DE102009022637B4 - Method and device for controlling the illumination device of a motor vehicle - Google Patents

Abstract

Method for controlling at least one illumination device (1R, 1L) of a motor vehicle, wherein the illumination device (1R, 1L) operates in a mode of operation (M1) with a specific luminous intensity and / or by means of a control device (10) in dependence on detected vehicle and / or vehicle or ambient data (α, β, v, H) can be controlled and adjusted at least in their orientation, and at least one further operating mode (M2, M3) for driving the illumination device (1R, 1L) is adjustable, in which, compared to the first operating mode (M1) the adjustment dynamics for adjusting the illumination device (1R, 1L) is reduced and / or in which the illumination device (1R, 1L) is operated at least partially with a lower luminous intensity, characterized in that the further operating mode (M2, M3) depends on the driving behavior of the vehicle Vehicle driver is automatically deactivated when a vehicle electronics based on abnormal steering movements of the F ahrzeugführers whose fatigue finds, the vehicle electronics in a set, further operating mode (M2, M3) back to the first operating mode (M1) changes.

Description

The invention relates to a method for controlling the illumination device of a motor vehicle and to an apparatus for carrying out the method.

• • Automatische Leuchtweitenregelung (LWR)
• • Kurvenlicht
• • Abbiegelicht

Modern motor vehicles are increasingly equipped with so-called adaptive lighting systems (AFS: Advanced Frontlighting System). The primary objective of such innovative AFS systems is to increase road safety, especially at night. Depending on the driving and environmental situation, optimal light distributions are provided for the illumination of the road. Important basic functional components of such AFS systems are:

• • Automatic headlight range control (LWR)
• • Bend lighting
• • Turning light

Possible future light distributions of AFS systems, which are adapted to the traffic situations city driving, overland travel, highway driving, cornering, and turning to the right, represent, for example, city lights, country lights, motorway lights, cornering lights and cornering lights. Furthermore, a bad weather light is under discussion, which in particular Rain and wet road should lead to more driving safety.

Thus, for example, for the city light distribution a broad illumination of the road, a reduced asymmetric share for the general glare of other road users and a good apron illumination (illumination of the immediate environment of the motor vehicle) is characteristic. When cornering, the low-beam light distribution constantly follows the course of the road, so that, for example, a cyclist ahead in a right-hand turn can be detected much more easily by the driver of the motor vehicle. In the motorway light, a raised, symmetrical cut-off line leads to a significantly longer range, without the oncoming traffic being unnecessarily dazzled. In the cornering light, an additional light component (static cornering light) is added to the dipped beam for better illumination of an opening road.

In order to be able to automate the dynamic, adaptive lighting functions mentioned above in a driving-dependent and timely manner, it is necessary for the on-board electronics to continuously record and process sensor information about the driving dynamics, the environment and the vehicle behavior, and to actuate actuators of the lighting device (eg step motors associated with the headlamps) accordingly , The sensor information recorded by the on-board electronics can be, for example, information about speed and acceleration and inclination of the motor vehicle, cornering and radius, ambient brightness, weather conditions and road conditions.

Due to the large number of actuated actuators and bulbs is easy to understand that such AFS systems have a comparatively high energy consumption. For example, the cornering light consumes a maximum power of about 110 W and the driving / moving a headlamp stepper motor about 12 W, it should be noted that per headlight up to three stepper motors must be controlled. These can, for example, in each case be a stepping motor for a horizontal adjustment axis (assigned to the LWR), for a vertical adjustment axis (the cornering light or possibly also for the cornering light) and such for a variable light distribution (for moving a so-called shutter for shading / changing the Bright / dark border of low beam).

Due to the need to bring motor vehicles on the market, get along with less fuel consumption, it is therefore desirable to reduce the energy requirements for driving modern lighting systems.

In the DE 10 2004 006 133 A1 a device and a method for automatic headlamp leveling of a motor vehicle is described. In the method described there, the headlamps are set to a specific lighting range or lateral alignment in their luminous axis via a control mechanism controlled by an evaluation and control device. In this case, a sensor device collects information about the current operating state or about environmental data of the vehicle, as a function of which an adjustment of the headlights takes place.

