FORM 2
THE PATENTS ACT, 1970
(39 of 1970)
AND
THE PATENTS RULES, 2003
COMPLETE SPECIFICATION
(See section 10; rule 13)
TITLE OF THE INVENTION
CONTROLLER, METHOD AND COMPUTER PROGRAM FOR
DETERMINING HEADLAMP MISALIGNMENT
APPLICANT
1) TATA MOTORS LIMITED
of Bombay House, 24 Homi Mody Street,
Hutatma Chowk,
Mumbai 400001, Maharashtra,
India; Nationality Indian
2) Tata Motors European Technical Centre plc
of 18 Grosvenor Place, London,
SW1X 7HS, London,
United Kingdom;
Nationality United Kingdom
The following specification particularly describes the invention and the
manner in which it is to be performed.
2
CONTROLLER, METHOD AND COMPUTER PROGRAM FOR
DETERMINING HEADLAMP MISALIGNMENT
TECHNICAL FIELD
5
The present disclosure relates to a controller, method and computer program for
determining headlamp misalignment. In particular, but not exclusively it relates to
a controller, method and computer program for determining headlamp
misalignment in a road vehicle.
10
Aspects of the invention relate to a vehicle system controller, a method, a
computer program, a vehicle system and a vehicle.
BACKGROUND OF THE INVENTION
15
Many vehicles may be supplied to users with incorrectly aimed headlamps.
Furthermore, headlamps can easily be put out of correct alignment due to, for
example, minor collisions without the knowledge of the vehicle user. In addition,
some service centres may be unable to correctly aim headlamps leading to
20 incorrectly aimed headlamps even after vehicle servicing.
Glare caused by headlamps of other vehicles can be problematic for drivers. In
particular, glare caused by incorrectly aimed headlamps can cause problems for
drivers in situations when glare would not normally occur. Both horizontal and
25 vertical alignment errors can cause glare problems for other drivers.
For example, glare caused by incorrectly aimed headlamps from a vehicle can
cause dangerous driving conditions as such glare can cause discomfort or
disability to other drivers.
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3
Accordingly, incorrectly aimed headlamps can cause significant dangers to road
users.
It is an aim of at least certain embodiments of the present invention to address or
5 ameliorate disadvantages associated with the prior art.
BRIEF SUMMARY OF THE INVENTION
Aspects and embodiments of the invention provide vehicle system controllers,
10 methods, a vehicle system, a vehicle, and a computer program as claimed in the
appended claims
According to an aspect of the invention, there is provided a vehicle system
controller, comprising:
15 means for determining an amount of visible light received at a vehicle
from a second vehicle;
means for controlling transmission of at least one wireless signal to the
second vehicle in dependence on the determined amount of received visible light,
the at least one wireless signal comprising information of possible headlamp
20 misalignment of the second vehicle.
This provides the advantage that, for example, a vehicle receiving unexpected
amounts of visible light from a second vehicle can automatically inform the
second vehicle of possible headlamp misalignment. This can facilitate quick
25 identification and rectification of a headlamp misalignment problem.
The amount of visible light may comprise an intensity of the received visible light
and/or a spatial distribution of the received visible light.
30
4
The vehicle system controller may comprise means for determining context
information of the vehicle, and the means for controlling transmission of the at
least one wireless signal may comprise means for controlling transmission of the
at least one wireless signal to the second vehicle in dependence on the determined
5 context information of the vehicle.
The vehicle system controller may comprise means for determining context
information of the vehicle from at least one of positioning data, angular data, radar
data, camera data, ambient lighting data and terrain data.
10
Positioning data may comprise:
absolute position of the vehicle and/or the second vehicle;
relative positions of the vehicle and the second vehicle with respect to each other;
Global Position System (GPS) and/or Global Navigation Satellite System (GNSS)
15 data; and/or
height of one or more sensors for detecting visible light at the vehicle from the
second vehicle.
Radar data may comprise:
20 distance between the vehicle and the second vehicle upon receipt of the visible
light;
relative angle, vertical and/or horizontal, between the vehicle and the second
vehicle.
25 The vehicle system controller may comprise means for determining that the
amount of received visible light is due to the context of the vehicle.
The means for determining context information of the vehicle may comprise
means for determining relative positions of the vehicle and second vehicle.
30
5
The at least one wireless signal may comprise information determined at the
vehicle.
