• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Lighting device (1) for emitting electromagnetic radiation for lighting purposes or similar from a vehicle (7). The lighting device comprising at least one unit (2) in which electromagnetic radiation is generated by at least one radiation generating unit (3), the generated electromagnetic radiation of which is emitted from the lighting device (1) by at least one radiation emitting unit (4) forming at least one light cone which is adjustably arranged with at least one control system. The illumination device (1) comprises at least one image sensor whose collected information is processed in at least one computerized image analysis unit. The adjustability of the light cone is achieved by the light cone being divided into a plurality of sectors (9) and that the emitted light intensity in each sector (9) can be controlled individually on the basis of information collected by the image sensor and processed by the image analysis unit. The patent application also includes a method of using the lighting device.
    公开号:SE1200160A1
    申请号:SE1200160
    申请日:2012-03-13
    公开日:2013-09-14
    发明作者:Lars Svelander
    申请人:Svelander Holding Ab；
    IPC主号:
    专利说明:

    vigilance in traffic. There is therefore a need for a lighting device whose emitted light can be regulated so that the inconveniences, for the driver, of the reflecting light are reduced.
    A further problem with the use of lighting devices in vehicles is that it is troublesome to dazzle from high beam to low beam or vice versa when meeting or overtaking a vehicle in front. Another problem in connection with dimming of high beams is that drivers dazzle late, which causes problems and irritations for drivers in oncoming and in front of vehicles.
    To reduce the problems of manually dimming, automatic dimming systems have been developed. However, certain types of automatic dimming systems have been found to involve a number of problems. One of these problems is to use a camera, sensor or similar to collect information about the light in front and process this information in real time. The problem is that the wide dynamic range of light intensities, ranging from the headlights of an oncoming vehicle beaming directly into the camera to the taillights of a vehicle far in front of the vehicle, is much greater than the dynamic range of today's standard image sensors. , usually 65dB.
    There are also problems with integrating an image sensor, with an electronic computing unit such as memory, microprocessor or programmable logic, into a lighting device. For example, the loss effects in the electronic components, as well as the light source that converts electrical energy into optical radiation, cause heat to develop.
    This heat generation, if it occurs near the image sensor, in turn reduces the dynamic range of the car sensor due to thermal noise. The units can also become too hot, which in turn can cause cracks in the vehicle's windscreen, especially in cold weather conditions.
    One problem with creating a lighting unit that connects to the inside of a vehicle's windshield is that the unit can obscure the view of the driver. This problem is aggravated by the fact that modem cars are usually equipped with various safety systems, which also include units that are located adjacent to the windscreen and thereby compete for space. There is therefore a need for a lighting system that can be integrated with the car's other safety systems and units located adjacent to the windscreen.
    A further problem with structures intended to be connected to the windscreen is that the size and weight of the unit can become too large and too heavy to be connected to a vehicle's windscreen in a safe manner. In addition to problems with weight and size, there is also a need for a lighting system that can be more easily adapted for different slopes on the window.
    In connection with moving on roads in twilight and darkness, there are problems with game and other objects that do not emit light being able to enter the vehicle's route and thereby cause accidents and the like. Game accidents create suffering for the victims and entail costs for society. There is thus a need for equipment with which game and other things on or in connection with the road can be noticed in time to avoid collisions.
    There are thus a large number of significant problems with current and known technical lighting solutions for vehicles and consequently there is a need for solutions that can remedy these problems.
    Prior art An lighting device of the extra light type intended to be placed on the inside of the windscreen is already known via patent specification SE529793. The patent specification describes an auxiliary light which is placed at the height of the rear-view mirror. Although the construction described in the patent specification very well fulfills its purposes, it includes some of the above-mentioned problems.
    For example, the adjustment of the auxiliary light emitted by the auxiliary light takes place manually, in contrast to the present invention, where the adjustment of the light cone takes place automatically. Furthermore, the emitted light cone of the auxiliary light is not divided into sectors whose light intensity can be controlled individually.
    Patents US7566851 and US6831261 describe variants of automatic control of a vehicle's main beam. The described controls include a function for automatic dimming of the vehicle's headlights based on a camera's collected information about oncoming traffic and / or the lighting truck's lighting points. The patents describe methods for how the information collected from the camera can distinguish light emitted by vehicle headlights or taillights. The spectral content of the emitted light and its spatial intensity distribution are used to determine whether the light consists of a vehicle's main beam, dipped beam, taillight, street light or light reflected from various objects, such as road signs.
