WO2024256093A1 - 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
WO2024256093A1
WO2024256093A1 PCT/EP2024/062803 EP2024062803W WO2024256093A1 WO 2024256093 A1 WO2024256093 A1 WO 2024256093A1 EP 2024062803 W EP2024062803 W EP 2024062803W WO 2024256093 A1 WO2024256093 A1 WO 2024256093A1
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WO
WIPO (PCT)
Prior art keywords
raised
light distribution
vehicle
computing unit
headlight
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.)
Pending
Application number
PCT/EP2024/062803
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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 KR1020257038218A priority Critical patent/KR20250174675A/ko
Priority to CN202480033906.5A priority patent/CN121219167A/zh
Publication of WO2024256093A1 publication Critical patent/WO2024256093A1/fr
Anticipated expiration legal-status Critical
Pending 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 pivoting 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.
  • DE 102010 040650 A1 discloses a device and a method for adjusting the lighting of a vehicle on narrow bends.
  • a bend ahead of the vehicle is detected.
  • the visibility of the bend is determined. If there is narrow visibility, the lighting is adjusted to increase the illumination, otherwise it is adjusted to reduce glare.
  • data from a database of a navigation system and/or a camera system can be taken into account.
  • DE 102018215666 A1 discloses a method for operating a headlight of a vehicle and a high beam assistance system. The method involves determining a section of road ahead of the vehicle on which there is a high risk of encountering surrounding traffic that has not previously been in the field of vision. This section of road is classified as critical and monitored for a sign of surrounding traffic potentially soon coming into the field of vision. When the sign occurs, a high beam function is activated.
  • DE 102014225 517 A1 discloses a method and a control device for setting at least one parameter of a driver assistance device of a vehicle.
  • masking data is read in, describing properties of a masking object arranged adjacent to a roadway.
  • a masking-related visibility for the vehicle is then determined.
  • the at least one parameter is then adjusted depending on the masking-related visibility. This allows the headlights to be delayed if the visibility of the vehicle is reduced due to objects located near the edge of the road.
  • KR 10 2014 0 055 363 A discloses a lighting system for a vehicle and a method for controlling the lighting system.
  • the vehicle is able to direct the light emitted by headlights into a curve ahead.
  • the curve can be determined using a navigation system or using Analysis of a steering wheel angle. If objects in front of the vehicle are detected with the help of a camera system, the headlights are aligned in such a way that the objects are not illuminated.
  • the present invention is based on the object of specifying an improved method for operating a high beam assistant of an ego vehicle with pivoting 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 pivoting headlights, wherein the headlights project light into the surroundings in the light distribution, 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 preceding road users or oncoming traffic are potentially obscured by raised obstacles such as crash barriers, green strips, concrete walls and the like are blocked in curves, to assume the presence of road users on a section of road running behind a corresponding raised obstacle, so that no high beam is projected onto this section of road in particular. This reduces the risk of dazzling other road users or even completely prevents dazzling other road users.
  • the ego vehicle has two swiveling headlights.
  • the ego vehicle could also have more swiveling headlights.
  • the light emitted by such a headlight can be directed in a targeted manner towards the surroundings.
  • the entire headlight or just parts of it, such as a reflector, a lens, a diffuser, a cover plate or the like, can be moved using one or more actuators.
  • a corresponding light beam can be moved in a targeted manner or a cover plate can be swiveled into the light beam so that certain areas of the light beam are darkened.
  • the cover plate can be completely opaque to light or have a transparency of between 0% and 99%.
  • 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 using a wide variety of environmental sensors, such as cameras, laser scanners such as a Li DAR, 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 static and dynamic environmental objects to be classified based on characteristic image features.
  • environmental sensors such as cameras, laser scanners such as a Li DAR, 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 static and dynamic environmental objects to be classified 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, 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 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 pivoting headlights on the vehicle, the course of the raised obstacle and the section of road behind it, how the headlights must be controlled in order to darken the area of the light distribution falling on the section of road behind the raised obstacle.
  • the pivoting headlights are not matrix headlights or pixel headlights.
  • the raised obstacle can be on the right or left edge of the road from the perspective of the ego vehicle. Accordingly, the headlight that is closer to the raised obstacle is the right or left headlight of the ego vehicle.
  • the brightness of the emitted light distribution can be reduced to any value between 0% and 100% of the original brightness of the light distribution.
  • An advantageous development of the method according to the invention provides that when comparing the location of the ego vehicle with the digital road map, the computing unit 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, decreases with increasing distance from the headlights, the risk of glare decreases accordingly at greater distances from the ego vehicle. The method according to the invention is therefore advantageously only carried out for those road sections that are a certain distance behind the raised obstacle. A lateral distance of 30 m has proven to be particularly advantageous here.
  • “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 is a particularly simple way of darkening the light distribution in the areas thrown 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 road section 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. With the help of proven image recognition algorithms, characteristic features can be recognized in camera images and, for example, whether the raised obstacle is a guardrail, a green strips, concrete blocks, barrier tape or the like. This allows even more reliable detection and classification of raised obstacles.
  • 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 computing unit determines a curve radius for the section of road containing the raised obstacle and designs the extent of the brightness reduction of the light distribution emitted by the headlight and/or a swivel angle depending on the curve radius, whereby the brightness is reduced more in tight curves and/or the light distribution is swiveled further than in wide curves.
