
`FIG. 5 is a schematic illustration to explain the beam
`range and direction.
`FIG. 6 shows an arrangement having two re?ectors.
`FIG. 7 is a schematic illustration to explain the beam
`width.
`FIG. 8 is an illustration to explain various light and
`re?ector forms.
`FIG. 9 shows a further re?ector form.
`FIG. 10 is a schematic illustration of a further re?ector
`form.
`FIG. 11 is an illustration of the illumination form.
`FIG. 12 is a schematic illustration of the entire system.
`FIG. 13 shows a variant of the operating panel.
`FIG. 14 is a schematic illustration to explain a universal
`program during the journey.
`FIG. 15 is an illustration to explain an emergency pro
`gram during the journey and
`FIG. 16 is a schematic illustration of the entire system.
`In the description of the invention the term “beam range”
`denotes the maximum distance which is illuminated by the
`headlamp system. i.e. the end point of the illuminated area.
`
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`FIG. 1 shows schematically a motor vehicle. in particular
`a private motor car 100. In addition to the usual operating
`and equipment elements. such as a headlamp system 70.
`steering. gearshift. engine. etc.. the vehicle 100 also has an
`input means 80. an adjusting or control means
`(multicomputer) 60 for the headlamp unit 70. a vibration
`sensor 10 and an inclination angle pickup 20. The control
`means 60 serves to control or regulate the beam range of the
`headlamp unit 7 0 and is connected to the input means 80. the
`vibration sensor 10. the inclination angle pickup 20 and the
`headlamp unit 70.
`The control means 60 continuously receives speed data
`Dv from a speed sensor 40 (i.e. via a rotary speed sensor.
`.-the tachometer. the drive unit. a separate measuring device
`or the like). Data Dl indicating the actual steering angle are
`sent to the control means via a steering angle pickup 30
`which can be mounted on the steering linkage itself or on a
`suitable component. for example a wheel. From ?xed preset
`data Df concerning the vehicle characteristics. such as type
`and tires. on which-the braking travel is dependent. together
`with data Ds on the road conditions and
`Dw on the weather conditions. which are entered via the
`input means 80 by the driver. the control means 60 deter
`mines in dependence upon the information Dv from the
`sensor 40 the optimum value for the setting of the re?ectors
`and/or the lamps 70 of the headlamp unit.
`In particular. via the signal D1 of the steering angle pickup
`30 the “horizontal position” of the headlamps is set in
`dependence upon the steering angle.
`The inclination angle pickup 20 serves to determine the
`inclination angle of the vehicle longitudinal axis (horizontal
`axis) to the road in order to be able to make the initial setting
`of the headlamp unit 70. as will be described hereinafter.
`The inclination angle pickup should not determine the
`inclination angle to the vertical. since when the vehicle is
`parked on a slope this would give an incorrect value. but the
`inclination of the horizontal axis of the motor vehicle to the
`road.
`Apart from the values of the aforementioned sensors.
`further parameters are decisive. in particular the braking
`distance of the vehicle depending upon the weight. the road
`conditions. the equipment of the vehicle. etc.
`As illustrated already in FIG. 1. the adjusting means 60
`acts on the re?ectors. An example of are?ector is illustrated
`in FIG. 2. FIG. 2 shows on the left side a plan view of the
`re?ector R which is pivotally mounted in the vertical direc
`tion about an axis 1-2. The right side of FIG. 2 shows the
`re?ector R in side elevation. Fundamentally. the re?ector has
`a conventional con?guration but is provided with a drive V
`for pivoting in the vertical direction. The lighting system
`preferably consists of at least two re?ectors which are
`arranged on the right and left side of the vehicle; in a motor
`cycle only one corresponding re?ector is provided.
`Of course. the re?ector drive V may be mechanical.
`?uid-operated. i.e. pneumatic. hydraulic or electrohydraulic.
`or may be electrically operated. the mechanical variant being
`however less advisable. The horizontal drive is not shown
`but can be con?gured accordingly. The horizontal drive is
`connected to the steering wheel. directly or via the steering
`angle pickup 30. and is consequently completely synchro
`nised with the steering wheel movement.
`FIG. 3 shows schematically the adjusting possibilities for
`a single re?ector or lamp.
`A is a plan view of a re?ector and shows the horizontal
`setting positions of the re?ector. a cenn'e position Mi (in
`which it is directed along the vehicle longitudinal axis). a
`maximum right position Re and a maximum left position Li
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`Page 11 of 16
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`5.798.911
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`35
`
`7
`which can be assumed by the headlamp or the re?ector R in
`dependence upon the angle lock of the steering wheel. Via
`the drive V the re?ector can be pivoted in in?nitely variable
`manner between the two extreme positions Re and Li
`depending upon the control by the control means. This
`adjustment is referred to hereinafter as “horizontal tech
`nique".
`Safety margins RI and RI (positions shown in black) are
`provided to ensure su?icient adjusting range even in all
`extreme positions.
`B and C are side elevations of the re?ector and show the
`re?ector R in a maximum downwardly inclined position Pk
`in which a minimum beam range is achieved. and in an
`upright position Pw in which a maximum beam range is
`achieved. Safety margins Rb and Ra are likewise provided
`for necessary manual adjustments. Here as well the control
`of the position of the re?ectors is e?ected in in?nitely
`variable manner by the control means 60 between the two
`maximum positions. These adjustments are referred to here
`inafter accordingly as “vertical technique”.