    A problem with creating automatic headlight control is the enormous dynamic range of light intensity from an oncoming vehicle's headlight that shines straight into the camera at close range to the intensity from a more distant taillight, which is much larger than what can normally be detected with a standard image sensor, today typically 65 dB. This problem has been solved in US6831261 and US7899213 by using a sequence of images exposed with different times and / or gains. However, technological development for image sensors is advancing rapidly. Today it is possible to buy a 4 MPixels image sensor from Cmosis which has 90 dB dynamic range or a 3MPixels image sensor from Aptina which has 120 dB dynamic range. Burghartz with fl era describes a cmos sensor with logarithmic sensitivity corresponding to 170 dB dynamics. For example, manufacturers of components for the automotive industry and manufacturers of equipment for camera surveillance are in great need of image sensors with a wide dynamic light range (HDR) and therefore drive the development of this sensor technology.
    The market for these image sensors with HDR is therefore expected to expand and can thus be considered as known technology.
    In the World of Technology No. 1, 2010 test driver Ruben Börjesson notes that the automatic glare function that comes with the Audi Q5 does not work reliably when driving on roads covered with snow. This is probably caused by the fact that the automatic dimming in the Audi Q5 is too sensitive to light intensity and is thus disturbed by the own vehicle's lighting which is reflected in the snow and into the image sensor. The reflected light is characterized by an inhomogeneous distribution over the image generated by the image sensor. Areas on the road and plow edges closest to your own vehicle become bright while areas far away from the car become dark.
    The described invention solves this problem by measuring the intensity of the light points relative to a local image background. Because the automatic function also places great emphasis on the pairwise geometric properties of the light points, it becomes less sensitive to the light intensity. In the patent specification US7566851 the absolute intensity of the light points is measured without reference to the image background.
    Brief description of figures In the following detailed description of the present invention, reference and references to figures will be made. The respective fi gur is briefly described in the following ur gur list. Note that the fi guras are schematic and that details can thus be omitted in these. The embodiments of the lighting unit exemplified in the drawings are therefore not limiting of the scope of protection of the present patent application.
    Figure 1A schematically shows a vehicle provided with a lighting device in accordance with a first embodiment.
    Figure 1B Figure 1 shows a light cone (light image) divided into N sectors.
    Figure 2 shows the most important system components in a unit for electronic computerized image analysis.
    Figure 3 shows a data fl graph consisting of image analysis operations executed in the computerized image analysis unit of Figure 2.
    Figure 4 shows a control fl fate graph for the algorithm that fi nines the functionality of the Control and Lighting Unit 2.
    Figure 5 shows a binary image with white boar tips on a black background. The white areas are segmented based on a camera image that shows points of light in an otherwise dark background.
    Figure 6 shows a drawing with two light points corresponding to headlights on a vehicle. A1 and A2 denote the areas of the respective light points where d denotes the distance between the points. The smallest possible rectangles that can enclose areas A1 and A2 have widths W1 and W2 and lengths L1 and L2.
    Figure 7 shows a typical situation where the image background is given a strong inhomogeneous light intensity due to the lighting of the front vehicle being reflected in the alignment in the snow-covered road surface and in the surrounding plow embankments.
    Figures 8 and 9 show alternative embodiments of the lighting device.
    Detailed Description of the Invention Referring to the figures, a lighting device 1 is shown in accordance with the present patent application. The lighting device 1 comprises at least one unit 2 in which electromagnetic radiation is generated. The unit 2, in which electromagnetic radiation is generated, comprises at least one radiation-generating unit 3. The generated radiation is transmitted to at least one radiation-emitting unit 4. By radiation-generating unit 3 is meant a unit which generates electromagnetic radiation. Radiation emitting unit 4 means a unit from which the generating radiation is emitted from the lighting device 1. The radiation generating unit 3 and the radiation emitting unit 4 may be integrated in one and the same unit or consist of separate units which are connected to each other via at least one radiation transmitting unit 5. The radiation transmitting unit 5 may, for example, consist of at least one optical fiber or the like.