The at least one wireless signal may comprise at least one of determined vehicle
5 context information, an indication of the visible light received the vehicle from the
second vehicle and a determined headlamp misalignment risk level
The vehicle system controller may comprise means for determining a risk of
headlamp misalignment of the second vehicle in dependence on vehicle context
10 information and the amount of received visible light.
The means for controlling transmission of the at least one wireless signal may be
configured to modify and/or withhold transmission of the at least one wireless
signal in dependence on the determined risk of headlamp misalignment of the
15 second vehicle.
The at least one wireless signal may comprise a Li-Fi signal.
According to another aspect of the invention there is provided a vehicle system
20 controller, comprising:
means for determining an amount of visible light received at a vehicle
from a second vehicle;
means to control transmission of at least one wireless signal to the second
vehicle in dependence on the determined amount of received visible light, the at
25 least one wireless signal comprising information of possible headlamp
misalignment of the second vehicle.
According to another aspect of the invention, there is provided a vehicle system
controller, comprising:
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6
means for determining an amount of light received at a vehicle from a
second vehicle;
means for controlling transmission of at least one signal to the second
vehicle in dependence on the determined amount of received light, the at least one
5 wireless signal comprising information.
The means may comprise an electronic processor having an electronic input and
an electronic memory device electrically coupled to the electronic processor and
having instructions stored therein, the processor being configured to access the
10 memory device and execute the instructions stored therein such that it is operable
to provide the various means recited in any preceding paragraph.
According to another aspect of the invention, there is provided a method of
determining headlamp misalignment comprising:
15 determining an amount of visible light received at a vehicle from a second
vehicle;
controlling transmission of at least one wireless signal to the second
vehicle in dependence on the determined amount of received visible light, the at
least one wireless signal comprising information of possible headlamp
20 misalignment of the second vehicle.
The method may comprise determining context information of the vehicle, and
controlling transmission of the at least one wireless signal may comprise
controlling transmission of the at least one wireless signal to the second vehicle in
25 dependence on the determined context information of the vehicle.
The method may comprise determining context information of the vehicle from at
least one of positioning data, angular data, radar data, camera data, ambient
lighting data and terrain data.
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7
Determining context information of the vehicle may comprise determining
relative positions of the vehicle and second vehicle.
The at least one wireless signal may comprises information determined at the
5 vehicle.
The at least one wireless signal may comprise at least one of determined vehicle
context information and a determined headlamp misalignment risk level.
10 The method may comprise determining a risk of headlamp misalignment of the
second vehicle in dependence on vehicle context information and the amount of
received visible light.
Controlling transmission of the at least one wireless signal may comprise
15 modifying and/or withholding transmission of the at least one wireless signal in
dependence on the determined risk of headlamp misalignment of the second
vehicle.
The at least one wireless signal may comprise a Li-Fi signal.
20
According to another aspect of the invention, there is provided a vehicle system
controller comprising an electronic processor having an electrical input and an
electronic memory device electrically coupled to the electronic processor and
having instructions stored therein, the processor being configured to access the
25 memory device and execute instructions stored therein such that it is operable to
perform a method as described in any preceding paragraph.
According to a further aspect of the invention, there is provided a vehicle system
controller comprising:
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8
means for receiving at a vehicle at least one wireless signal, from a second
vehicle, the at least one wireless signal comprising information indicating possible
headlamp misalignment of the vehicle; and
means for controlling at least one output at the vehicle in dependence on
5 the received information.
This provides the advantage that, for example, a driver of a vehicle can be
automatically made aware of possible headlamp misalignment issues of the
vehicle. This can facilitate quick identification and rectification of a headlamp
10 misalignment problem.
The at least one wireless signal may comprise at least one of context information
of the second vehicle, an indication of visible light received at the second vehicle
from the vehicle and a headlamp misalignment risk level.
15
Context information of the second vehicle may comprise at least one of
positioning data, angular data, radar data, camera data, ambient lighting data and
terrain data and/or information determined from at least one of positioning data,
radar data, camera data, ambient lighting data and terrain data.
20
The vehicle system controller may comprise means for determining a headlamp
misalignment risk level in dependence on information received in the at least one
wireless signal from the second vehicle.
25 The vehicle system controller may comprise means for logging information
received in the at least one wireless signal.
