US006144158A
`6,144,158
`[11] Patent Number:
`(15
`United States Patent
`Beam
`[45] Date of Patent:
`*Nov. 7, 2000
`
`
`[54] ADAPTIVE/ANTI-BLINDING HEADLIGHTS
`
`[75]
`
`Inventor: Norman E. Beam, Charlottesville, Va.
`
`[73] Assignee: Sensci Corporation, Alexandria, Va.
`
`[*] Notice:
`
`This patent issued on a continued pros-
`ecution application filed under 37 CFR
`1.53(d), and is subject to the twenty year
`patent
`term provisions of 35 USC.
`154(a)(2).
`
`5,171,082 12/1992 Watanabe veccccsesscsssssssseeeee 362/61
`5,329,206
`7/1994 Slotkowskietal.
`. 315/159
`
`7/1994 Marois wccceccecsesssesesessereterceesees 315/82
`5,331,251
`SB5L15L
`9994 LEVY reccccscssssssssssssscssccscceseescen 359/240
`... 362/66
`5,469,340
`11/1995 Heizmann.......
`
`8/1996 Schofield et al... 359/604
`5,550,677
`5,694,182 12/1997 Milsuoka el al. cccsssssssssssseceeeeee 349/1
`5,796,094
`8/1998 Schofield et al. sss 250/208.1
`
`Primary Examiner—David H. Vu
`Attorney, Agent, or Firm—Jones, Tullar & Cooper, PC
`(57]
`ABSTRACT
`5
`
`[21] Appl. No.: 08/744,312
`[22]
`Filed:
`Nov. 7, 1996
`This invention relates to the production of a beam of light
`B60Q 1/02: HOSB 37/02
`[51]
`Int. C1.7
`comprised of many microbeams, controlled by incoming
`pe :
`>.
`i Field of Search
`315/82; eeee radiation, employing a sensor to determine the location of
`
`7
`349/56; 315/363, 76, 77, 82:G8S0084
`mation to control the intensity, and/or the angular position,
`of one or more narrow-angle microbeams, which are part of
`References Cited
`a large number of beams comprising the overall output
`beam.
`U.S. PATENT DOCUMENTS
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`:
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`,
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`:
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`light sources forward of the apparatus and using that infor-
`
`[56]
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`5,065,288
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`11/1991 Broggelwitth oo... eeeseeeeeee 362/61
`
`6 Claims, 7 Drawing Sheets
`
`lO]
`
`Mercedes EX1005
`U.S. Patent No. 11,208,029
`
`Mercedes EX1005
`U.S. Patent No. 11,208,029
`
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`6,144,158
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`1
`ADAPTIVE/ANTI-BLINDING HEADLIGHTS
`
`BACKGROUND OF THE INVENTION
`
`1. Field of the Invention
`
`The present invention generally relates to a method and
`apparatus for automatically reformatting the pattern of a
`beam from a light source to prevent it from illuminating
`certain areas in the vicinity of a light forward of it; more
`specifically,
`to a headlight with an output comprising a
`multiplicity of microbeams projecting a composite beam of
`light in the forward direction, whereby the direction of an
`incoming beamof light impinging onthe forward projecting
`headlight will be sensed by sensors controlling the indi-
`vidual microbeamsto darken those microbeams that would
`
`otherwise illuminate arcas near to the source of the imping-
`ing beam, thus eliminating the blinding of a driver in an
`oncoming vehicle, while continuing to provide intense for-
`ward illumination.
`
`2. Description of the Prior Art
`Oneof the problems exhibited by cxisting headlights lics
`in the fact that the headlight operates in only one of two
`modes,either as a “high beam”or as a “low beam.” A driver
`on an open road who sees no oncoming vehicles’ headlights
`or preceding vehicles’ taillights will usually operate the
`headlights on the high beam setting. As another vehicle is
`overtaken or is approaching,
`the driver will switch the
`headlights to the low position. This is required by law, as
`well as by common courtesy and good sense, to reduce the
`possibility that other drivers will be dazzled by the light.
`There have been automatic systems to relieve the driver of
`the task of switching the modes.In cities, and on busy rural
`roads, the driver may never be able to switch to high beams,
`and, thus, will be driving with a handicap at all times.
