WO2024256088A1 - Procédé de fonctionnement d'un assistant de feu de route et véhicule - Google Patents

Procédé de fonctionnement d'un assistant de feu de route et véhicule Download PDF

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Publication number
WO2024256088A1
WO2024256088A1 PCT/EP2024/062611 EP2024062611W WO2024256088A1 WO 2024256088 A1 WO2024256088 A1 WO 2024256088A1 EP 2024062611 W EP2024062611 W EP 2024062611W WO 2024256088 A1 WO2024256088 A1 WO 2024256088A1
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WO
WIPO (PCT)
Prior art keywords
tunnel
computing unit
raised
vehicle
light distribution
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/EP2024/062611
Other languages
German (de)
English (en)
Inventor
Carsten Gut
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mercedes Benz Group AG
Original Assignee
Mercedes Benz Group AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Mercedes Benz Group AG filed Critical Mercedes Benz Group AG
Priority to EP24725139.0A priority Critical patent/EP4727803A1/fr
Priority to CN202480037939.7A priority patent/CN121285480A/zh
Priority to KR1020257039816A priority patent/KR20260003199A/ko
Priority to JP2025571589A priority patent/JP2026519858A/ja
Publication of WO2024256088A1 publication Critical patent/WO2024256088A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
    • B60Q1/00—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor
    • B60Q1/02—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to illuminate the way ahead or to illuminate other areas of way or environments
    • B60Q1/04—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to illuminate the way ahead or to illuminate other areas of way or environments the devices being headlights
    • B60Q1/14—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to illuminate the way ahead or to illuminate other areas of way or environments the devices being headlights having dimming means
    • B60Q1/1415—Dimming circuits
    • B60Q1/1423—Automatic dimming circuits, i.e. switching between high beam and low beam due to change of ambient light or light level in road traffic
    • B60Q1/143—Automatic dimming circuits, i.e. switching between high beam and low beam due to change of ambient light or light level in road traffic combined with another condition, e.g. using vehicle recognition from camera images or activation of wipers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
    • B60Q2300/00—Indexing codes for automatically adjustable headlamps or automatically dimmable headlamps
    • B60Q2300/05—Special features for controlling or switching of the light beam
    • B60Q2300/056—Special anti-blinding beams, e.g. a standard beam is chopped or moved in order not to blind
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
    • B60Q2300/00—Indexing codes for automatically adjustable headlamps or automatically dimmable headlamps
    • B60Q2300/30—Indexing codes relating to the vehicle environment
    • B60Q2300/32—Road surface or travel path
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
    • B60Q2300/00—Indexing codes for automatically adjustable headlamps or automatically dimmable headlamps
    • B60Q2300/40—Indexing codes relating to other road users or special conditions
    • B60Q2300/41—Indexing codes relating to other road users or special conditions preceding vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
    • B60Q2300/00—Indexing codes for automatically adjustable headlamps or automatically dimmable headlamps
    • B60Q2300/40—Indexing codes relating to other road users or special conditions
    • B60Q2300/45—Special conditions, e.g. pedestrians, road signs or potential dangers