The DE 103 31 582 A1 describes a method and a device for the apron lighting of a motor vehicle. In order to save additional operating elements here, the alignment of the apron lighting on existing controls, such as mirror controls, the steering wheel or navigation system set. To improve the illumination while saving energy is proposed to perform the alignment of the adjustment mechanisms automatically or perform a corresponding sequential switching on and off of several lights.

The EP 1 977 928 A1 describes a method of operating a piggyback system with headlamp leveling and cornering light adjustment. The headlights of Schweinwerfersystems are operable in two operating modes. The operating modes differ in the response. In order to give an operator perceptible feedback when switching from a normal mode to a sports mode, a change to the sports mode briefly generates an exaggerated, "nervous" response, which imperceptibly returns to the desired response of the spot mode.

From the DE 10 2005 061 094 A1 is known a headlight for vehicles, which has a headlight range control. The headlight also has a fail-safe device, whereby glare of oncoming traffic in mechanical jamming or electrical failure of the headlight range controller can be eliminated. Specifically, the fail-safe device consists of a reflector pivotable about a horizontal pivot axis. In case of a fault, the reflector is pivoted down into such a position in which he can not dazzle oncoming vehicles.

In the DE 10 2005 036 622 A1 For example, a method of controlling the headlamp range of automotive lighting devices will be described. The engine speed as well as the deflection data are recorded continuously. Depending on thresholds of the engine speed is switched between a dynamic and a static control mode. The thresholds can be entered by a user.

Of the DE 199 29 906 A1 is to take a headlight system for a motor vehicle. This has headlights for emitting a light beam with different characteristics and a switching device for changing the characteristics of the emitted light beam. In the case of a stop and go operation of the motor vehicle detected by a sensor device, the switching device alters the characteristic of the light bundle in such a way that the far range in front of the motor vehicle is less strongly illuminated than in the case of uniform driving operation of the motor vehicle.

In the EP 2 058 174 A1 A method for controlling a cornering light of a motor vehicle is described. Specifically, the cornering light can be switched on or off by switching signals of a control unit. The control unit is given a periodically repeating time interval with a maximum turn-on duration of the turning light within the time interval. When reaching the maximum duty cycle, the cornering light is reduced to a partial output before switching off. It is also proposed that the control unit only enables the turning on of the turning light at night, wherein the turning light may have its own sensory day / night detection.

Finally, out of the DE 101 39 152 A1 a vehicle headlamp system known. This includes a road shape detection device for detecting the road ahead in front of the vehicle and a curvature angle detection device for detecting the cornering angle of the vehicle. A beam control device for controlling the light beams emitted from the headlamps is operable in two modes, operating on the basis of either the road shape data or the curvature angle detection device data. The selection of one of the two modes of operation is dependent on the vehicle speed.

The invention is based on the object, a generic method for driving at least one lighting device of a motor vehicle to the effect that despite possible energy savings in the operation of the lighting device, a high level of security can be ensured.

The invention is therefore based on a method for controlling at least one illumination device of a motor vehicle, wherein the illumination device operated in a mode of operation with a certain luminosity and / or controllable by means of a control device in response to detected vehicle and / or environmental data and at least adjustable in their orientation is

It is further provided that at least one further operating mode ("eco-mode") for driving the lighting device is adjustable, in which compared to the first operating mode, the Verstelldynamik for adjusting the lighting device is reduced and / or in which the lighting device at least partially with lower luminosity is operated.

In this way, it is very easy to save energy for adjusting or for operating the lighting device, which is not needed, and only switch back to the full range of functions that can be supplied by the lighting device with increased energy requirement when needed. A reduced adjustment dynamics inevitably means a lower Verstellhäufigkeit the lighting device and thus a reduction in the energy consumed during operation. Alternatively or additionally, the illumination device can be operated with a lower luminous intensity. This is often a significant potential savings in energy, especially in a motor vehicle, several lighting devices must be controlled or operated and provided for normal operation luminosity is usually much too high dimensioned. One appropriate operation of the illumination device (of the light source) with reduced luminosity is, for example, by means of so-called pulse modulation possible.

