(19) United States
`(12) Patent Application Publication (10) Pub. No.: US 2013/0258688 A1
`KALAPODAS
`(43) Pub. Date:
`Oct. 3, 2013
`
`US 20130258688A1
`
`(54) ADAPTIVE EXTERNAL VEHICLE
`LLUMINATION SYSTEM
`
`(75) Inventor: Dramos I. KALAPODAS, Rexville, NY
`(US)
`
`(73) Assignee: Dramos I. Kalapodas, Rexville, NY
`(US)
`
`(21) Appl. No.: 13/431,675
`
`(22) Filed:
`
`Mar. 27, 2012
`
`Publication Classification
`
`(51) Int. Cl.
`B60O I/04
`F2IV 700
`F2IV5/04
`F27. I3/04
`
`(2006.01)
`(2006.01)
`(2006.01)
`(2006.01)
`
`(52) U.S. Cl.
`USPC .......................................................... 362/.465
`ABSTRACT
`(57)
`-
`An asymmetric geometry headlamp for vehicular use is built
`as a multifaceted three dimensional body which has multiple
`light emitting devices (LEDs and/or laser emitters) installed
`on its angled facets, hence forming a multipurpose illumina
`tion apparatus within a single assembly which is designed to
`provide; a low beam with a wide illuminated area covering
`2PiSteradians, a high beam all position and signaling lights. A
`microprocessor based system runs real time, continuously
`adaptive control routines for day and night conditions and
`provides the electric signals necessary for the independent
`control of the luminous intensity, direction and color spec
`trum to each facet of the headlamp's LEDs (light emitting
`diodes) and for the high beam. Multiple photo-sensors, CCD
`or CMOS video cameras, position encoders and accelerom
`eters provide the feedback signals used in the automation of
`all lighting functions in a system designed to completely
`replace the manual actuation of lights on vehicles.
`
`200 - -
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`VWGoA EX1021
`U.S. Patent No. 10,894,503
`
`

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`Patent Application Publication
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`Oct. 3, 2013 Sheet 1 of 12
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`US 2013/0258688A1
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`Patent Application Publication
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`Oct. 3, 2013 Sheet 2 of 12
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`US 2013/0258688A1
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`ÅTEIINEISSW/ >HOSNE SO LOHCH CIN\/ CIET
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`Patent Application Publication
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`Oct. 3, 2013 Sheet 3 of 12
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`US 2013/0258688A1
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`NWOHS SÈIO LOEA A LISNE LNI HLINA ÅTEINESSV d'IWW/TOIV/EH WEIARIEAO
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`Patent Application Publication
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`Oct. 3, 2013 Sheet 4 of 12
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`US 2013/0258688A1
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`ROAD URNS
`AT
`VARABLE ANGLES
`\
`,
`
`
`
`
`
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`WEHICE 2
`-/
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`ROAD CENTERNE
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`UMNAON
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`INCOMING TRAFFIC
`ILLUMINATION PATERN
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`WARABE
`ANGLES
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`---
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`WEHICE-1
`
`FIG. 4
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`

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`Patent Application Publication
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`Oct. 3, 2013 Sheet 5 of 12
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`US 2013/0258688A1
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`SINGLE CARIUMINATION PATTERN - NOINCOMING
`TRAFFIC
`
`FORWARD
`LUMINATION
`PATERNS -
`
`a
`60m Mark -
`f //
`
`F.
`EF - SOE
`SMNAON
`PAERN
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`s
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`ILMINATION
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`30m Right Mark
`Visibility
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`WEHICLE
`
`FIG. 5
`
`