Definitions

  • the invention relates to a method for operating a high beam assistant of an ego vehicle with matrix headlights according to the type defined in more detail in the preamble of claim 1 and to a vehicle according to the type defined in more detail in the preamble of claim 11.
  • high beam allows for a stronger illumination of the vehicle's surroundings, so that a driver can see surrounding objects and the road better.
  • using high beam carries the risk of blinding other road users ahead and oncoming traffic. A driver must therefore "dim" their headlights in such situations.
  • High beam assistants can increase the comfort of the driver and reduce the risk of forgetting to dim the headlights.
  • Such a high beam assistant is based on detecting road users using environmental sensors and controlling the vehicle headlights in such a way that the areas of the light distribution thrown into the environment by the vehicle headlights in which road users are located are excluded from the high beam.
  • movable headlights can be swiveled or individual pixels of a matrix headlight can be darkened in a targeted manner.
  • the road is often curved, which can lead to raised obstacles such as crash barriers, grass verges, concrete barriers and the like obscuring the vehicle lights of other road users, particularly oncoming traffic or vehicles driving far ahead.
  • the high beam assistant is not able to correctly identify the relevant road users, so the headlights are not dimmed. This increases the risk of other road users being dazzled.
  • a method for operating a driver information system in an ego vehicle and a driver information system are known from DE 102019 202 592 A1.
  • the driver information system described in the publication makes it possible to record the environment of the ego vehicle and to display it in a realistic manner on a display in the ego vehicle.
  • a radius of curvature of curves ahead can be determined and this can be transferred to a representation of the corresponding route on the display.
  • demarcation markings such as lane markings or guard rails can be detected, classified and also correctly displayed on the display.
  • Sensor-generated environmental data can be merged with map data.
  • the operation of a high beam assistant is not the subject of the publication.
  • DE 102006 016 071 A1 discloses the control of the headlight range of a motor vehicle.
  • the document describes a predictive control of the headlight range.
  • the course of the road is recorded and a headlight beam is raised when approaching a depression, lowered when approaching a crest and tilted into the curve when approaching a curve.
  • headlight adjustment linked to a steering wheel position this makes it possible to illuminate the curve at an early stage.
  • the course of the road can be recognized by evaluating sensor data generated by environmental sensors. Road markings or road boundaries can be taken into account for this purpose.
  • the course of the road can also be determined using data recorded in camera images. detected lights, such as reflections from guide posts or lights from road users, are plausible.
  • the present invention is based on the object of specifying an improved method for operating a high beam assistant of an ego vehicle with matrix headlights, which allows particularly safe operation of the high beam assistant.
  • Advantageous embodiments and further developments as well as a corresponding vehicle for carrying out the method arise from the dependent claims.
  • a generic method for operating a high beam assistant of an ego vehicle with matrix headlights, wherein the matrix headlights project a light distribution into the environment, is further developed according to the invention by the following method steps:
  • the method according to the invention therefore allows, in situations in which the lights of road users ahead or oncoming traffic are potentially blocked by raised obstacles such as crash barriers, green strips, concrete walls and the like in curves, to use a signal behind a corresponding to assume the presence of road users on a section of road with a raised obstacle, so that no high beam is projected onto this section of road in particular. This reduces the risk of blinding other road users or even completely prevents blinding other road users. It is irrelevant whether there are actually road users on the section of road in question or not.
  • the ego vehicle has two matrix headlights.
  • the ego vehicle could also have more matrix headlights.
  • a matrix headlight comprises a large number of light sources, for example LEDs, arranged in a grid or field to form a large number of pixels. Such an arrangement is also referred to as an LED array.
  • a small number of light sources, in particular one light source can be provided, in which case a corresponding light matrix is generated with the aid of micro lenses and/or micro mirrors.
  • individual LEDs or micro lenses and/or micro mirrors By specifically controlling the individual LEDs or micro lenses and/or micro mirrors, individual pixels can then be darkened in a targeted manner. This enables the brightness to be reduced in those areas of the light distribution that fall on the section of road behind the raised obstacle.
  • the matrix headlights can radiate the light distribution unchanged into the surroundings, for example a high beam distribution.
  • the method according to the invention describes the operation of a high beam assistant.
  • the light distribution does not necessarily have to be high beam.
  • the light distribution can also be a dipped beam, a parking light or another light.
  • Environment detection is possible with a wide variety of environmental sensors, such as cameras, laser scanners such as a LiDAR, radar sensors, ultrasonic sensors and the like. Such sensor systems can be used to obtain depth information, which can be used to detect raised obstacles based on geometric features.