  • the curve radius can be determined from the digital road map. or alternatively, or in addition, by evaluating the sensor data. If the road has tight curves, this means that potentially hidden road users behind the curve are closer to the ego vehicle than on wide curves. Accordingly, it is advantageous to darken the light distribution more on tight curves or to move it further away from the raised obstacle. This reduces the risk of blinding other road users even more reliably.
  • a “section of road” can be understood as any length of the road, in particular in the immediate vicinity of the ego vehicle, for example within the next 5 m, 10 m, 50 m, 100 m or even fractions or multiples thereof in front of the ego vehicle.
  • the light distribution of the headlight closer to the raised obstacle is dimmed in a curve radius range between 500 m and 1200 m, whereby the brightness of the light distribution is 100% for a curve radius of greater than 1200 m and 0% for a curve radius of less than 500 m.
  • the light distribution is not dimmed.
  • the light distribution and thus the respective headlight is deactivated.
  • other road users behind the curve are further away from the ego vehicle with a large curve radius than with a small curve radius.
  • the road users behind the curve who are potentially obscured by the raised obstacle are so far away from the ego vehicle that there is no risk of other road users being blinded by the light distribution. This means that the light distribution does not have to be darkened or swiveled away.
  • the road users potentially behind the curve and obscured by the raised obstacle are so close to the ego vehicle that the headlights stop throwing light into the surrounding area in order to reliably prevent dazzling.
  • the dimming of the light distribution in the curve radius range between 500 m and 1200 m can be carried out in any way.
  • the simplest embodiment provides for continuous and linear dimming.
  • progressive or degressive dimming could also be carried out, for example following a quadratic or logarithmic function.
  • Discontinuous, i.e. stepped dimming could also be carried out.
  • the swiveling of the headlight(s) can be carried out depending on the curve radius in the range between 500 m and 1200 m.
  • the light distribution of the headlight located closer to the raised obstacle is lowered by 0.3 degrees.
  • a further advantageous embodiment of the method according to the invention further provides that the computing unit controls the headlight located further away from the raised obstacle in order to swivel the light characteristic emitted by this headlight vertically upwards, in particular by 0.3 degrees.
  • the computing unit controls the headlight located further away from the raised obstacle in order to swivel the light characteristic emitted by this headlight vertically upwards, in particular by 0.3 degrees.
  • the computing unit processes the sensor data in order to detect vehicles in the vehicle's surroundings, and the computing unit controls the headlights in order to swivel the light distribution thrown into the surroundings by at least one headlight away from such an area in which detected vehicles are located.
  • Detecting vehicles in the vehicle environment is possible using proven methods, for example based on geometric features and/or image recognition methods.
  • 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 and/or swiveling of at least the headlight located closer to the raised obstacle during a journey along a stretch of road between two raised obstacles if the distance for the two raised obstacles is smaller than the tolerance distance.
  • the tolerance distance can take on any fixed value, for example 50 cm, 1 m, 10 m or even fractions or multiples thereof.
  • this is only possible up to a limited distance in front of the ego vehicle when it is right-hand traffic and a right-hand bend or when it is left-hand traffic and a left-hand bend. It is therefore advantageous to read the distance between raised obstacles from the digital road map.
  • a vehicle comprising at least one environmental sensor, pivotable headlights, position determining means and a computing unit
  • the at least one environmental sensor, the pivotable headlights, the position determining 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 several distributed computer systems that are communicatively coupled to one another.
  • Such a computer system, or the computing unit can be, for example, 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, wherein a light distribution projected by the vehicle into the surroundings is darkened;
  • Fig. 2 is a schematic plan view of the vehicle according to the invention, with the light distribution being pivoted to the side;
  • FIG. 3 is a schematic plan view of the vehicle according to the invention, wherein the light distribution is pivoted downwards.
  • Figure 1 shows a vehicle according to the invention, hereinafter referred to as ego vehicle 1.
  • the ego vehicle 1 drives along a road 4.
  • the road 4 can have any number of lanes, although there does not necessarily have to be an oncoming lane.
  • the ego vehicle 1 has pivoting headlights 3 for projecting a light distribution 2 into the surroundings.
  • the ego vehicle has a left 3L and a right pivoting headlight 3R.
  • a classic high beam assistant is able to detect other road users and control swiveling headlights 3 in order to direct the light distribution 2 emitted by the headlights 3 away from a detected road user.
  • 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.
  • 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 processing unit in order to detect the presence of said raised obstacles at the edge of the road. Both the Both the left and right edges of the road are monitored. If corresponding raised obstacles 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, the course of a section of road behind the raised obstacle is recognized in the digital road map. If this is the case, the computing unit controls the pivoting headlights 3 of the ego vehicle 1 in order to darken the light distribution 2, pivot it to the side and/or pivot it downwards. The brightness of the light distribution 2 can be reduced compared to the rest of the light distribution, for example to 20% of the standard brightness.
  • the computing unit assumes that there are generally other road users on a section of road behind a raised obstacle, so that the corresponding areas of light distribution 2 are excluded as a precaution. This reduces the risk of glare.
  • Figure 1a shows the projection of an unchanged light distribution 2 into the surroundings.
  • Figure 1b) shows the case where, in order to reduce the risk of glare for other road users potentially located behind the raised obstacle in the curve, the light characteristic 2 of the headlight 3R located closer to the raised obstacle is darkened, indicated by close hatching.
  • the light distribution 2 projected into the environment by the corresponding headlight 3R is tilted vertically downwards, also indicated by a curved arrow. This reduces the range with which the light distribution 2 is projected into the environment, so that the section of road behind the raised obstacle is no longer illuminated at all.
  • both headlights 3 of the ego vehicle represent a headlight s that is closer to the raised obstacle, so that both the left headlight 3L and the right headlight 3R can both be dimmed, swiveled to the middle of the road and/or swiveled vertically downwards.