    The radiation emitting unit 4 emits the generated and transmitted electromagnetic radiation to the surface or surfaces to be irradiated. Preferably, surfaces are irradiated in the direction of travel or essential direction of travel of the vehicle. However, it is conceivable that surfaces other than those stated above are irradiated by the radiation emitting unit.
    In order to operate the functions of the lighting device 1, the lighting device 1 comprises at least one control system, which for example is part of a control and control unit which can, for example, be integrated with the unit 2 (shown in Figure 1A). Alternatively, the lighting device 1 is connected to at least one control system in the vehicle. It is further conceivable that the lighting system's control system interacts with at least one control system in the vehicle such as the vehicle's lighting system.
    The lighting device is preferably driven by electrical energy which is supplied from the vehicle's electrical system to the lighting device with wiring or with another previously known energy transfer device suitable for the purpose. Alternatively, the lighting unit may be powered by at least one accumulator which emits accumulated electrical energy. The accumulator, or accumulators can be integrated with the lighting device. It is conceivable that the unit may comprise a unit which generates electrical energy.
    The generated electromagnetic radiation, by the radiation-generated unit 3, comprises visible light or consists essentially of visible light. The emitted electromagnetic radiation may also consist of or include radiation (light) of other wavelengths which are invisible to the eye, such as, for example, infrared or ultraviolet radiation. It is further conceivable that the emitted radiation from the radiation-generated unit comprises radiation of other wavelengths.
    In the exemplary embodiment, the radiation-generating unit 3 consists of at least one LED (LED) or other radiation-emitting unit suitable for the purpose. In alternative embodiments, the lighting device may comprise a number of radiation-generating units.
    In the exemplary embodiment, the lighting device comprises at least one radiation transmitting unit 5 with which the electromagnetic radiation is transmitted from the unit 2 to at least one radiation emitting unit 4. When using your radiation generating units 3 in the lighting device unit 2, the number of optical beams included in the radiation transmitting unit correspond to the number of radiation-emitting units 3. However, the number of optical beams may be less than the number of radiation-generating units 3. It is further conceivable that the radiation-transmitting unit comprises other technology suitable for the purpose.
    The radiation emitting unit 4 of the lighting device 1 is in the exemplary embodiment intended to be placed on the inside of the windscreen 6 of a vehicle 7 with at least one fastening device 8. The fastening device 8 may comprise at least a first connecting means and at least a second connecting means which can be connected and disconnected. The connecting means are preferably releasably connectable to each other. Alternatively, any other type of fastener, quick coupler or the like may be used which is suitable for the purpose. One connecting means may be connected to the windscreen via, for example, double-sided adhesive tape, some type of adhesive or the like (or a combination of approximate). It is further conceivable that the radiation-emitting unit 4 is permanently placed on the inside of the windscreen, or the arm suitable for the purpose as a window other than the windscreen.
    The radiation emitting unit 4 is in the exemplary embodiment, where this is used in a passenger car, preferably intended to be mounted in the upper half of the windscreen.
    Preferably, the radiation emitting unit 4 is intended to be mounted in the upper part of the upper half of the windscreen. The radiation emitting unit 4 can be placed adjacent to an internal rearview mirror which is mounted on the inside of the windscreen in the upper part of the windscreen. In alternative embodiments, the radiation emitting unit 4 is integrated with the interior rearview mirror of the vehicle. The location of the radiation emitting unit 4 is not limited to those shown in the figures, but the lighting unit can be placed in a substantially different place on the inside of the windscreen. It is further conceivable in alternative embodiments that the radiation-emitting unit 4 is connected to the outside of the vehicle. In a preferred embodiment of the lighting device, the radiation emitting (light emitting) unit (s) are mounted on the inside of the windshield within the sweeping surface of the windshield wipers. In alternative embodiments, however, the light emitting units may be partially mounted outside the surface of the windshield swept by the windshield wipers.
    To prevent visible light from leaking into the vehicle's compartment between the radiation - emitting unit and the windscreen, the radiation - emitting unit is fitted with at least one seal.
    The seal can, for example, consist of a gurn molding or the like. In alternative embodiments, it is conceivable that the seal consists of some other type of seal, suitable for the purpose, which prevents light from leaking between the windscreen and the radiation-emitting unit.