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`Patent Application Publication
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`Oct. 3, 2013 Sheet 6 of 12
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`US 2013/0258688A1
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`LEFT
`SHOULDER LINE
`
`MULTILANE TRAFFIC
`LLUMINATION PATTERN
`
`sHot SER LINE
`
`
`
`
`
`
`
`
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`LIGHT PATTERN
`ADJUSTED FOR
`FORWARD
`ILLUMINATION
`
`- LANE DIVIDER
`
`
`
`
`
`LIGHT PATTERN
`ADJUSTED FOR
`FORWARD
`ILLUMINATION
`
`SYMMETRIC
`RIGHT-LEFT
`ILLUMINATION
`
`WEHICLE-2
`
`
`
`SYMMETRIC
`RIGHT-LEFT
`ILLUMINATION
`
`VEHICLE-1
`
`FIG. 6
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`Patent Application Publication
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`Oct. 3, 2013 Sheet 7 of 12
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`US 2013/0258688A1
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`POWER ON
`RESET
`
`PHOTOSENSOR
`LEFT SIDE (USA),
`WIDECAM
`
`SELECTOR
`
`YES
`
`DAY
`CONDITIONS
`
`PWMTHRESHO
`SET FORDAY
`DRIVING
`
`PHOTOSENSOR
`RIGHT SIDE (EU),
`WOCAM
`
`PC 18 Microcontroller
`
`INPUT CONDITIONS
`
`OUTPUT
`
`MANUAL LIGHT CONTROL
`OW-HIGHBEAM
`AND SIGNALS
`
`- LIGHT INTENSITY
`- DRIVER INPUT
`- LIGHT SENSOR - LIGHT DIRECTION
`-ACCELEROMETER - LOW? HIGH BEAM
`
`
`
`
`
`
`
`
`
`TURN,
`FLASH, and
`REVERSE
`SIGNALS
`OUTPUT
`
`NO
`
`ALL LEDs AND
`HGHBAM
`'ON'
`PWME 100%
`
`YES
`
`
`
`
`
`
`
`
`
`REAPHOTOSENSORS
`LEFT for USA => LEFT LEDs = OFF
`RIGHT for EU = RIGHT LEDs OFF
`READ ACCELEROMETER
`
`
`
`
`
`INCOMING
`CAR HAS
`HGHBEAM
`
`YES
`
`
`
`RUNGHT
`CONTROL
`ALGORTHMS
`
`LIGHTS ON WHFTSE
`MINISH
`
`NO
`
`FIG. 7
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`

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`Patent Application Publication
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`Oct. 3, 2013 Sheet 8 of 12
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`US 2013/0258688A1
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`-45 Deg,
`
`
`
`
`
`LIGHT INTENSITY VECTOR REPRESENTATION FOR
`SINGLE CAR, NO TRAFFIC
`
`150-200
`
`300
`
`?
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`ROAD - TURNS
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`WAROUSANGES
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`MEDIAN NE
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`RG SOUDERNE
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`WECE
`
`

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`Patent Application Publication
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`Oct. 3, 2013 Sheet 9 of 12
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`US 2013/0258688A1
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`
`
`LIGHT INTENSITY VECTOR REPRESENTATION FOR
`INCOMING TRAFFIC
`
`150-200m
`Mark
`-
`
`WEHICLE 2
`
`60m
`
`2
`
`A.
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`ROAD - TURNS
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`
`45 Deg.
`
`85 Deg.
`40m Right Shoulder
`Visibility Mark
`
`
`
`MEDIAN LINE
`
`
`
`

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`Patent Application Publication
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`Oct. 3, 2013 Sheet 10 of 12
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`US 2013/0258688A1
`
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`Patent Application Publication
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`Oct. 3, 2013 Sheet 11 of 12
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`US 2013/0258688A1
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`
`
`light intensity vs. Angie of it
`miration
`
`iiigi Bear
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`