`There are numerouspotential problems with the arrange-
`ment described above.First, the driver mayfail to switch to
`low beamsthrough neglect, absent-mindedness, or caprice.
`This causes the drivers ahead, whether they are leading the
`car being described or are approaching,
`to be dazzled.
`Second, even if the driver does switch his lights to low
`beam, the drivers forward of him may still be dazzled on
`occasion. Some of those whoare especially sensitive may
`find that the light from even properly operating low beams
`causes them discomfort and reduces their ability to see at
`night. Glare is a particular problem with certain classes of
`drivers; ¢.g., the elderly. Third, when a car is not level, as
`whenit is overloadedin the rear or when itis cresting a hill,
`the central rays of the beamsof its headlights are raised or
`lowered with respect to the road’s surface and may cause
`glare even to a driver with normal vision. Fourth, headlights
`on automobiles frequently are misaligned either because of
`a slight jar or bump, or simply because vibrations of the
`vehicle shift their adjustments.
`From the driver’s perspective, the low beam’s illumina-
`tion is often so dim that it is difficult to see street signs,
`terrain features, obstructions or potholes in the road, even
`pedestrians, bicyclists or animals. Yet under many
`circumstances, it is impossible to use the high beams, even
`momentarily, without causing problems to other motorists.
`Attempts to solve these problems havefallen into several
`categories: Systems thal sense oncoming headlights and
`cause the automobile with the system to switch to the low
`beam mode; systems which attempt to control the intensity
`profile of the beam by using a reflector or lens shaped to
`control the output beam in some predetermined way; sys-
`tems to move the headlamps in response to changes that
`occur to the automobile on which they are mounted; e.g., a
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`tilt sensor used to determine whether loading causes the
`headlights to point skyward controlling a servo to change the
`elevation angle of the lamps, movement of headlight beams
`in response to changes in the vehicle’s steering mechanism,
`etc.; and systems which employ polarizers in the headlight
`and a cross polarizer in the windshield.
`However, these heretofore known devices have exhibited
`the following problems and shortcomings:
`(a) Automatic headlight dimming devices are well known
`in the art. For example, the device described in US.
`Pat. No. 5,329,206 addresses the issue of driver for-
`getfulness or inattention, but fails to deal with the other
`problemslisted above.
`(b) Controlling of the shape and direction of the headlight
`beamsis generally taught in U.S. Pat. Nos. 5,065,288;
`5,171,082; and 5,469,340; but all are passive devices
`which shape the beam(s) in a predeterminedprofile that
`is expected to cause the fewest problems to the oncom-
`ing drivers under a variety of circumstances. This is a
`compromise, at best, between reducing glare and pro-
`viding enoughlightto the driver for adequate visibility.
`Moreover, under many conditions, the driver ahead is
`not in the area of reduced light intensity, such as when
`on an uneven surface, whenthe driver fails to lower the
`beams, or when there is a misalignment of the head-
`lamps mounted on the car.
`(c) Still another apparatus that steers the overall beam
`downward or upward is described in U.S. Pat. No.
`5,331,251 whereby the elevation angle of the hcead-
`lights is changed in response to variations in vehicle
`attitude. This is accomplished by sensing its headlight
`reflections from the road. Even though it can some-
`limes compensate for changes in loading, spring sag,
`and the like, depending on the positions of the sensed
`portions of the roadway, it may not correctly sense the
`change in effective beam position that occurs when
`cresting a rise on a wavyroad. In fact, examination of
`the mode of operation suggests that, in some cases, it
`may even exacerbate the problem for the oncoming
`driver.
`
`(d) A polarization approach has been advanced as a
`solution to at least some of the described problems,
`which requires the driver to wear polarized spectacles
`or to have a polarized windshield. This will reduce the
`intensity of the visual clues one receives from ambient
`light along with the reduction in headlight glare. Imple-
`mentation would require that all vehicles and/or drivers
`be equipped with some type of polarizing means, which
`would be highly impractical.