    The location of the unit 2, with the radiation generating units 2, may vary within the scope of the present patent application. It is thus conceivable that the radiation-generating units 3 are placed substantially different from the radiation-emitting unit 4 of the lighting device. Unique to the present lighting device is that the radiation-generating units 3 are thermally separated or isolated from the radiation-emitting unit 4. The thermal difference (difference) may for example, by the unit 2, with the radiation generating units 3, being located in a space separate from the vehicle compartment. In the embodiment described in Figure 1, this is done, for example, in that the unit 2, with the radiation-generating units 3, is separate from the radiation-emitting unit 4, is placed in the luggage compartment of the vehicle or in a space suitable for the purpose in the vehicle.
    In the preferred embodiments of the present patent application, the lighting device 1 comprises at least one sensor (not shown in the figures) which collects information on at least one relevant parameter for the control of the lighting device.
    The lighting device further comprises at least one sensor, or receives information from at least one sensor, which detects that high beam is switched on, the sensor communicates with the control system of the lighting device. The communication between the lighting device's units and the vehicle's control system can take place wirelessly or via wire. Alternatively, the lighting unit's control system can communicate with the vehicle's other lighting systems and be controlled on the arm in a manner suitable for the purpose.
    Figure 1 shows a unique technical solution with the present lighting device. The unique thing is that the emitted light cone (light image) is divided into a number of sectors 9 which can be controlled individually. The number of sectors 9 can be varied from 1 to N (any number greater than 2) sectors. In a preferred embodiment, the number of sectors 9 can be varied from 3 to N (any number greater than 2) sectors. Because the light image is divided into a number of sectors 9, which can be controlled individually, the technical effect is achieved by the emitted light image being adjustable. For example, it is possible to regulate the light intensity of each sector 9. It is also possible to switch on (on) and switch off (or switch off) each sector separately. With a light cone that is divided into a number of sectors, the width, height and length of the emitted light cone (light image) can be adjusted. Through the method, the emitted light cone (light image) can be modified and adapted to the conditions prevailing in the direction of travel of the vehicle. In addition, an opportunity is achieved to regulate the glare of the emitted light (radiation) in an efficient manner.
    In the exemplary embodiment, the number of sectors depends on the number of radiation emitting units 3 in the unit 2. The respective optical beams transmit optical energy from at least one radiation generating unit 3 to illuminate at least one sector 9 of the sectors in the illuminating light emitted. The number of sectors in the emitted light cone (light image) is further dependent on the number of optical fibers or the like in the radiation transmitting unit 5.
    At a meeting, the sectors that are dazzling for the driver of an oncoming vehicle can be dazzled in whole or in part, the sectors that do not dazzle the driver of the oncoming vehicle are not dazzled.
    For example, the light that is lit furthest from the lighting unit can be switched off or dimmed first. The lighting unit can thus comprise a function with which a successive dimming of the emitted light takes place in relation to the distance of the arm-milking or trapped vehicle.
    The lighting device includes functions with which the light cone (light image) and direction of the emitted light can be adjusted. The adjustment of the direction (position) of the light cone (light image) can take place with the aid of at least one adjusting device which can, for example, consist of adjusting screws, or with the prior art. The adjustment can be manual or with drive such as electric drive. Furthermore, the adjustment can take place on the basis of impulses from, for example, at least one position sensor such as, for example, a gyro or the like.
    In alternative embodiments, at least one of the radiation emitting units (3) may generate UV light. When an obstacle or other danger is detected, the sector where the obstacle is located can be illuminated with UV light (it is conceivable that other wavelengths are emitted). This is done due to calling the driver's attention by the obstacle or danger emitting florescent light when irradiated with UV light. It is also conceivable that other types of warnings are sent out such as sound, visible light or a combination of these.
    In alternative embodiments, at least one of the radiation generating units (3) may generate IR light (NIR light). This invisible light is allowed to illuminate the road and its surrounding areas without the risk of dazzling drivers in oncoming or overheated vehicles. Lighting with IR light (NIR light) improves the image sensor's ability to image, for example, obstacles, animals or walking edges, even in difficult lighting conditions such as low beam meeting. In order to obtain the best possible image, a monochrome IR light (NIR light) can preferably be modulated (flashed) synchronously with the exposure of the image sensor. Furthermore, the light passing through the optics of the image sensor is preferably filtered with an optical bandpass filter and with a passband optimized to pass only the wavelength of the IR illumination (NIR illumination).