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`Patent Application Publication
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`Oct. 3, 2013 Sheet 12 of 12
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`US 2013/0258688A1
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`eative light itersity vs. Age
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`US 2013/0258688 A1
`
`Oct. 3, 2013
`
`ADAPTIVE EXTERNAL VEHICLE
`ILLUMINATION SYSTEM
`
`SUMMARY OF INVENTION
`0001. The fundamental ideas behind this application had
`risen out of the necessity to find a design solution for the
`complex subject of vehicular lighting devices which until
`present remain manually controlled with relatively poor per
`formance results in respect to the forward direction and
`around curve visibility, back-dazzle and incoming traffic
`blinding effects. This application comprises of a micropro
`cessor controlled headlight system providing adaptive output
`response of all illumination parameters as they are defined by
`luminous intensity, distribution of the luminous flux to
`needed to create the optimum road illumination patterns, by
`the direction of illumination as well as the necessity to change
`the emitters radiated spectrum for improved visibility and for
`signaling purpose. The control system is designed to auto
`matically respond to the external light conditions and relies
`on electronic feedback signals received from photo-sensors
`or video input, angular position encoders, accelerometers and
`other sensors which are aiding in the driver's action for lights
`Switching hence providing improved driving comfort and
`safety. National SAE and international ECE standards and
`regulations for installation and performance of motor vehicle
`lighting were followed in this design, as they are stipulated by
`the Federal Motor Vehicle Safety Standard No. 108 which
`also incorporates SAE technical recommendations for North
`America and Canada. These regulations require an asym
`metrical low beam oriented downward (low light on the left
`side of road) and a symmetrical narrow high beam focused
`slightly to the right side of the road.
`0002 This LED/Laser vehicle illumination system is
`designed as a headlamp? signaling headlamp that delivers a
`low beam of light, a high beam with reduced blinding effect to
`the opposite traffic and will provide colored (yellow/orange
`spectrum) direction signal lights or red for vehicular hazard
`warning signals. These functions are achieved with or without
`auxiliary emitter components by changing the emission spec
`trum of the already present LEDs situated on the Left and
`Right side of the headlamp assembly. The headlamp pre
`sented in this application is also equipped with upright light
`control to reduce back-dazzle while allowing for road sign
`reading, and will illuminate the curved roads ahead prior to
`engaging the turn and without diminishing the forward vis
`ibility and without involving the work of any electromechani
`cal motion devices. Unlike the traditional manual lights
`Switching from one beam state to another (low to high or high
`to low beam), the herein system introduces an adaptive light
`control principle which automatically adjusts its output
`parameters of luminous intensity and directivity as it is dic
`tated by input parameters of ambient light, the incoming
`traffic lights, the intended direction of travel or by the overall
`roadside illumination conditions. Voice activated light con
`trol functions may be implemented in the microprocessor
`firmware.
`
`INVENTION BACKGROUND
`0003. In the present market, the design of the vehicular
`(automotive) headlamps may be characterized by fixed emit
`ting fixtures presenting a fixed luminous intensity with uni