  • the evaluation of camera images also allows a classification of static and dynamic environmental objects based on characteristic image features.
  • the ego vehicle has positioning means such as a navigation system.
  • the navigation system can determine a geoposition by evaluating signals from global navigation satellites, for example based on GPS, Galileo, Beidou or the like.
  • the vehicle can carry the digital road map with it, for example stored in a database included in the computing unit.
  • the ego vehicle can also use a telecommunications unit to wirelessly access a central computing device, such as the cloud server of a vehicle manufacturer or a map material service provider, and thus read out digital road maps as required.
  • the ego vehicle i.e. the computing unit, compares the location with the digital road map.
  • the orientation of the ego vehicle is automatically taken into account based on the direction of travel on the respective section of the route, so that the computing unit can easily check whether there are corresponding sections of road behind the raised obstacle. This is particularly the case with winding or curved roads.
  • the computing unit is then able to determine, by comparing the corresponding geometric information of the vehicle orientation, the arrangement of the matrix headlights on the vehicle, the course of the raised obstacle and the road section behind it, which areas of the light distribution must be darkened in order to create the dimming tunnel and project it correctly onto the road section.
  • An advantageous development of the method according to the invention provides that the computing unit, when comparing the location of the ego vehicle with the digital road map, only considers those road sections to be behind the raised obstacle that are up to a maximum lateral distance of 30 m from the raised obstacle. Since the area-specific brightness of the light distribution, better known as luminous flux density, increases with increasing distance to the matrix headlights, the risk of glare decreases accordingly at greater distances from the ego vehicle. Aiming the dimming tunnel at correspondingly distant road sections can therefore only reduce the risk of glare to a limited extent, since the risk of glare automatically decreases with increasing distance. The method according to the invention is therefore advantageously only carried out for road sections that are a certain distance behind the raised obstacle.
  • lateral distance here means a distance extending orthogonally away from a corresponding curve element within which corresponding road sections are searched for in the digital road map. This is a simple and reliable method of checking whether a road course exists that could lead to a risk of glare for other road users.
  • this makes it particularly easy to project the dimming tunnel onto the opposite lane behind a structural separation, for example on a motorway or a dual carriageway with a guard rail between the two directions of travel.
  • the computing unit determines a height of surrounding objects by evaluating the sensor data and classifies only those surrounding objects as raised obstacles whose upper edge is at a geodetic height in the range between 30 cm and 120 cm. If surrounding objects extend to a height in the range between 30 cm and 120 cm, the corresponding surrounding objects are at a typical height at which lights are attached to vehicles. The risk that such surrounding objects will obscure the lights of vehicles potentially present on the section of road behind a raised obstacle is correspondingly high. Such surrounding objects are thus particularly advantageously classified as raised obstacles.
  • a camera image analysis can be carried out to classify the surrounding objects.
  • a further advantageous embodiment of the method according to the invention further provides that the computing unit enters detected raised obstacles in the digital road map.
  • information about existing raised obstacles is aggregated and advantageously included in the digital road map for later use. This can be used, for example, to improve the reliability of the method according to the invention. There could be a risk that individual ego vehicles do not correctly detect raised obstacles, i.e. overlook them.
  • the computing unit can then read out the presence of raised obstacles from the digital road map in addition to the course of the road, so that the existence of raised obstacles can be inferred even if they have been overlooked by purely sensor-based detection.
  • Various information describing the raised obstacles can be entered into the digital road map, with at least the location or course of raised obstacles being saved.
  • the dimensions of the raised obstacles such as height, width and/or depth as well as distances from one another can be saved.
  • a classification of the raised obstacles for example “guard rail”, “green strip” or the like can also be saved.
  • a time stamp such as a date and/or time can also be saved so that the digital road map can be used to track when and how often corresponding raised obstacles were detected. This makes it possible to identify temporary raised obstacles and delete them from the digital road map if they are not detected again within a certain time window.
  • the dimming tunnel expands horizontally with a first opening angle between a left and a right tunnel boundary from the perspective of the ego vehicle, wherein the computing unit places the left tunnel boundary at the outermost left edge of the light distribution in right-hand traffic and dynamically changes the first opening angle to shift the right tunnel boundary so that the right tunnel boundary hits a road section furthest to the right from the digital road map within a maximum distance in front of the ego vehicle, and vice versa in left-hand traffic.