    In alternative embodiments, it is conceivable for the lighting device and the parts of the lighting device to be built up of modules. For example, it may be advantageous for the unit 2 to constitute a replaceable module, or to include replaceable modules, which for example makes it possible to update the unit as new technology in, for example, the LED area is developed. Other components, such as the camera (image sensor) in the lighting device, also consist of a module that can be replaced and thus updated.
    For trucks and work vehicles, the radiation-emitting units can be connected to a different window (glass window, window of other material or an opening) than the vehicle's windscreen or another suitable position inside the vehicle or exterior of the vehicle. For applications in trucks, forestry machines and other types of heavy vehicles and work machines, the lighting device may include fl your radiation-emitting (light-emitting) units.
    The respective radiation emitting (light emitting unit) can further in turn consist of delen your sub-units.
    It is further conceivable that the emitted light cone is wholly or partly controlled by the driver's position and the direction in which the driver views the surroundings. The position of the driver can, for example, be shielded by the seat being provided with at least one sensor which shields the position and direction of the seat. Furthermore, the driver's position, as well as the direction in which the driver looks at the surroundings, can be done with at least one sensor that shields the position from the driver's eyes. This type of sensor consists of known technology, which is why it is not described in more detail in this patent application.
    Alternatively, changes in the direction of the light cone can be controlled by gyro sensors that control how the vehicle turns, tilts, etc.
    In daylight, it is conceivable that the lighting device is used as a DRL (Daytime Running Light), position light or similar.
    In alternative embodiments, it is conceivable for the lighting unit to communicate with at least one communication unit with the car's other safety prevention systems. Furthermore, so-called "Head up" displays which, for example, communicate with the driver via symbols and the like can be used to draw the driver's attention to types of hazards that occur, such as game, in the direction of travel of the vehicle. 11 The design can also include an automatic control of the light image which is affected by the steering wheel's steering angle. The automatic control means that the light image for fl is moved to the left at a left turn. In a corresponding manner, the automatic control of the light image causes it to be moved to the right when turning right. The position of the steering wheel is shielded by at least one sensor which preferably transmits information (control signals) wirelessly to the lighting unit.
    The lighting unit comprises a receiver which receives the signals for the sensor. The receiver transmits signals to a control system, which in turn affects the electric motors to influence the radiation-emitting unit.
    Exemplary Embodiment In the following, a preferred embodiment of the present lighting device mounted in (connected to) a vehicle such as, for example, a passenger car is described.
    The lighting device 1 comprises at least one radiation-emitting unit (light-emitting unit) 4 which via at least one light-transmitting unit 5 is connected to at least one light-generating unit 3 located in the unit 2. The functions of the lighting device 1 are controlled by at least one control system. In the exemplary embodiment, the radiation emitting unit 4 of the lighting device is located on the inside of the windshield 6 of the vehicle 7. In alternative embodiments, however, the radiation emitting unit 4 may be located at another position in the vehicle.
    Illumination device comprises at least one radiation emitting unit which comprises an integrated image analysis unit or is connected to an image analysis unit. An exemplary schematic embodiment of the image analysis unit is shown in Figure 2. Figure 3 schematically shows a method of using the image analysis unit to detect and distinguish oncoming vehicle headlights or rear (front) vehicle taillights from, for example, street lights, lights reflected by road markings or by road signs. Spatial positions for detected taillights and headlights are sent to the lighting device's control system where these positions are used to control light intensity in the emitted sectors of the emitted light cone. In the embodiment shown, this is controlled from the unit 2. The light emitting units 3 of the unit 2 emit light into a bundle of optical fibers included in the lighting device. Each individual optical fi ber transmits optical energy from at least one of the radiation emitting units 3 for illuminating at least one of the total number of sectors 9 in the light cone. Preferably, each radiation generating unit 3 emits optical energy to one of the sectors 9. When the headlights of an oncoming or huddled vehicle are detected, the original lighting 10 of the own vehicle is dimmed, while the sectors 9 of the emitted light cone, where an oncoming or raised vehicle is detected, are turned off or alternatively reduces its light intensity.
    The described invention comprises a unit for image analysis 21 which is schematically shown in Figure 2. The unit for image analysis 21 uses at least one algorithm for processing (image analysis) of the collected information. Figure 3 schematically shows the image analysis in different steps. Unit for image analysis is preferably integrated with, or connected to the unit 2.