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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 pouvant pivoter, les phares 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 du véhicule ego (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 au bord de la route ; s'il au moins un obstacle surélevé 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 peut être lue à partir de la carte routière numérique du point de vue de l'égo-véhicule (1) en direction de l'obstacle surélevé ; et si tel est le cas : à commander au moins le phare (3) qui est plus proche de l'obstacle surélevé, à l'aide de l'unité informatique, afin de : réduire la luminosité de la distribution de lumière émise (2) ; faire pivoter la distribution de lumière (2) verticalement vers le bas ; et/ou faire pivoter la distribution de lumière (2) horizontalement à l'opposé de l'obstacle surélevé.
PCT/EP2024/062803 2023-06-16 2024-05-08 Procédé de fonctionnement d'un assistant de feu de route et véhicule Pending WO2024256093A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
KR1020257038218A KR20250174675A (ko) 2023-06-16 2024-05-08 상향등 보조 장치를 작동하는 방법 및 차량
CN202480033906.5A CN121219167A (zh) 2023-06-16 2024-05-08 用于操作远光灯辅助系统的方法和车辆

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102023002438.4 2023-06-16
DE102023002438.4A DE102023002438A1 (de) 2023-06-16 2023-06-16 Verfahren zum Betreiben eines Fernlichtassistenten und Fahrzeug

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WO2024256093A1 true WO2024256093A1 (fr) 2024-12-19

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KR (1) KR20250174675A (fr)
CN (1) CN121219167A (fr)
DE (1) DE102023002438A1 (fr)
WO (1) WO2024256093A1 (fr)

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