`SUMMARY OF THE INVENTION
`
`The instant invention solves all of the enumerated prob-
`lems by automatically sensing the presence and location of
`headlights and taillights ahead of the car on which it is
`mounted. It will then control the light output of a group
`selected from a multiplicity of narrow angle beams
`(microbeams) which comprise the overall headlight beam
`pattern. By controlling an area determined by analyzing the
`position of the lights sensed ahead,the area of the beam that
`would dazzle the driver w ill be darkened, while maintaining
`fall intensity elsewhere. This can be done for any numberof
`vehicles that fall in the headlight beam pattern. The sensor
`will be co-located with the light source so that errors in
`alignment are automatically compensated. The resulting
`intensity that the leading or the oncoming driver would see
`can be made to be significantly less than with current low
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`6,144,158
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`3
`beams, although enough brightness would remain to enable
`the driver approaching the car with the improved system to
`locate it.
`
`Moreover, it is obvious that such a light is not limited to
`automotive applications. Clearly,
`it would be useful
`in
`marinelighting, and alsoin certain fixed lighting where, say,
`a spotlight was to be aimed downa driveway,etc.
`Accordingly, several objects and advantagesof this inven-
`tion are to provide greatly improved safety and comfort to
`the motoring public, in particular, and to others who may be
`affected by them by providing the driver of an automobile
`equipped with the instant
`invention with a far brighter
`headlight beam while simultaneously protecting the drivers
`of all vehicles ahead from being dazzled by the light.
`A further object of the present invention is to provide the
`benefit of reduced glare to drivers of automobiles whetheror
`not
`their vehicles are cquipped with the Adaptive Anti-
`Blinding Headlights (AABH) system.
`Yet another object of the present invention is to provide
`enhancedvision to the driver of a vehicle equipped with the
`Adaptive Anti-Blinding Headlights system through a much
`higher brightness beam in the areas which do not dazzle the
`drivers ahead.
`
`Another object of the present invention is to provide an
`illuminaire that can be used in a fixed location to illuminate
`
`an area where vehicles are present to accord them the same
`glare reduction cited above.
`Still another object of the present invention is to provide
`the driver with a system that usually needs no intervention
`to manually dim or restore the bright
`light mode. (An
`override could be provided to allow the driverto activate the
`high beamsto signal anotherdriver orin the case of a failure
`of the AABHsystem.It will also be possible to manually
`lower the beams for conditions like rain, snow, or fog, and
`again, as a backup in case of ABC system failure.)
`The primary advantage of the present invention over the
`priorart is that it produces a beam ofhigh intensity light that
`enables the driver to see more clearly at night, while
`simultaneously protecting drivers in front from dangerous
`glare. This will contribute to the safe operation of both the
`AABH-equipped vehicle and others ahead, whether so
`cquipped ornot. It will also increase the comfort of drivers
`of all vehicles involved.
`
`BRIEF DESCRIPTION OF THE DRAWINGS
`
`FIG. 1 illustrates the overall system concept of an Auto-
`matic Beam Control System in accordance with the present
`invention;
`FIGS. 1A and 1B dilustrate an oncoming vehicle and a
`vehicle being followed, respectively, within the range of an
`imaging sensor in the control system of FIG. 1;
`FIGS. 1C and 1D illustrate areas of reduced illumination
`produced by the control system of FIG. 1;
`FIG. 2 illustrates the component layout of an Automatic
`Beam Control system;
`FIG. 3 illustrates the same concept as FIG. 2, except that
`the imaging sensor is replaced by an optical or radio
`frequency radar sensor;
`FIG. 4 illustrates the same concept as FIG. 2, except that
`the light source and the spatial light modulator are replaced
`by an array of individually controlled light sources;
`FIG. 5 is a top view of an Automatic Beam Control
`module, with an illuminator comprising a lamp with spatial
`light modulator;
`
`4
`FIG. 6 is a top view of an Automatic Beam Control
`module, with an array of light sources;
`FIG. 7 is a block diagram of a controllcr, where there is
`showncircuitry and its relation to a sensor anda spatial light
`modulator.
`
`DETAILED DESCRIPTION OF A PREFERRED
`EMBODIMENTOF THE INVENTION
`
`Referring now to the drawings, and more particularly to
`FIG. 1, there is shown the concept of the Adaptive Anti-
`Blinding Headlights system wherein the headlights of an
`oncoming vehicle and/or taillights of a vehicle ahead are
`transmitted through an optical system 106 mounted at a
`headlight on the Adaptive Anti-Blinding Headlights-
`equipped vehicle, and detected by a sensor 107. Data from
`sensor 107 are input to a controller 108, which uses them to
`determine which microbeams must be reducedin intensity to
`protect the other drivers. These data are used to control an
`illuminator 109, which then projects the light through opti-
`cal system 106 to illuminate an area shown as 101. The
`vehicles shownin various circles 104 and 105 correspond to
`the vehicles in circles 102 and 103 with the illumination in
`the shaded areas being reduced significantly to protect the
`vision of the oncoming drivers.