`directional orientation of the main light rays (vectors). The
`photoelectric characteristics of these headlamps are con
`
`trolled manually which in fact adds to the burden of night
`driving, increasing drivers response time to avoiding
`obstacles and reduces his perception in distinguishing shapes
`and the road topography due to the high contrast and penum
`bra effects created by Such static design concepts. Due to the
`Sudden change in road illumination intensity during high-low
`beam Switching, there are seconds of blindness following this
`action which have negative results in driving performance
`and had proven to be a source of accidents.
`0004 Some more advanced designs include mechanized
`headlamps which respond to the driver's change of direction
`and improve the side and curve visibility. Though, such head
`lamps are complex in their mechanical design, expensive to
`maintain or replace and have the main disadvantage of taking
`the front illumination and displacing it sideways which in
`final diminishes the forward illumination with unexpected
`results.
`0005. A view at the contemporary automotive control sys
`tems reveals that from navigation to brakes and many other
`driving or safety features are computer controlled while the
`vehicular illumination systems remain manually operated
`thus presenting a Subjective rigid design with limited perfor
`mance and presenting deficiencies which are no longer Suit
`able for a modem vehicle. Novel systems are demanded by
`the market and a unique solution is presented by this appli
`cation.
`0006 Experimentation with various geometrical shapes
`and angle of distribution of the light emitted by LEDs and
`LaserSources lead to the conclusion that an asymmetric appa
`ratus having a variable geometry that contains the emitting
`light sources positioned at predetermined angles produced
`the widest uniform illumination pattern which when indi
`vidually controlled in intensity and direction created the best
`overall illumination patterns in conformance with the vehicu
`lar illumination standards in effect.
`0007 Along with introducing the concept of angular dis
`placement of the light sources in five or more directions of
`illumination ex. Up/Down/Left/Right and the Center for a
`selective directional emission of light rays, the herein appli
`cation invokes an adaptive discrete control of light intensity
`and a Switching algorithm of emitters, individually and in
`groups for an efficient electric power management and omni
`directional dispersion of light which can be selectively ori
`ented.
`0008 Having a radiometric analysis of the light emitting
`Sources, the herein design saves electrical energy
`Watt Hour thus increasing light efficacy through the emit
`ters switching technique and through the PWM (Pulse Width
`Modulation) principles applied to each directional emitter
`module (Left, Right, Up, Down and Center modules). From a
`photometric point of analysis the PWM controls the light
`intensity of each emitter-module and relies on the feedback
`signal delivered by the photo-sensors or cameras which in
`turn assures a maximum luminous intensity Ilm in the driv
`ing direction after compensating for the incoming traffic and
`Surrounding light Sources. In effect, Such adaptive light con
`trol is designed to minimize the glare while enhancing the
`quality of the allover illumination and therefore limiting the
`negative effects of the eye's difficulty to adapt to sudden light
`intensity changes.
`0009. This invention is focused on reducing drastic
`changes in the illumination levels (as encountered when
`changing from high beam to low beam) and produces con
`stant illumination over the whole scene, issue not presently
`
`