    The lighting device comprises at least one color sensor 23 which has a large dynamic range, suitably larger than 90 dB. Color and luminance from each pixel belonging to sensor 23 are transmitted to the memory 24 and the computing unit 25. The number of bits used to represent the luminance and color of the pixels is more than 24. The sensitivity of the sensor is preferably piecewise linear or logarithmic. The computing unit 25 advantageously consists of a programmable gate matrix FPGA or digital signal processor. The memory 24 is a combination of a useless memory for storing data and a useless memory for storing program code. The data memory is used to store the data dependencies that occur when the image analysis algorithm in Figure 3 is executed. Sequences of entire images are preferably never stored in the data memory because it places high demands on memory bandwidth and thus causes unwanted heat to be generated. A communication interface 26, preferably low bandwidth, is typically used to transmit the spatial positions of detected lamps to the control and illumination unit 2.
    Figure 3 shows a data des fate graph consisting of image analysis operations describing the method for analyzing a continuous sequence of images where the result of the analysis is used to control the auxiliary light in accordance with the program flow graph shown in Figure 4. Color images with large dynamic range are exposed at 301. local image background is estimated at 302 by calculating a two-dimensional folding operation. Methods other than convolution may also be considered. The difference between the original image 301 and the local image background 302 is passed on to a threshold of the luminance at 304. The image objects in the binary image generated at threshold constitute candidates for possible vehicle headlights. Light intensity corresponding to the lurninance value of the pixels is calculated with reference to a local image background.
    This property is particularly important when the auxiliary light is controlled based on analysis of images where the vehicle is driven on snow-covered roads with high plow embankments. Figure 7 shows how the light from the own vehicle's headlights is reflected in the snow and creates an image background with a large dynamic range 71. 72 shows the situation with a remote oncoming vehicle and 73 at a close encounter. The reflected light at 71 must not be misinterpreted by the image analysis to come from a vehicle or 13 may be misinterpreted as daylight. Threshold at 304 means that whenever the luminance of a pixel is greater than a threshold value Th, this pixel is judged to belong to an image object, the image background of the arms. The threshold value Th can be a constant or possibly calculated based on statistics for the luminance.
    Encoding of image components 305 means that all pixels belonging to an object are assigned a unique code. This code can then be used to refer to a unique image object, ie a point of light or other reflected light. Properties of the image objects are calculated at 306 in such a way that the combination of a number of properties gives unique values for different categories of image objects. Examples of such properties are, but are not limited to, spatial position, smallest possible enclosing rectangle (bounding box), area, color but not velocity, since the invention in a preferred embodiment only analyzes one image at a time. In alternative embodiments, however, it is conceivable that sequences of images are analyzed.
    Classifier 307 identifies the headlights of an oncoming or huddled vehicle by combining the characteristics of two image components. If the two image components described in Figure 6 are oriented approximately on a horizontal line, have ratios between areas A1 and d and A2 and d, respectively, which correspond approximately to a value determined by a previous learning, have approximately the same white color, have approximately the same ratio between the sides W and L on the smallest enclosing rectangles, then the image objects are classified as belonging to a vehicle's headlights. If the two image components are oriented approximately on a horizontal line, have approximately the same red color, have approximately the same ratio between the sides W and L of the smallest enclosing rectangles, then the image objects are classified as belonging to a vehicle's taillights.
    The described invention has a decision filter 308 which requires N consecutive consecutive decisions in order for a decision on changed control of the auxiliary light to be forwarded to the control and lighting unit 2. The decisions which are forwarded are either vehicle detected or vehicle not detected. In cases where vehicles have been detected, spatial positions for detected headlights are attached.
    The intensity of the ambient light is measured for each image at 309 by calculating a global histogram of the luminance of all the pixels in the image. A threshold value is used for the darkest pixels. If the intensity is higher than this threshold, daylight, the darkness of the arms is detected. Figure 5 shows an example where your own vehicle meets another vehicle in the dark. The headlights 53 of the oncoming vehicle as well as road lighting 52 are visible as points of light in the image. A communication interface 310 sends information about darkness or daylight, detected / undetected vehicles and spatial positions of detected vehicle lights to the control and lighting unit 2.