`FIG. 2 showsa perspective view of an embodiment of the
`invention. Rays from the scene come in through optical
`system 106. A portion of these rays is reflected by a
`beamsplitter 201 to sensor 107 which is illustrated as a
`camera in this embodiment. Beamsplitter 201 shown is not
`absolutely essential; it is used to eliminate parallax, but the
`camera could be used independently as shownin FIG. 1. The
`incoming rays are imaged by the sensor 107 and are con-
`verted to video or other electrical signals used to drive
`controller 108, which uses the data to determine the par-
`ticular area of microbeamsto be blanked. Rays from a lamp
`202 fall on the surface of a spatial light modulator 203,
`mounted on a support 204, where they are either reflected
`through or blanked (attenuated by being either absorbed or
`deflected to an absorbing surface.) If reflected, they pass
`through beamsplitter 201 and out optical system 106. ‘Thus
`we produce an overall beam pattern comprising many(in
`this embodiment, ~300 000) individual narrow-angle micro-
`beamsoflight, as contrasted with conventional headlights,
`which produce only a single beam. These microbeamsare
`arranged in an X-Y matrix. The angular position or attenu-
`ation of each of these microbeamsis independently set by
`the controller 108. Controller 108 selectively commands
`reduction of the energy of the microbeams falling on a
`particular object or objects. Specifically, the eyes of oncom-
`ing or, when reflected by their rear-view mirror, the eyes of
`drivers being followed.
`‘lo accomplishthis, the spatial locations of the sources are
`mapped into controller 108 which then commandsspatial
`light modulator 203 in illuminator 109 to either divert the
`selected microbeamsor to attenuate them, depending on the
`implementation of spatial light modulator 203 chosen. The
`resulting beam isat full intensity cxccpt in arcas that would
`dazzle a driver ahead.
`
`FIG. 3 illustrates a similar system to that of FIG. 2, except
`that a radar sensor 301 of either the optical or radio [re-
`quency type replaces the imaging sensor. The output and
`reflected wavefronts are used to determine range and angular
`position of the vehicles ahead in the usual manner. The
`output drives controller 108, of FIG. 1, which uses range
`data to determine size and azimuth/elevation data to deter-
`mine the position of the area of the microbeams to be
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`5
`dimmed. The remainder of the operation is the same as
`described in the discussion of FIG. 2.
`
`FIG. 4 depicts a system similar to that of FIG. 2 cxecpt
`that
`the lamp 202 and spatial
`light modulator 203 are
`replaced by an array of light sources 401 which are indi-
`vidually controlled. This array could be implemented a
`numberof ways: it could be an addressable matrix oflasers;
`it could be an array of incandescentfilaments;or it could be
`some other similar arrangement of emitters. The rays from
`the scene come in through optical system 106. Someofthe
`rays are reflected by beamsplitter 201 to sensor 107. They
`are imaged by the sensor and are converted to video or other
`electrical signals. The output drives controller 108, which
`uses the data to determine the size and position of the light
`emitters to be dimmed. The output of the active emitters is
`projected through optical system 106.
`FIG. 5 showsa top view of an Automatic Beam Control
`module. It is similar to TIG. 2, except that an illuminator
`comprising lamp 202 and spatial light modulator 203, sensor
`107, and optical system 106 are mounted to a unitized
`housing 701. Said unitizcd housing might be a single glass
`envelope which would provide both protection from the
`environment and mechanical support for the components as
`shown,orit could be an assemblage of support components
`with a separate mechanical support system. The required
`function is to support the components to maintain optical
`alignment.
`FIG. 6 is a top view of an Automatic Beam Control
`module, where there is shown an array oflight sources 401,
`a sensor 107, and an optical system 106 mounted to a
`unitized housing 701.