The means for logging may be arranged to log information received in a plurality
of wireless signals and the means for determining a headlamp misalignment risk
30
9
level is arranged to determine a headlamp misalignment risk level in dependence
on information received in a plurality of wireless signals from one or more second
vehicles.
5 The vehicle system controller may comprise means for increasing at least one
counter in dependence upon a determined headlamp misalignment risk level
associated with the received at least one wireless signal.
The means for controlling at least one output at the vehicle may comprise means
10 for controlling at least one output at the vehicle in dependence on the at least one
counter exceeding a pre-determined threshold for an associated risk level.
The means for controlling at least one output may comprise means for controlling
at least one headlamp of the vehicle and/or means for providing at least one alert
15 to warn the driver of the vehicle of possible headlamp misalignment.
The vehicle system controller may comprise means for controlling at least one
output at the vehicle in dependence on at least one counter exceeding a second
pre-determined threshold for an associated risk level. The means for controlling at
20 least one output may comprise means for modifying operation of the at least one
headlamp of the vehicle and/or providing a second alert to warn an occupant of
the vehicle of possible headlamp misalignment.
This allows, for example, the alignment of the at least one headlamp to be
25 modified to reduce possible headlamp misalignment, for example by altering the
levelling of the headlamp to a failsafe alignment.
The at least one output may be controlled to deactivate the at least one headlamp.
30
10
This allows, for example, a plurality of alerts having differing levels of severity.
Where the vehicle system controller is communicatively coupled to a headlamp
comprising a multi-zone adaptive driving beam (ADB), operation of the ADB
5 may be modified in dependence on the at least one counter exceeding the first predetermined
threshold. The ADB may be deactivated in dependence on the at least
one counter exceeding the second pre-determined threshold.
The means for receiving at least one wireless signal may comprise a Li-Fi signal
10 receiver.
According to another aspect of the invention, there is provided a vehicle system
controller comprising:
means for receiving at a vehicle at least one wireless signal, from a second
15 vehicle, the at least one wireless signal comprising information indicating possible
headlamp misalignment of the vehicle; and
means to control at least one output at the vehicle in dependence on the
received information.
20 According to another aspect of the invention, there is provided a vehicle system
controller comprising:
means for receiving at a vehicle at least one signal, from a second vehicle,
the at least one signal comprising information of one or more headlamps of the
vehicle; and
25 means for controlling at least one output at the vehicle in dependence on
the received information.
The means may comprise an electronic processor having an electronic input and
an electronic memory device electrically coupled to the electronic processor and
30
11
having instructions stored therein, the processor being configured to access the
memory device and execute the instructions stored therein such that it is operable
to provide the various means recited in any preceding paragraph.
5 According to a still further aspect of the invention, there is provided a method of
determining headlamp misalignment, comprising:
receiving at a vehicle at least one wireless signal, from a second vehicle,
the at least one wireless signal comprising information indicating possible
headlamp misalignment of the vehicle; and
10 controlling at least one output at the vehicle in dependence on the received
information.
The at least one wireless signal may comprise at least one of context information
of the second vehicle, an indication of visible light received at the second vehicle
15 from the vehicle and a headlamp misalignment risk level.
Context information of the second vehicle may comprise at least one of
positioning data, radar data, camera data, ambient lighting data and terrain data
and/or information determined from at least one of positioning data, radar data,
20 camera data, ambient lighting data and terrain data.
The method may comprise determining a headlamp misalignment risk level in
dependence on information received in the at least one wireless signal from the
second vehicle.
25
The method may comprise logging information received in the at least one
wireless signal.
30
12
The method may comprise increasing at least one counter in dependence upon a
determined headlamp misalignment risk level associated with the received at least
one wireless signal.
5 Controlling at least one output at the vehicle may comprise controlling at least one
output at the vehicle in dependence on the at least one counter exceeding a predetermined
threshold for an associated risk level.
Controlling at least one output may comprise controlling at least one headlamp of
10 the vehicle and/or means for providing at least one alert to warn the driver of the
vehicle of possible headlamp misalignment.
The at least one wireless signal may comprise a Li-Fi signal.
15 According to another aspect of the invention, there is provided a vehicle system
controller comprising an electronic processor having an electrical input and an
electronic memory device electrically coupled to the electronic processor and
having instructions stored therein, the processor being configured to access the
memory device and execute instructions stored therein such that it is operable to
20 perform a method as described in any preceding paragraph.