Advantageous embodiments or developments of the invention can be taken from the respective subclaims.

Thus, according to a first advantageous development of the invention, it is provided that the illumination device is part of a dynamic headlight range adjustment, wherein in the at least one further operating mode the headlight range control is switched from a dynamic mode of operation to a static mode of operation. In this way, the advantages of the invention are also applicable to a lighting device with headlamp leveling, even if the lighting device should not have other functional features of an AFS system (such as cornering or cornering light). The operation of automatic headlamp leveling is normally designed dynamically, i. In addition to the payloads in the passenger compartment and trunk, the vehicle inclinations are detected when starting, accelerating and braking and corrects the alignment of the headlights accordingly. In a static, automatic headlamp leveling, however, the system always works with a large attenuation, that is, only long-lasting inclinations of the body are considered.

According to a further advantageous embodiment of the inventive concept it is provided that the illumination device is part of an AFS lighting system with an automatic headlight range control, a cornering light and a cornering light. Due to the high adjustment effort of a lighting device embedded in an AFS lighting system and the luminous intensity (in normal operation) partially high available luminous intensity, results for such an AFS lighting system, a special energy-saving potential.

A further advantageous development of the invention provides that in the further operating mode the cornering light is operated with a lower luminous intensity. In particular, this component of an AFS lighting system is often driven with a power that exceeds the legal requirements by a multiple. The legal requirements for the required power of the cornering light currently lie, for example, at about 20 W, whereas, in contrast, the cornering light in normal operation with about 35 W or 55 W -j depending on Ausprägungeingesteuert. The potential for savings is correspondingly large here as well.

It is very useful if, when the dipped beam is switched on in the further operating mode, the cornering light is switched on only when it falls below a certain ambient brightness. This avoids that when turning on the low beam, which is currently used as a daytime running lights, when turning and the cornering light is switched with the corresponding energy consumption, which makes sense only in the dark or low light conditions.

If, according to a further advantageous development of the invention, it is provided that the adjustment dynamics and / or the luminous intensity of the illumination device comply with the legal regulations in the further operating mode, the existing energy-saving potential can be largely exhausted, nevertheless taking sufficient account of the required safety regulations.

It is advantageous if it is provided that the further operating mode can be activated or deactivated manually. So the driver can decide whether he wants the maximum possible "power" of the lighting device made available or not.

On the other hand, it is proposed that the second operating mode can be automatically activated or deactivated. In this case, the further operating mode can, for example, be activated or deactivated in dependence on data of the navigation system (position signals) and / or depending on the driving behavior of the driver. Thus, for example, a vehicle electronics could determine its fatigue based on abnormal steering movements of the driver and automatically switch from the other operating mode back to the normal operating mode with full power, regardless of whether the other operating mode had been set manually or automatically.

It is also conceivable to activate further operating modes which deviate from the full performance of the normal operating mode, for example an operating mode in which only the luminosity of at least one part (illuminant) of the illumination device is reduced, but the adjustment dynamics remains high.

For carrying out the method, a device is provided, comprising at least one illumination device, which in a first operating mode can be controlled by a control device as a function of detected vehicle and / or environment data and correspondingly at least vertically and / or horizontally adjustable, at least in its orientation To adjust at least one further operating mode in which compared to the first operating mode, the adjustment dynamics for adjusting the illumination device is reduced and / or in which the illumination device is operated at least partially with lower luminosity, a mechanical or a software or menu-based switch is provided.

For example, the mechanical switch can be arranged in an advantageous embodiment of the device according to the invention on the instrument panel of the motor vehicle, on the steering wheel or on the center console of the motor vehicle.