`FIG. 7 is a block diagram of the electronics portion of
`controller 108. The spatial scene data from sensor 107 is
`thresholded to eliminate weak signals and becomesthe input
`to a processor 1105. A clock generator 1102 producesa line
`clock which determines the line to be read or illuminated,
`and a dot clock, which determines the location of the pixel
`on the line to be read or illuminated. The dot clock outputis
`connected to sensor 107, spatial light modulator 203 and a
`dot counter 1103 via a bus 1111. The line clock output is
`connected to sensor 107, spatial light modulator 203 and a
`line counter 1104 via a bus 1110. The numeric value of dot
`counter 1103 is transferred to processor 1105 via a bus 1113.
`The numeric value of line counter 1104 is transferred to
`
`processor 1105 via a bus 1112. Processor 1105 uses appro-
`priate algorithms on the incoming data to determine the
`locations to be blanked, and stores them in memary 1106.
`While the next frame of data is being acquired, processor
`1105 retrieves the location data and outputs blanking signals
`at the appropriate times, based on the contents of dot counter
`1103 and line counter 1104. The blanking signals are carried
`on blanking bus 1115 to spatial light modulator 203. This
`commands the appropriate pixels to be reduced inintensity.
`OPERATION OF PREFERRED EMBODIMENT
`OF INVENTION
`
`include an operational
`The following description will
`explanation of the details previously discussed in this
`present invention.
`In operation, the AABH produces a multiplicity of indi-
`vidually directed narrow-angle beams which are herein
`referred to as microbeams, each being controlled by a
`processor responsive to incoming data from an imaging
`sensor. Any microbeams that would blind the oncoming
`driver are diverted or attenuated at the source. Selection of
`
`the particular microbeams that form the dimmed area is
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`performed continuously and dynamically (they would be
`adjusted based on input to the sensor, as opposed to older
`systems which shape the intensity profile of the beam
`following a presupposed distribution requirement.) The
`AABHsystem will also sense taillights of a vehicle being
`followed and control those microbeams that would other-
`wise dazzle or annoy its driver when reflected by a rear-view
`mirror.
`
`In a typical automotive installation, two AABH units will
`be mounted on a vehicle, facing forward, just as are con-
`ventional headlights. These AABHheadlights will operate at
`maximum intensity at all times. An imaging scnsor (such as
`a video camera) faces forward, boresighted with the head-
`light. The output of the sensor is connected to the controller.
`The controller module uses the sensor spatial data (video) to
`determine whetherthere are illumination sources(headlights
`or tail lights) present in the headlight’s field-of-view, deter-
`mines their location relative to the Adaptive Anti-Blinding
`Headlights beam, and uses these data to control the I/lumi-
`nator. When an oncoming vehicle’s headlights are detected
`(whether or not it is equipped with the AABHsystem), an
`area slightly wider than the headlight spacing and approxi-
`mately six feet high, and whose bottom edge is centered on
`the oncoming headlights, is dimmed in the beam-bundle of
`the vehicle equipped with the AABH system. As the posi-
`tions of both vehicles move, the blanked area tracks the
`location of the oncoming vehicle, dynamically varying in
`position and in size. Multiple vehicles (light sources) are
`accommodated simultaneously by the system. In normal
`operation, no intervention by the driver is needed, although
`a manual override will be provided. The system will be
`designed to be fail-safe; if there is a control system failure,
`the default
`illumination level will be the equivalent of
`today’s low beams. Note that each headlight has its own
`independent AABH system. If one failed, the other would
`still provide substantially improved illumination. Moreover,
`the AABH headlight
`itself is used as the reference to
`determine the position of the microbeams.A slight misalign-
`ment of the AABH headlight assembly (as caused, say, by a
`minor accident) will not cause oncoming drivers to be
`dazzled because of misplacement of the masked beams.
`From the viewpoint of the driver of an automobile
`equipped with AABH,it will be like having bright high
`beams on at all times but without concern that the other
`motorists within the extent of his headlight beam will be
`dazzled. From the viewpoint of the driver ahead, whose
`vehicle need not be equipped with AABH to confer this
`benefit, it will be like looking at an automobile’s headlights
`from an angle far off that of the center ray. They will appear
`to be glowing discs of light. This enables the driver to
`ascertain the location of AABH-equipped oncoming
`vehicles but will not cause glare.