According to another aspect of the invention, there is provided a vehicle system
comprising a vehicle system controller as described in any preceding paragraph.
25 According to yet another aspect of the invention, there is provided a vehicle
comprising a vehicle system controller as recited in any preceding paragraph
and/or a vehicle system as recited in any preceding paragraph.
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13
According to a further aspect of the invention, there is provided a computer
program comprising instructions that, when executed by one or more processors,
cause a system to perform, at least, the method as described in any preceding
paragraph.
5
According to a still further aspect of the invention, there is provided a nontransitory
computer readable media comprising a computer program as recited in
any preceding paragraph.
10 Within the scope of this application it is expressly intended that the various
aspects, embodiments, examples and alternatives set out in the preceding
paragraphs, in the claims and/or in the following description and drawings, and in
particular the individual features thereof, may be taken independently or in any
combination. That is, all embodiments and/or features of any embodiment can be
15 combined in any way and/or combination, unless such features are incompatible.
The applicant reserves the right to change any originally filed claim or file any
new claim accordingly, including the right to amend any originally filed claim to
depend from and/or incorporate any feature of any other claim although not
originally claimed in that manner.
20
BRIEF DESCRIPTION OF THE DRAWINGS
One or more embodiments of the invention will now be described, by way of
example only, with reference to the accompanying drawings, in which:
25
Fig. 1 schematically illustrates an example of a vehicle system controller;
Fig. 2 schematically illustrates an example of a vehicle system in a vehicle;
Fig. 3 illustrates an example of a method of determining headlamp misalignment;
Fig. 4 illustrates an example of a method of determining headlamp misalignment;
30 Fig. 5 illustrates an example of a method of determining headlamp misalignment;
14
Fig. 6 illustrates an example of a method of determining headlamp misalignment;
Fig. 7 illustrates an example of determining headlamp misalignment;
Fig. 8 illustrates an example scenario;
Fig. 8A illustrates example scenarios;
5 Fig. 9 illustrates an example scenario; and
Fig. 10 illustrates an example of a vehicle.
DETAILED DESCRIPTION OF THE INVENTION
10 Examples of the present disclosure relate to determining headlamp misalignment
in a vehicle.
In examples, a vehicle (detecting vehicle) determines an amount of visible light
received from a second vehicle (detected vehicle). For example, the detecting
15 vehicle may make use of one or more photosensitive sensors, such as one or more
cameras, to determine the amount of visible light received from the detected
vehicle.
In examples, the detecting vehicle may determine context information, for
20 example the relative position of the detecting and detected vehicle when the
visible light was received.
The controller of the detecting vehicle may control transmission of one or more
wireless signals to the detected vehicle in dependence upon the determined
25 amount of received visible light, and in some examples the determined context
information. The one or more wireless signals comprising information of possible
headlamp misalignment of the detected vehicle.
30
15
In this way the detecting vehicle can automatically inform the detected vehicle of
a possible headlamp misalignment problem based on visible light received from
the detected vehicle.
5 In examples, at least one output at the detected vehicle may be controlled in
dependence on the received information. For example, alignment of the
headlamps of the detected vehicle may be altered/corrected in dependence on the
received information and/or an alert presented to the driver of the detected vehicle
in dependence on the received information.
10
A technical effect of at least some examples of the disclosure is that glare from
misaligned headlamps can be automatically detected and reported. Furthermore,
automatic warnings regarding misaligned headlamps can be provided to allow
remedial action to be taken. Accordingly, this provides for improved safety and
15 glare caused by misaligned headlamps can be mitigated and reduced.
Furthermore, the use of context information, for example, provides an intelligent
way of reporting possible headlamp misalignment issues.
20 As used herein the term headlamp is intended to include any light/light source on
a vehicle 14 that can cause glare to the driver of another vehicle 14.
As described herein a vehicle 14 may perform the role of a detecting vehicle 14a
and/or a detected vehicle 14b. When referring to a detecting vehicle role (see, for
25 example, Figs, 3 and 4) the reference 14a will be used and when referring to a
detected vehicle role (see, for example, figs 5 and 6) a reference 14b will be used.
Some of the elements referred to in the discussion of Figs. 1 to 6 are found in
Figs. 7 to 10.