    Figure 4 shows a program fl fate graph consisting of operations executed in the control and lighting unit 2. Data transmitted by the intelligent auxiliary light at 310 is received by the control and lighting unit at 401. If daylight is detected at 401, the control and lighting unit will deactivate the auxiliary light and dazzle the vehicle's original lighting to low beam at 408. If night driving is detected at 402, the presence of other vehicles will be checked at 403. If any vehicle is detected at 403, the sectors whose lighting is likely to interfere with oncoming or exhumed vehicle drivers will be calculated at 404.
    Calculated sectors are then switched off at 406 and the original vehicle's original lighting is dimmed to low beam at 408. If no vehicles are registered at 403, all sectors 9 will be activated at 407 and the original vehicle's original lighting 10 will be activated for high beam at 409.
    Figure 8 shows an alternative embodiment of the lighting device 1, mounted on the inside of a vehicle 7 windscreen 6, which is arranged to be integrated or placed in direct connection with the rear-view mirror. The lighting device 1 comprises at least one radiation-generating unit 4 which comprises at least a number of radiation-generating units 3 such as preferably LEDs.
    The lighting device preferably comprises a unit for image analysis 21 which can be integrated in the radiation-generating unit 4, or constitute a separate unit. The emitted light cone, or light cones, can be controlled according to the previously stated description. The housing of the radiation-emitting unit 4 may comprise at least one recess or the like which allows the lighting unit to completely or partially enclose the bracket to the rear-view mirror. In alternative embodiments, the radiation emitting unit may be placed in another suitable position on the windshield, arm window or other position on the vehicle.
    In variants of the radiation-emitting unit, it is conceivable for the rear-view mirror to be mounted directly on the radiation-emitting unit without a bracket. In this embodiment, the fastening device consists of double-sided adhesive tape or another fastening device suitable for the purpose. By completely or partially enclosing the bracket, to the rear-view mirror, the impact of the radiation-emitting unit on the driver's field of vision is minimized. In variants of the radiation-emitting unit, it is also conceivable that the radiation-emitting unit is permanently mounted in a learnable place and integrated in the vehicle's original design.
    With reference to Figure 9, it is shown how, in alternative embodiments, the lighting device may comprise at least a first radiation emitting unit 4 and at least a second radiation emitting unit 4.
    These embodiments of the present invention are designed to avoid any problems with visibility and also the car's built-in safety equipment (airbags and the like) which on some car models are in close proximity to the windshield, as well as any displays arranged to show information on the windshield. Figures 8 and 9 show that the impact of the invention on road safety (driver visibility), safety equipment and any information indicators is negligible. The purpose of the invention is to improve passability and road safety when the vehicle is used in traffic and not to impair the safety of the driver, car occupants, road users or pedestrians.
    As previously described, the shape of the light cone and the light intensity of the constituent sectors can be adjusted automatically with the control system. However, in alternative embodiments, the lighting unit may also include functions with which the light image and direction (position) of the emitted light can be adjusted manually. The adjustment of the direction (position) of the light cone can also be adjusted manually by means of, for example, adjusting screws which adjust the emitted light in height and sideways, respectively. Alternatively, the direction (position) of the light image can be controlled by means of electric motors which are arranged to influence the emitted light cone in height and laterally, respectively.
    In the detailed description of the present invention, construction details which may be obvious to a person skilled in the art may be omitted. Such obvious construction details are included to the extent required for a proper function of the present invention to be achieved. Although certain preferred embodiments have been described in detail, variations and modifications within the scope of the invention may become apparent to one skilled in the art to which the invention pertains. All such variations and modifications as are obvious to a person skilled in the art are considered to fall within the scope of the appended claims. In alternative embodiments, it is conceivable that at least one of the radiation emitting units is constituted by another type of light emitting unit. It is thus conceivable that the radiation-emitting unit consists of a xenon lamp, a halogen lamp or another radiation-emitting unit suitable for the purpose. The lighting device may also comprise combinations of at least two different types of radiation emitting units. Advantages of the invention With the present lighting device a number of advantages are achieved. The most obvious advantage is that an improved lighting device is obtained. It is a further advantage that the lighting unit, due to its location on the inside of the windscreen, is exposed to pollution to a very small extent, which has the positive effect that the light emitted from the auxiliary light is not substantially reduced. In the preferred embodiment, where the lighting unit is located high up on the inside of the windscreen, the advantage is also achieved that the lighting unit illuminates the ground in front of the vehicle in an efficient manner.