A software or menu-based switch can be expediently provided as a selection point of an interactive software system (on-board system) of the motor vehicle. Thus, for example, it is conceivable that the driver selects (eg before driving) menu-controlled certain basic settings such as suspension comfort, navigation basic settings but also the desired operating mode (normal operating mode or another operating mode) or enters whether the activation of one or more Operating modes should be done manually or automatically.

• 1 ein stark vereinfachtes Flussdiagramm des Verfahrens mit drei verschiedenen Betriebsmodi,
• 2 ein stark vereinfachtes Prinzip Schaubild einer Beleuchtungsanlage zur Durchführung des Verfahrens.

Further advantages and embodiments of the invention will become apparent from a preferred embodiment, which is to be explained in more detail with the aid of the accompanying figures. Mean

• 1 a highly simplified flow chart of the method with three different operating modes,
• 2 a very simplified principle diagram of a lighting system for performing the method.

In 1 is shown that when activated lighting device of a motor vehicle is first queried whether the operating mode "normal" ( M1 ) is activated. If so, the lighting device is controlled with full adjustment dynamics and with full brightness. If this is not the case, it is checked whether the operating mode "two" ( M2 ) is activated. If this is true, then the lighting device is indeed operated with reduced Verstelldynamik but still with full luminosity. Although the operating mode "two" ( M2 ) has not been activated, operating mode "three" ( M3 ) is activated. In this operating mode, the illumination device is operated both with reduced adjustment dynamics and (at least partially, for example, only for one cornering light) with reduced luminous intensity.

2 now shows a lighting system with which the inventive method can be performed. So are a right lighting device 1R and a left-hand illumination device 1L intended. Each of these lighting devices 1 is a headlight in so-called projection construction (but could also be designed as a so-called reflection system) with a reflector 2 , a light source 3 (For example, gas discharge lamp) and a projection lens 4 , The lighting devices 1 are part of an AFS lighting system, wherein the lighting devices 1 by means of control lines 8th . 9 from a controller 10 be controlled. The control lines 8th each serve to control servomotors 6 which in a housing 5 the lighting devices 1 located, from bulbs 3 , Projection lens 4 and reflector 2 existing projection module can be adjusted both by a horizontal axis (for the purpose of headlamp leveling) and on a vertical axis (for the purpose of cornering light). In the case 5 is also a cornering light 7 seen. The control lines 9 are located on a pulse width modulated output of the controller 10 on, so the cornering light 7 and / or the light source 3 (Main light) can be operated with reduced power or light intensity.

It can also be seen that the control unit 10 , which with an on-board voltage U _B is operated, having multiple inputs, which receive data from non-illustrated sensors (such as. Wheel sensors, inclination sensors or rain / light sensors). These inputs at least receive vehicle or environmental data, such as tilt α (Pitch angle), steering angle β , Speed v of the vehicle and the ambient brightness H , in whose dependence the control unit 10 the lighting equipment 1R . 1L controls or their components adjusted. There is also a switch 11 can be arranged, for example, on the instrument panel, center console or on the steering wheel and with the driver of the vehicle one of the normal operating mode M1 different operating mode, such as M2 or M3 can activate manually. But it is also possible to select the desired operating mode of one or both lighting devices 1R . 1L software-controlled via the menu selection of an on-board system 12 perform. This could also by means of a control unit 10 existing logic connection 13 determine with which priority the manual ( 11 ) or menu-supported ( 12 ) Selection of the operating mode is occupied. It is also conceivable, menu-supported ( 12 ) to specify that the operating modes M1 . M2 or M3 be selected dynamically depending on vehicle and / or environmental data or the driving behavior of the driver. Again, setting a prioritization between manual ( 11 ) and automatic ( 12 ) Selection makes sense.