`

`US 2013/0258688 A1
`
`Oct. 3, 2013
`
`addressed by any of the headlamp devices. Illumination levels
`over the scene produced by traditional sources can contain
`either insufficient or over illuminated portions, phenomenon
`associated with a corresponding decrease in human reaction
`time due to the inertial effect on the eye receptors recovery
`called the after image effect. A much wider area of illumina
`tion provided by this design facilitates early detection of
`obstacles thus limiting the long term driving stress.
`0010. By controlling the left and right fields of illumina
`tion this design prevents the formation of direct glare (the
`presence of a bright light in the visual field) to the incoming
`traffic.
`0011. Some of the most important features of the present
`asymmetrical geometry concept applied to vehicle head
`lamps are: a) wide area of visibility over the shoulder and over
`curved roads without the aid of motion devices, b) elimination
`of the scotoma effect on the eye by extending the visibility in
`critical Zones situated ahead and sideways.
`0012 Studies by Brebner and Welford, 1980 and Luce
`(1986) establish that the mean simple reaction (the acknowl
`edgement of visual stimuli but without including a physical
`response time) is approximately 190 ms, while Eckner et all.
`(2010) determines it to be 268 ms. The average time calcu
`lated for the mean simple reaction from these studies is aver
`aging at 229 ms, and it becomes even longer for images
`picked around the eye edges and at night time.
`0013 The human biological response time to light stimuli
`calculated from the moment of perception to the moment an
`image is created on the brain is called recognition reaction
`time and extends to approximately 384 ms, according to
`Eckner et. all study (2010).
`0014 If we consider that at the actual cruising speed of a
`vehicle is 65 MPH (or 104.6 Km/h) such vehicle will advance
`by a distance of 95.3 Ft (29.06 m/s) every second. Consider
`ing that the human recognition reaction time is approximately
`384 ms (or 0.384s), the distance the same vehicle will travel
`before the driver would have reacted to the visual stimuli is
`36.59 Ft (11.15 m). This is equivalent with driving blind for
`36.59 Ft, situation that could be only aggravated by a limited
`peripheral illumination delivered by the regular headlamp
`designs. An additional visual impediment is created by the
`fixed illumination field of the traditional headlamps which
`widely vary among manufacturers. Such negative effects are
`compensated for in this invention through the adoption of an
`adaptive illumination system that generates a wide view pat
`tern which is selectively adjusted in intensity and direction
`without compromising luminosity via restrictive geometrical
`or optical methods.
`0015 The herein design addresses all the functional
`parameters of a vehicular headlamp and improves the overall
`visibility by producing five (in this application) or more inde
`pendent adaptive illumination patterns, and extends the dis
`tance and angle of view through its automatic light intensity
`control which receives feedback from automotive ambient
`light sensors (ALS). The negative effects created by the time
`delayed human reaction is reduced in the herein design by
`constantly adjusting the forward and side illumination, hence
`allowing for early detection of obstacles which in turn results
`in a longer time to react and to higher road awareness with
`reduced driver fatigue. This invention proposes a multiple
`light emitting modules assembledon a number of geometrical
`facets of a headlamp, which are positioned at various angles
`measured from the center module/facet so that the light vec
`tors (300) of the central module/facet are oriented forward,
`
`the Left and Rightfacets vectors (200) are oriented sideways,
`and oriented downward for the Up and Down facets, as
`depicted in FIG. 8 (light vectors top view), and in FIG. 10
`(light vectors side view).
`0016. This headlamp and signaling system relies on pro
`prietary real-time microprocessor control routines, and a data
`acquisition unit running independent of the main vehicle
`computer and common interfacing is limited to displaying
`various functional states or malfunction of the illumination
`system on the vehicle monitor. A separate display monitor
`may be also provided for displaying the headlamp's opera
`tional status.
`
`DETAILED DESCRIPTION OF THE INVENTION
`0017 Constructive and Functional Objectives Pursued
`and Implemented by this Application
`0018. The main constructive and functional objectives of
`this application for which the claims are made, are enumer
`ated below:
`0.019
`a) To create a single physical asymmetric-geom
`etry body containing the automatic light emitting system
`LEDs/Laser, built as a headlamp assembly which is
`applicable to any type of vehicle (terrestrial, nautical or
`airborne) and providing for all the front illumination,
`direction signaling lights, distress signaling and also
`providing rear-end signaling and reverse driving light
`controls,
`0020 b) To automatically control the headlamp light
`intensity and direction in order to create an adaptive
`illumination system which responds to the environment
`illumination conditions, to produce a constant and uni
`form selective omnidirectional illumination over the
`whole scene ahead without high contrast Zones or pen
`umbra for increased visibility, reduced fatigue and to
`facilitate a faster driver response to encountered
`obstacles appearing in front and from the sides and com
`pensate for glaring sources of light,
`0021 c) Create a motion free, around the curve illumi
`nation with adjustable parameters of intensity and direc
`tion without the driver's intervention and without com
`promising the forward illumination,
`0022 d) To considerably reduce or eliminate the glare
`to the incoming traffic by automatically controlling the
`emitted light rays through reducing the intensity of the
`Left face/module (in right-side driving countries) or of
`the Right face/module (in left-side driving countries),
`0023 e) To provide automatic light intensity control
`between low beam and high beam levels with adjust
`ment for daytime driving conditions,
`0024 f) Allowing for selective change of the light spec
`trum of the emitters for best propagation in various
`atmospheric conditions (ex. worm white in fog condi
`tions),
`0.025
`g) Allowing for the change of the light spectrum
`of the emitters for the purpose of creating the yellow
`color used in direction change signaling and the red
`color used for distress signaling,
`0026 h) Seek the elimination of back-dazzle by auto
`matically controlling the upper illumination (cut off
`effect) in fog, rain, Snow or dust conditions without
`diminishing the road signs visibility,
`0027 i) Having the required changes for the Left or
`Right side driving countries easily selected by a hard
`wired switch,
`
`