  • This ensures that only relevant areas of the light distribution are darkened to create the dimming tunnel.
  • the right tunnel boundary moves back and forth within the light distribution emitted by the ego vehicle. If the rightmost section of the road is outside the light distribution, the dimming tunnel then extends horizontally across the entire light distribution. In extreme cases, the right tunnel boundary can coincide with the extreme right edge of the light distribution.
  • a further advantageous embodiment of the method according to the invention also provides that the computing unit sets 400 m as the maximum distance.
  • 400 m has proven to be an advantageous value for the maximum distance, so that an overly large dimming tunnel is prevented from being generated for road sections that are particularly far ahead, since this would only achieve a small or no advantageous reduction in the risk of glare due to the great distance to the ego vehicle. Accordingly, the frequency with which sections of the light distribution that are particularly far to the right remain bright increases, so that the person driving the vehicle can better see the surroundings in this area.
  • the brightness in the dimming tunnel is reduced by up to 80% compared to the rest of the light distribution.
  • the dimming tunnel then has a brightness that corresponds to at least 20% of the brightness of the rest of the light distribution.
  • Darkening the brightness in the dimming tunnel to 20% of the standard brightness has proven to be particularly advantageous for reducing the risk of glare. This represents a compromise that reliably prevents other road users from being dazzled, but still ensures sufficient illumination of the surroundings so that the person driving the vehicle can still see the surroundings sufficiently well even in darkened areas of the light distribution.
  • Detecting vehicles in the vehicle environment is possible using proven methods, for example based on geometric features and/or image recognition methods.
  • the dimming tunnel extends vertically with a second opening angle between a lower and an upper tunnel boundary from the perspective of the ego vehicle, with the computing unit placing the lower tunnel boundary above the outer lower edge of the light distribution and the upper tunnel boundary below the outer upper edge of the light distribution.
  • the dimming tunnel can extend vertically over the entire spread of the light distribution.
  • the second opening angle can assume different values in different horizontal angle ranges. This enables an even more extensive adaptation of the dimming tunnel to the respective driving situation.
  • the dimming tunnel can thus be opened from a direction that coincides with the direction of light propagation. Viewing direction may also assume a cross-sectional shape other than a square, rectangle, ellipse or circle, such as an L-shape, T-shape or triangular shape.
  • a further advantageous embodiment of the method according to the invention further provides that the computing unit reads the course of raised obstacles along at least one of the next stretches of road ahead of the ego vehicle from the digital road map, determines a distance between two consecutive raised obstacles, compares the distance with a specified tolerance distance and prevents the dimming tunnel from being deactivated during a journey along a stretch of road between two raised obstacles if the distance between the two raised obstacles is smaller than the tolerance distance. This prevents the dimming tunnel from being alternately switched on and off when driving along a non-continuous raised obstacle. This can be disruptive for the person driving the vehicle and thus endanger safe ferry operation.
  • the tolerance distance can assume any fixed value, for example 50 cm, 1 m, 10 m or even fractions or multiples thereof.
  • a vehicle comprising at least one environmental sensor, matrix headlights, position determination means and a computing unit
  • the at least one environmental sensor, the matrix headlights, the position determination means and the computing unit are set up according to the invention to carry out a method described above.
  • the vehicle can be any ego vehicle such as a car, truck, van, bus or the like.
  • the computing unit can be formed by a single computer system or also several distributed computer systems that are communicatively coupled to one another. Such a computer system, or the computing unit, can be For example, it could be a central on-board computer or the control unit of a vehicle subsystem.
  • Fig. 1 is a schematic plan view of a vehicle according to the invention which carries out a method according to the invention for operating a high beam assistant;
  • Fig. 2 is a perspective view of a traffic situation from the viewpoint of the vehicle shown in Figure 1;
  • Fig. 3 is a side view of the vehicle according to the invention.
  • FIG. 1 shows a vehicle according to the invention, hereinafter referred to as ego vehicle 1.
  • the ego vehicle 1 drives along a road 9.
  • the road 9 can have any number of lanes, although there does not necessarily have to be an oncoming lane.
  • the ego vehicle 1 has matrix headlights for projecting a light distribution 2 into the surroundings.
  • the light distribution 2 is limited horizontally by a left edge 6.L and a right edge 6.R. In general, there is a risk that other road users will be blinded by the light distribution 2.
  • a classic high beam assistant is able to detect other road users and control matrix headlights to darken the areas of the light distribution 2 in which other road users are located.