`SUMMARY, SCOPE, RAMIFICATIONS
`
`Thus, the reader will see that the AABH system enables
`the driver to have the equivalent of high beam headlights or
`brighter on at all times, greatly enhancing the ability to see
`at night. It protects oncoming drivers and drivers being
`followed (who need not be equipped with an AABHsystem)
`from being subjected to glare. This will
`improve their
`comfort and, more importantly, their visual recoverytime. If
`the vehicle equipped with it is heavily loaded,or is cresting
`hills, the AABH system will compensate for the changes in
`attitude based on where the beam impingesonthe othercars,
`not on some arbitrary reference point. It
`tolerates small
`maladjustments caused by shock, vibration, or even the
`possible incompetence of the technician who adjusts it. It
`providesall of these functions automatically, without driver
`intervention.
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`6,144,158
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`7
`The result of these improvements will be greater safety
`for those driving at night. ‘The benefits will be greatest when
`most vehicles are equipped with this system, but even the
`first drivers using it will benefit as will those drivers ahead
`of them at night. Less important, but still highly significant,
`is the increased comfortto all drivers involved. The reduc-
`
`tion in stress in itsclf should also contribute to safer driving,
`not only because of decreased fatigue resulting from stress
`but also because a relaxed driveris less likely to be aggres-
`sive. The National Highway Transport Safety Administra-
`tion has identified the older driver as one whois especially
`affected by glare. Although everyone will benefit,
`these
`people may be helped the most.
`While the invention has been described in terms of a
`single preferred embodiment, those skilled in the art will
`recognize that the invention can be practiced with modifi-
`cation within the spirit and scope of the appended claims.
`Having thus described my invention, what I claim as new
`and desire to secure by Letters Patent is as follows:
`1. An anti-blinding illumination system, comprising:
`(a) a sensor for detecting the presence of at Icast onc
`predetermined object within an illumination beam,
`(b) a controller for processing data from the sensor,
`(c) a light source having multiple narrow angle micro-
`beams making up said illumination beam,said source
`being capable of being controlled so as to selectively
`reduce the intensity of individual microbeams in its
`beam,
`said controller providing feedback to cause the inten-
`sity of the selected microbeams to be reduced in
`response to said predetermined object, whereby said
`illumination beam having a high level of illumina-
`tion is in operation at all times, with only selected
`portions of the illumination beam being reduced by
`said controller.
`
`2. The anti-blinding illumination system as set forth in
`claim 1 wherein said sensor is a device selected from the
`group consisting of video cameras and imaging optical
`sensors.
`
`8
`3. The anti-blinding Wlumination system as set forth in
`claim 1 wherein said sensor is a device selected from the
`group consisting of radio-frequency and optical radar.
`4. The anti-blinding illumination system as set forth in
`claim 1 wherein said light source includes an array of
`individual, independently controllable microbeam sources
`selected from the group consisting of light-emitting diodes,
`lasers, incandescent lamps, arc lamps and electrolumines-
`cent lamps, and a spatial light modulator selected fromthe
`group consisting of digital mirror devices,
`liquid crystal
`devices, and grating light valves for selectively controlling
`the intensity of individual microbeam sources in said array.
`5. The anti-blinding illumination system as set forth in
`claim 1 wherein said light source includes an array of
`individual
`independently controllable microbeam sources
`selected from the group consisting of light-emitting diodes,
`lasers, incandescent lamps, arc lamps and electrolumines-
`cent lamps.
`6. A method for enabling drivers of vehicles to obtain the
`benefits of bright headlights while simultaneously prevent-
`ing drivers of vehicles being followed and drivers of oncom-
`ing vehicles from being blinded byrays of light emanating
`from these headlights, including the steps of:
`(a) detecting the presence of an oncoming or followed
`vehicle in an area of illumination provided by multiple
`rays of light from the headlights;
`(b) determining the coordinates of said oncoming or
`followed vehicle in said area of illumination;
`(c) determining, from the detected presence of the oncom-
`ing or followed vehicle and its coordinates; the shape,
`size and location of an area to be darkened within said
`area of illumination;
`(d) determining which of said multiple rays of light must
`be extinguished to darken such area; and
`(e) controlling individual rays of light from the headlights
`to darken the determined area within said area of
`
`illumination by producing a desired output pattern of
`the individual rays from the headlights.
`*
`*
`*
`*
`*
`
`10
`
`15
`
`30
`
`35
`
`