`It should be emphasised here that basically the vertical
`technique and the horizontal technique are independent of
`each other. i.e. the vertical and horizontal adjustments take
`place separately of each other.
`The illustrations D and E are schematical illustrations of
`front views of the re?ector in various adjustment positions.
`The curves denoted by reference numerals result from the
`following combinations:
`Re with Pk: Circle 210
`Li with Pk: Circle 220
`M with Pk: Ellipse 200
`M with PW: Circle 230
`Li with Pw: Ellipse 240
`Re with Pw: Ellipse 250
`In conventional technique in which the horizontal posi
`tions of the re?ectors are not adjustable. the road is not
`illuminated in optimum manner in curves. This is made clear
`by the illustration of FIG. 4. The illumination cone 400 of a
`vehicle 21 is directed on to the oncoming lane and can
`therefore dazzle oncoming tra?ic. The illumination cone
`400' of the vehicle 11 illuminates the area lying adjacent the
`road. In contrast. by employing the horizontal technique the
`illumination cone is varied in accordance with the steering
`angle and consequently according to the invention the
`illumination cones 300. 300' result for the vehicles and the
`road is illuminated in optimum manner without dazzling
`oncoming tra?ic.
`The system described so far operates as follows:
`Before starting his journey via the input or operating unit
`80 the driver introduces data into the system. that is a) on the
`road conditions (dry. wet. snow. ice). b) on the visibility
`conditions (I: good. H: average as in rain or mist. I11: poor
`as in fog or heavy snowfall).
`This information is stored as data Ds and Dw in the
`control unit. On the basis of the signals of the vibration
`sensor 10 the control means determines in an auxiliary
`routine I whether the (stationary) vehicle has come to rest
`(the passengers have taken their seats and the load is in
`place). If this is the case the control means determines in the
`auxiliary routine I the inclination angle of the vehicle to the
`road and adjusts an initial position (that is a predetermined
`minimum beam range) for the vertical technique. This
`completes the initialisation of the automatic light system in
`the auxiliary routine 1.
`During the journey. from the ?xed data Df on the vehicle.
`the entered data Ds. Dw on the road and visibility conditions
`
`8
`and the data Dv of the speed sensor. the control means
`continuously determines in a universal routine I the momen
`tarily necessary minimum beam range in accordance with
`the stopping travel and sets this range via the vertical
`technique proceeding from the initial position or from the
`last existing position. Correspondingly. on the basis of the
`data D1 of the steering angle pickup 30 the beam direction
`is set via the horizontal technique.
`These operations are illustrated in FIG. 5. During the
`journey. via the vertical technique (V) the minimum beam
`range L is continuously and in?nitely variably increased
`(arrow+) or reduced (arrow—) in accordance with the instan
`taneous speed. and with the horizontal technique (H) the
`beam direction is adjusted in accordance with the steering
`angle between the two maximum positions Re and Li.
`During the execution of the universal routine I. the
`inclination angle is continuously monitored in accordance
`with the auxiliary routine I. If the auxiliary routine detects
`a change of the inclination angle. i.e. on sudden bralcing or
`acceleration. the auxiliary routine adjusts the position of the
`re?ectors in accordance with the modi?ed inclination angle.
`Although it is assumed in the above illustration that the
`settings can be made in in?nitely variable manner. it is of
`course possible to conduct the settings in smaller steps
`provided that the steps satisfy the requirements regarding
`minimum beam range and beam direction; such discrete
`settings are to be covered by the term “in?nitely variable".
`To permit optimum adaptation of the illumination to the
`weather conditions. preferably a light system having two
`lamps or re?ectors per vehicle a side is employed (system
`2+2).
`FIG. 6 shows a plan view of a combined headlamp with
`a main re?ector H (or lamp) and a fog re?ector N (or lamp).
`The two re?ectors are arranged on horizontal vertical pivot
`axes 1-2. 1'-2‘ and are adjusted independently of each other
`as regards the beam range. Between the re?ectors H and N
`a clearance A is provided so that the re?ectors cannot strike
`against each other.
`It is of course also possible to arrange the lamps (or
`re?ectors) in a dilferent manner. for example vertically one
`beneath the other. The observations made on the individual
`re?ector apply accordingly to the adjustment of the beam
`range and beam direction and consequently further descrip
`tion is not necessary.
`The main and fog re?ectors are used in accordance with
`the previously mentioned visibility conditions; in stage I
`(good visibility) only the main re?ectors are used. In stage
`11 (average visibility) the main re?ectors are activated but
`are left in their initial position and only the fog re?ectors are
`operated in vertical technique. In stage 111 (poor visibility)
`both the main re?ectors and the fog re?ectors are operated
`in the manner according to the invention.
`FIG. 7 schematically shows variation of the beam width.
`The beam width of ?xed part 1 of the vehicle light (line F=30
`m) is narrowed to a minimum. which is possible due to the
`horizontal movement; the beam width is adapted. with a
`?xed re?ector angle. to the road category and with respect
`to road security. in particular to a necessary width Bmin and
`occasionally a supplement (+).
`By the form of the re?ectors and the vertical technique. it
`is achieved that the end line of the vehicle beam range can
`be con?grred in any desired form. For example. FIG. 8
`shows the dependence of the form of this end line on the
`re?ector form for three different cases: A rounded. B
`straight. C stepped (asymmetric). In particular in the case of
`asymmetry it must be ensured that only the vehicle’s own
`lane is illuminated because otherwise dazzling could occur
`due to t