  • Such systems can reach their limits, particularly at night, for example because other road users who are far away from the ego vehicle 1 are not illuminated enough to be difficult to recognize in camera images. For this reason, camera images are typically searched for vehicle lights, such as tail lights, headlights, position lights and the like, which makes it possible to detect the presence of other road users, even if the actual silhouette of such a vehicle cannot be recognized.
  • Raised obstacles 3, such as guard rails can be located at the edge of the road, as shown in Figure 2, which can obscure the view of the ego vehicle 1 of the corresponding vehicle lights.
  • the ego vehicle 1 detects its vehicle surroundings using at least one environmental sensor. Sensor data generated by the at least one environmental sensor are processed by an internal vehicle computing unit in order to detect the presence of said raised obstacles 3 at the edge of the road. Both the left and right edges of the road can be monitored. If corresponding raised obstacles 3 are present, the computing unit determines a location of the ego vehicle 1, compares this with a digital road map, and determines whether, from the perspective of the ego vehicle 1 on the raised obstacle 3, the course of a road section behind the raised obstacle 3 is recognized in the digital road map. If this is the case, the computing unit controls the matrix headlights of the ego vehicle 1 in order to provide a dimming tunnel 4 in the light distribution 2.
  • the brightness of the light distribution 2 is reduced in the dimming tunnel 4 compared to the rest of the light distribution, in particular to 20% of the standard brightness.
  • the dimming tunnel 4 is specifically aimed at the road section behind the raised obstacle 3.
  • the computing unit assumes that there are generally other road users behind a raised obstacle 3, so that the corresponding areas of the light distribution 2 are excluded as a precaution. This reduces the risk of glare.
  • the dimming tunnel 4 extends horizontally with a first opening angle ßi between a left 5.L and right tunnel boundary 5.R from the perspective of the ego vehicle 1.
  • the computing unit places the left tunnel boundary 5.L at the extreme left edge 6.L of the light distribution 2 and dynamically changes the first opening angle ßi to shift the right tunnel boundary 5.R. This takes place depending on the course of the road, taking into account a maximum distance d max .
  • the computing unit determines which point 10 of road 9 is furthest to the right with respect to ego vehicle 1 within the maximum distance d max and aligns the right tunnel boundary 5.R to it. This ensures that when ego vehicle 1 travels along road 9, relevant surrounding areas are covered by dimming tunnel 4 at all times. Point 10 is therefore an intersection with road 9.
  • the left tunnel boundary 5.L coincides with the outermost left edge 6.L of the light distribution 2.
  • the computing unit uses a value of 400 m as the maximum distance d max . Due to the large distance to the ego vehicle 1, there is no longer any risk of glare for other road users in an area 11, even at full intensity of the light distribution 2.
  • Figure 2 shows a traffic situation from the perspective of the ego vehicle 1.
  • a driving situation at night is shown, which is indicated by a darkly hatched sky.
  • Two guard rails are present as a raised obstacle 3, which delimit the roadway driven by the ego vehicle 1 to the right and left. This is a right-hand bend, so that in an area 12 behind the guard rail there is also a section of road in which other road users can be lying.
  • the dimming tunnel 4 is to be directed accordingly. Furthermore, from the perspective of the ego vehicle 1, there is an oncoming lane behind the left guardrail, where other road users may also be. The dimming tunnel 4 is also to be directed accordingly towards an area 13. In the embodiment shown in Figure 2, the dimming tunnel 4 also extends between areas 12 and 13. However, it would also be possible to emit the full light intensity here and not to dim it. It would also be possible to use only one of the two areas 12 or 13 to form the dimming tunnel 4.
  • Figure 2 shows the embodiment in which the dimming tunnel 4 extends vertically over only a portion of the light distribution 2.
  • the dimming tunnel 4 has an L-shape from the perspective of the ego vehicle 1. In general, however, the dimming tunnel 4 could also extend vertically over the entire light distribution 2.
  • Figure 2 shows a vehicle 7 driving ahead of the ego vehicle 1. Since the vehicle 7 is comparatively close to the ego vehicle 1, it can be reliably detected by the ego vehicle 1 in a tried and tested manner. In a classic manner, the area 8 is thus left out of the light distribution 2 so that the person driving the vehicle 7 is not blinded.
  • the area 8 can remain dark or can be illuminated with light, with a lower brightness than in the rest of the light distribution 2 being selected, in particular the same brightness with which the dimming tunnel 4 is illuminated. This also prevents the blinding of vehicles (not shown in more detail) that enter the field of view of the ego vehicle 1 from the area 12 when the ego vehicle 1 is driving quickly.
  • Figure 3 shows the vertical extension of the light distribution 2 and the dimming tunnel 4 in a side view.
  • the dimming tunnel 4 has a second opening angle ß2 in the vertical.
  • a lower tunnel boundary 5.U is placed over a lower edge 6.U of the light distribution 2.
  • an upper tunnel boundary 5.0 is placed under an upper edge 6.0 of the light distribution 2.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Lighting Device Outwards From Vehicle And Optical Signal (AREA)