    权利要求:
    Claims (7)
    [1]
    A lighting device (1) for emitting electromagnetic radiation for lighting purposes or the like from a vehicle (7), comprising at least one unit (2) in which electromagnetic radiation is generated by at least one radiation generating unit (3), the generated electromagnetic radiation is emitted from the illumination device (1) by at least one radiation emitting unit (4) forming at least one light cone which is adjustably arranged with at least one control system characterized in that the illumination device (1) comprises at least one image sensor whose collected information is processed in at least one computerized image analysis unit and that the adjustability of the light cone is achieved by the light cone being divided into a number of sectors (9) and that the emitted light intensity in each sector (9) can be controlled individually on the basis of information collected by the image sensor and processed by the image analysis unit.
    [2]
    Lighting device (1) according to claim 1, characterized in that the generated electromagnetic radiation, from the radiation-generating unit (3), is transmitted via at least one radiation-transmitting unit (5) to the radiation-emitting (light-emitting) unit (4).
    [3]
    Lighting device (1) according to claim 2, characterized in that the radiation-generating unit (3) is thermally separated or isolated from the radiation-emitting unit (4).
    [4]
    Lighting device (1) according to at least one of the preceding claims characterized by the lighting device comprises a number of radiation-generating units (3) and that each sector in the emitted light cone is created by at least one radiation-generating unit (3).
    [5]
    Lighting device (1) according to one of the preceding claims, characterized in that the radiation transmitting unit (5) comprises at least one and preferably a number of optical beams where respective beams transmit generated radiation from at least one radiation generating unit (3).
    [6]
    Lighting device (1) according to at least one of the preceding claims, characterized in that the radiation-emitting unit (4) is located on the inside of a window in the vehicle and in that the light cone is emitted through the window through at least one window (6).
    [7]
    7. 10. ll. Lighting device (1) according to at least one of the preceding claims, characterized by the control system, comprises at least one function for automatic dimming of at least one sector (9) in the emitted light cone. Method for using a lighting device according to at least one of the preceding claims, characterized in that at least one image sensor continuously registers a video signal consisting of a continuous sequence of individual images of the road and its adjacent areas in the substantially forward direction of the vehicle and that the collected video signal (s) is processed of at least one computerized image analysis unit, and that the information processed by the image analysis unit is processed by at least one decision filter, which reduces the probability of incorrect control of said lighting unit, whose decision controls the emitted light intensity for each sector in the emitted light cone from the lighting device. Decision as said control unit receives from said decision ter lter Procedure according to claim 8, characterized in that each individual image is preferably analyzed without dependence on previous images. Procedure in accordance with claim 8 or 9, characterized in that t image sensor registers a continuous sequence of images using the same combination of exposure time, gain and optical aperture for all images. Method according to at least one of claims 8 to 10, characterized in that the computerized image analysis unit calculates in real time an image analysis method which is capable of recording the intensity of light points relative to the light intensity in a local image background. Method according to at least one of claims 8 to 11, characterized in that where the computerized image analysis unit calculates in real time an image analysis method capable of measuring the spatial positions on the surface of the image sensor corresponding to the light points emanating from at least one oncoming vehicle headlight or a horned vehicle taillight and recorded in a single image. Method according to claim 12, characterized in that detected headlights and / or taillights are used for deciding whether the road and its adjacent areas can be illuminated in the forward direction of the lighting device without causing a dangerous traffic situation due to oncoming or diverted vehicle drivers being dazzled. Lighting device according to claim 12, characterized in that the control system activates the sectors of the lighting where no oncoming or retarded vehicles are located and based on the spatial sensor positions. Procedure in accordance with at least one of the preceding claims, characterized in that the decision requires a number of consecutive and unambiguous incoming changes in order to change the decision based on the decision which is passed on to the control system.
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    同族专利:
    公开号 | 公开日
    SE542729C2|2020-06-30|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1200160A|SE542729C2|2012-03-13|2012-03-13|Lighting device for vehicles|SE1200160A| SE542729C2|2012-03-13|2012-03-13|Lighting device for vehicles|
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