LIST OF REFERENCE NUMBERS

1R

Lighting device on the right

1L

Lighting device on the left

2

reflector

3

Lamp

4

lens

5

casing

6

servomotor

7

cornering

8th

control lines

9

control lines

10

control unit

11

switch

12

board system

13

O logic

α

Vehicle pitch angle

β

steering angle

H

ambient brightness

M1

Operating mode "normal"

M2

Operating mode "two"

M3

Operating mode "three"

U _B

board voltage

v

vehicle speed

Claims (11)

Method for controlling at least one illumination device (1R, 1L) of a motor vehicle, wherein the illumination device (1R, 1L) operates in a mode of operation (M1) with a specific luminous intensity and / or by means of a control device (10) in dependence on detected vehicle and / or vehicle or ambient data (α, β, v, H) can be controlled and adjusted at least in their orientation, and at least one further operating mode (M2, M3) for driving the illumination device (1R, 1L) is adjustable, in which, compared to the first operating mode (M1) the adjustment dynamics for adjusting the illumination device (1R, 1L) is reduced and / or in which the illumination device (1R, 1L) is operated at least partially with a lower luminous intensity, characterized in that the further operating mode (M2, M3) depends on the driving behavior of the vehicle Driver is automatically deactivated when a vehicle electronics based on abnormal steering movements of the Driver whose fatigue finds, the vehicle electronics in a set, further operating mode (M2, M3) back to the first operating mode (M1) changes. Method for controlling at least one illumination device (1R, 1L) of a motor vehicle Claim 1 , characterized in that the illumination device (1R, 1L) is part of a dynamic headlamp leveling, wherein in the further operating mode (M2, M3) the headlamp leveling is switched from a dynamic mode of operation to a static mode of operation. Method for controlling at least one illumination device (1R, 1L) of a motor vehicle Claim 1 or 2 , characterized in that the illumination device (1R, 1L) is part of an AFS lighting system with an automatic headlight range control, a cornering light and a cornering light. Method for controlling at least one illumination device (1R, 1L) of a motor vehicle according to at least one of the preceding claims, characterized in that in the further operating mode (M3) the cornering light is operated with a lower luminous intensity. Method for controlling at least one illumination device (1R, 1L) of a motor vehicle according to at least one of the preceding claims, characterized in that when the low beam is switched on in the further operating mode (M3), the cornering light is switched on only when a certain ambient brightness (H) is undershot. Method for controlling at least one illumination device (1R, 1L) of a motor vehicle according to at least one of the preceding claims, characterized in that the further operating mode (M2, M3) can be activated or deactivated manually (11). Method for controlling at least one illumination device (1R, 1L) of a motor vehicle according to at least one of the preceding claims, characterized in that the further operating mode (M2, M3) is automatically (12) activatable or deactivatable. Method for controlling at least one illumination device (1R, 1L) of a motor vehicle according to at least one of the preceding claims, characterized in that the further operating mode (M2, M3) depends on data of the navigation system and / or on the driving behavior (α, v, β) of the driver is activated or deactivated. Apparatus for carrying out the method according to at least one of Claims 1 to 8th comprising at least one illumination device (1R, 1L), which in a first operating mode (M1) can be controlled by a control device (10) as a function of detected vehicle and / or environment data (α, β, v, H) and correspondingly at least in its Orientation at least vertically and / or horizontally adjustable, wherein at least one further operating mode (M2, M3) is activated, in which compared to the first operating mode (M1) the Verstelldynamik for adjusting the illumination device (1R, 1L) is reduced and / or in the the lighting device (1R, 1L) is operated at least partially with lower luminous intensity, characterized in that the further operating mode (M2, M3) is automatically activated or deactivated as a function of the driving behavior of the vehicle driver, wherein by a vehicle electronics based on abnormal steering movements of the driver Fatigue is determined and when set, further operating mode ( M2, M3) by the vehicle electronics, a change back into the first operating mode (M1) is feasible. Device after Claim 9 , characterized in that for setting the at least one further operating mode (M2, M3), a mechanical (11) switch provided or the setting software-controlled via the menu selection of an on-board system (12) is possible. Device after Claim 10 , characterized in that the mechanical switch (11) is arranged on the instrument panel of the motor vehicle, on the steering wheel or on the center console of the motor vehicle.

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