`

`US 2013/0258688 A1
`
`Oct. 3, 2013
`
`0028 j) Automatic detection of sudden speed reduction
`by using accelerometers which will trigger the blinking
`distress red lights to alert the other drivers in order to
`avoid rear collision
`0029 k) Provide an automatic microprocessor control
`of the light beam vector characteristics of intensity and
`directivity independently controlled in five spatial direc
`tions (other number of spatial Zones may be considered);
`Front, Left-Right and Up-Down
`0030 l) Automatic adjustment Low to High beam with
`continuous variation of light intensity between levels,
`and progressive increased illumination as Surroundings
`go darker
`0031 m) Provide wide spatial area of illumination cov
`erage with constant photometric characteristics no pen
`umbra and no high/low contrast in the illuminated areas
`0032 n) Facilitate the conceptual principles leading to
`the design and construction of a novel, single light for
`reverse driving, having a wide angle 2Pi Sr. illumination
`with a centered video camera, and also containing infra
`red sensors for body detection with an alert for safe
`backup
`0033 o) Automatically control the light rays direction
`to illuminate the Left or Right curve inadvance by using
`accelerometer functions of detecting the motion in the
`X, -X plane perpendicular to the longitudinal axis of the
`vehicle,
`0034 p) To automatically start the distress lights when
`the vehicle encounter drastic deceleration as is detected
`by accelerometer(s) on its Y, -Y axis along direction of
`motion, (dY axis response along the travel course). The
`trigger limit may be set for speeds (v) below v=40 mph
`or any other limit and processed by a controlling ds/dt
`algorithm, (ex. distress lights are triggered by fast brak
`ing from speeds higher than 40 mp, or when Sudden
`stops occur),
`0035 q) By using the input from accelerometer sensors
`on its X, -X axis, the system response is directed to
`provide additional curve illumination when Left or
`Right turn is detected (dx axis motion detection) by
`increasing the light intensity vectors (200) at Left and
`Right modules/facets,
`0036 r) To maintain road illumination even during high
`Vertical Swings which will increase light intensity vec
`tors (200) at the Down module/facet, by using the Z, -Z
`Vertical axis signal of the accelerometer (dZ axis motion
`detection)
`0037 s) To integrate the use of infrared sensors and/or
`video camera located within the headlight assembly for
`enhanced detection and night vision of warm bodies
`003.8
`t). In extremely high incoming light conditions the
`high beam is increased in intensity for a selective front
`direction only hence aiding visibility mainly in the fron
`taland right direction while reducing driverblinding and
`guarantee Sufficient light conditions to continue driving
`in a safe manner
`0039 u) To facilitate easy integration with voice acti
`vated light commands given by driver
`0040 v) Providing a Manual override switch for emer
`gency or for system fail situations
`
`Construction Concept
`0041. This description explains the construction and the
`operational principles on which the claims are founded and is
`
`understood that such claims shall include any and all of the
`implicit theories, construction, technology and functionality
`as presented within this text.
`0042 An asymmetric geometry headlamp concept desig
`nated for vehicular external illumination was designed to
`produce light with adaptive parameters of luminous intensity
`and direction (the magnitude and the angle of the light vec
`tors) and to provide multiple modes of operation pertaining to
`direction change signaling, distress signals and security fea
`tures as it is introduced by this application. The asymmetric
`design of the light emitting system may be understood as a
`geometric body having the property to generate light in all
`desired directions by using arrays of emitting devices placed
`on its various Surfaces named facets or modules, which facets
`are situated at various angles in relation to each other so that
`the total illuminated area will cover a 2PiRadian solid angle.
`0043. The asymmetric geometry design of the headlamp is
`depicted in detail in FIG. 2 and FIG. 3, which guarantees the
`luminous effects and patterns contemplated in this applica
`tion as shown in FIG. 4, FIG. 5 and FIG. 6.
`0044) The shape of the headlamp is determined by the
`Surface area and the angular orientation of the respective
`facets which may be customized for every individual type of
`vehicle. The terminology further used within this text will
`make reference to facets when describing geometric con
`structive parts of the headlamp and will use the term module
`when referring to the whole assembly of the facet geometrical
`structure including the light emitting devices and their driver
`control circuitry viewed as an integral unit.
`0045. The design relies on the principle of dividing the
`vehicle illumination pattern into five or more independently
`controlled illumination zones as being defined by the five (or
`more) facets of the angular geometry of the headlamp body.
`Each facet of the headlamp is equipped with a multitude of
`LEDs and/or Laser emitters which are forming independently
`controlled Zones of illumination and signaling. All the illu
`mination parameters of intensity, directivity and spectrum are
`controlled by a microprocessor and no moving parts or actua
`tors are employed in the construction of this headlamp.
`0046. A series of photoelectric (ALS) and/or video sen
`sors produce the feedback signals used in controlling the
`intensity, directivity and color spectrum of the light patterns
`generated by the LED/Laser emitters.
`0047 A group of accelerometers and angular encodersen
`sors provide the feedback signals within the control loop
`addressing the sideway illumination, the direction change
`signals and also trigger the automatic hazard signaling.
`0048. A simplified schematic of the microprocessor con
`trol system and the connectivity to sensors, drivers and the
`light emitting device assemblies are shown in the block dia
`gram of FIG. 1.
`0049. A power supply regulator (105) receives the electri
`cal power from the vehicle battery (117) through the interme
`diary of a key switch (118) which may be electronic or
`mechanical, and regulates its Voltage and limits the current to
`the levels required by the control circuitry.
`0050. The control system is comprised of a microproces
`sor (102), clocked by an oscillator (116) and powered through
`the vehicle key (115). A series of sensors, namely represented
`by accelerometer/s and position encoder(s) (106), photo-de
`tectors and/or video cameras (104), are connected to the
`microprocessor control system.
`0051. A digital and analog microprocessor interface cir
`cuitry is represented by a series of signal conditioning ampli
`
`