Abstract

L'invention concerne un procédé de fonctionnement d'un assistant de feu de route d'un égo-véhicule (1) avec des phares matriciels, les phares matriciels projetant une distribution de lumière (2) dans l'environnement. L'invention est caractérisée par les étapes de procédé suivantes consistant : à détecter un environnement de véhicule au moyen d'au moins un capteur d'environnement de l'égo-véhicule (1) ; à traiter des données de capteur générées par l'au moins un capteur d'environnement à l'aide d'une unité informatique embarquée afin de déterminer la présence d'obstacles surélevés (3) au bord de la route ; si au moins un obstacle surélevé (3) est présent : à déterminer un emplacement de l'égo-véhicule (1), à comparer l'emplacement à une carte routière numérique et à déterminer, à l'aide de l'unité informatique, si la trajectoire d'une section de route derrière l'obstacle surélevé (3) peut être lue à partir de la carte routière numérique du point de vue de l'égo-véhicule (1) vers l'obstacle surélevé (3) ; et si tel est le cas : à commander au moins le phare matriciel faisant face à l'obstacle surélevé (3), à l'aide de l'unité informatique, pour générer un tunnel de gradation (4) dans la distribution de lumière (2), la luminosité dans le tunnel de gradation (4) étant réduite par rapport au reste de la distribution de lumière (2), et l'unité informatique alignant le tunnel de gradation (4) au moins avec la section de route située derrière l'obstacle surélevé (3).
PCT/EP2024/062611 2023-06-16 2024-05-07 Procédé de fonctionnement d'un assistant de feu de route et véhicule Ceased WO2024256088A1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
EP24725139.0A EP4727803A1 (fr) 2023-06-16 2024-05-07 Procédé de fonctionnement d'un assistant de feu de route et véhicule
CN202480037939.7A CN121285480A (zh) 2023-06-16 2024-05-07 用于操作远光灯辅助系统的方法和车辆
KR1020257039816A KR20260003199A (ko) 2023-06-16 2024-05-07 상향등 보조 장치를 작동하는 방법 및 차량
JP2025571589A JP2026519858A (ja) 2023-06-16 2024-05-07 ハイビームアシストを動作させる方法及び車両

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102023002436.8A DE102023002436B4 (de) 2023-06-16 2023-06-16 Verfahren zum Betreiben eines Fernlichtassistenten und Fahrzeug
DE102023002436.8 2023-06-16

Publications (1)

Publication Number Publication Date
WO2024256088A1 true WO2024256088A1 (fr) 2024-12-19

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EP (1) EP4727803A1 (fr)
JP (1) JP2026519858A (fr)
KR (1) KR20260003199A (fr)
CN (1) CN121285480A (fr)
DE (1) DE102023002436B4 (fr)
WO (1) WO2024256088A1 (fr)

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JP2026519858A (ja) 2026-06-18
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