`

`US 2013/0258688 A1
`
`Oct. 3, 2013
`
`fiers (113), analog to digital converters (112) and logic gates
`(114), are connected to the input/output or I/O Bus, (I/O 0 to
`I/O 3) providing the input feedback from photo-sensors and/
`or video cameras and the logic controls functions to the
`microprocessor.
`0052. The LED/Laser devices (103) are driven by Drivers
`(107, 108, 109, 110, 111) and are controlled by the logic
`Enable Bus (EN1 to EN5) which select the direction of illu
`mination namely Center. Up, Down, Left and Right, while the
`pulse width modulated bus PWM-Bus (PWM1 to PWM5)
`outputs the signals necessary to control the luminous inten
`sity of the emitting devices (103).
`0053. The light emitting devices (103) and photo-sensors
`(104) for the planar design (in this example) configuration are
`assembled on an asymmetric geometry printed circuit board
`depicted in FIG. 2 which contains the support and heat dissi
`pation structure (101) which is divided in five or more facets
`(Center, Up, Down, Left and Right in this example) each facet
`plane being situated at different angle in relation with the
`others as depicted in the top and side views. The angles of the
`Left, Right and Down facets are such oriented so that the
`normal light vectors (200) to each facet create a divergent
`direction of propagation of light rays which are meant to
`extend the field of illumination to the maximum of 2PiSr. The
`Upper facet is angled forward Such that its normal light vec
`tors (200) are convergent with the Center facet illumination
`vectors (300) in front of the vehicle and by such limiting the
`upper back-dazzle and reducing the glare effect.
`0054 The angle at which the headlamp facets are disposed
`are calculated accordingly to the emitting devices optical
`characteristic graph of luminous intensity (I) vs. theta angle
`(Degrees) and serve the purpose to generate a wide and uni
`form spatial light distribution pattern. The facets may be
`planar of curved to form a concentrator-reflector of a spheri
`cal, cylindrical, ellipsoidal parabolic, hyperbolic geometry,
`or of any combination thereof. These components are
`enclosed in a headlamp housing (120) which is protected by
`a transparent antiglare front cover. The interior Surface of the
`headlamp housing (120) is clad with a reflective substrate that
`captures the indirect rays of light and contains them within a
`limited frontal area.
`0055 Drawings in FIG. 2 and FIG.3 show the geometrical
`configuration of the five facet embodiment, the angle of dis
`placement of each facet in relation to the Center facet. The
`Left, Right and Down facets are tilted backwards so that a
`wide angle of luminous dispersion is obtained as shown in
`FIG. 3, by the divergent light vectors (200). The Centerfacet
`is designed as a light concentrator and may contain a reflector
`(122) of the shapes mentioned above, clad with a reflective
`coating and having a front lens (119) with a long focal point
`Such calculated to produce a fascicle of quasi-parallel rays
`(300) serving as a high beam when the PWM factor is
`adjusted above 90% duty cycle or is configured as a low beam
`when PWM factor is controlled to be at 60% or lower.
`0056. The lens (119) is optional and may be eliminated
`when high power Laser emitters requiring collimation, are
`used. The embodiment of the Central facet shown in FIG. 3
`contains a forward direction light lens (119) and a reflector
`body (122) with a center mounted reversed multifaceted pyra
`midal support (123) where the emitting devices areassembled
`on each facet of the pyramidal Support at Such angles so that
`the converging light vectors (300) are aligned in a quasi
`parallel disposition for the purpose of delivering a long/high
`beam with a low dispersion factor. LED and/or Laser emitters
`
`may be used in this design in which case a series of Supple
`mentary human protective methods would be invoked.
`0057 The Up facet(s) is tilted forward toward the symme
`try axis at an angle which is determined by the LED manu
`facturer's graph of Intensity (I) vs. angle IIf(Angle). Such
`that a uniform wide angle of luminous dispersion is obtained
`by Superimposing light fields from all emitters as it is shown
`in FIG. 10, by the divergent light vectors (200), which by
`projecting the light rays downwards creates a cut-offline that
`limits the glare for the incoming traffic but will not reduce the
`road sign visibility.
`
`Functional Principles
`0058. The flowchart in FIG. 7 describes the functionality
`of the microprocessor control system in accordance with
`driving conditions and the information received from mul
`tiple sensors.
`0059. At the time the contact key is inserted and turned in
`the first position, the lighting control system is energized and
`the microprocessor runs its register reset routine, checks the
`sensors output Voltage range and runs a calibration check
`program. The light/video sensors for left side and right side
`driving conditions are selected manually and depending by
`the If-Then YES condition a day time run routine is set for
`controlling the day light headlight intensity and turns on the
`position lights. Otherwise, when If-Then-NO, the micropro
`cessor runs its night time routine when the intensity and
`direction of illumination vectors are automatically controlled
`with feedback signals received from the light/video sensors
`and from accelerometers and/or position encoders. In case
`that incoming traffic is detected per FIG. 9, the left facet/
`module illumination vectors (200) for right-side driving
`countries, or the right facet/module illumination vectors
`(200) for the left-side driving countries are reduced in inten
`sity, while simultaneously the front facet/module reduces its
`intensity vectors (300) to low-beam standard. The rightfacet/
`module remains adjusted at its higher level intensity vectors
`(200) to guarantee a full field of