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16
Fig. 1 illustrates an example of a vehicle system controller 10 that may be a chip
or a chipset. The vehicle system controller 10 forms, in examples, part of one or
more vehicle systems 34 comprising one or more elements of a vehicle 14, such as
5 the one illustrated in the example of Fig. 2.
Implementation of a controller 10 may be as controller circuitry. The controller 10
may be implemented in hardware alone, have certain aspects in software including
firmware alone or can be a combination of hardware and software (including
10 firmware).
As illustrated in Fig. 1 the controller 10 may be implemented using instructions 40
that enable hardware functionality, for example, by using executable instructions
40 of a computer program 38 in a general-purpose or special-purpose processor 42
15 that may be stored on a computer readable storage medium (disk, memory etc) to
be executed by such a processor 42.
The processor 42 is configured to read from and write to the memory 44. The
processor 42 may also comprise an output interface via which data and/or
20 commands are output by the processor 42 and an input interface via which data
and/or commands are input to the processor 42.
The memory 44 stores a computer program 38 comprising computer program
instructions (computer program code) that controls the operation of the controller
25 10 when loaded into the processor 42. The computer program instructions, of the
computer program 38, provide the logic and routines that enables the controller 10
to perform the methods illustrated in Figs 3, 4, 5 and/or 6. The processor 42 by
reading the memory 44 is able to load and execute the computer program 38.
30
17
The controller 10 therefore comprises:
at least one processor 42; and
at least one memory 44 including computer program code;
the at least one memory 44 and the computer program code configured to, with
5 the at least one processor 42, cause the controller 10 at least to perform:
determining an amount of visible light received at a vehicle from a second
vehicle;
controlling transmission of at least one wireless signal to the second
vehicle in dependence on the determined amount of received visible light, the at
10 least one wireless signal comprising information of possible headlamp
misalignment of the second vehicle.
Additionally or alternatively the controller 10 therefore comprises:
at least one processor 42; and
15 at least one memory 44 including computer program code
the at least one memory 44 and the computer program code configured to, with
the at least one processor 42, cause the controller 10 at least to perform:
receiving at a vehicle at least one wireless signal, from a second vehicle,
the at least one wireless signal comprising information indicating possible
20 headlamp misalignment of the vehicle; and
controlling at least one output at the vehicle in dependence on the received
information.
In examples the at least one wireless signal may be received directly or indirectly
25 from the second vehicle.
As illustrated in Fig 1, the computer program 38 may arrive at the controller 10
via any suitable delivery mechanism 46. The delivery mechanism 46 may be, for
example, a non-transitory computer-readable storage medium, a computer
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18
program product, a memory device, a record medium such as a compact disc readonly
memory (CD-ROM) or digital versatile disc (DVD), an article of
manufacture that tangibly embodies the computer program 38. The delivery
mechanism may be a signal configured to reliably transfer the computer program
5 38. The controller 10 may propagate or transmit the computer program 38 as a
computer data signal.
Although the memory 44 is illustrated as a single component/circuitry it may be
implemented as one or more separate components/circuitry some or all of which
10 may be integrated/removable and/or may provide permanent/semi-permanent/
dynamic/cached storage.
Although the processor 42 is illustrated as a single component/circuitry it may be
implemented as one or more separate components/circuitry some or all of which
15 may be integrated/removable. The processor 42 may be a single core or multi-core
processor.
References to „computer-readable storage medium‟, „computer program product‟,
„tangibly embodied computer program‟ etc. or a „controller‟, „computer‟,
20 „processor‟ etc. should be understood to encompass not only computers having
different architectures such as single /multi- processor architectures and sequential
(Von Neumann)/parallel architectures but also specialized circuits such as fieldprogrammable
gate arrays (FPGA), application specific circuits (ASIC), signal
processing devices and other processing circuitry. References to computer
25 program, instructions, code etc. should be understood to encompass software for a
programmable processor or firmware such as, for example, the programmable
content of a hardware device whether instructions for a processor, or
configuration settings for a fixed-function device, gate array or programmable
logic device etc.
30
19
The blocks illustrated in the Figs. 3 to 6 may represent steps in a method and/or
sections of code in the computer program 38. The illustration of a particular order
to the blocks does not necessarily imply that there is a required or preferred order
for the blocks and the order and arrangement of the block may be varied.
5 Furthermore, it may be possible for some blocks to be omitted.
In examples, the vehicle system controller 10 of Fig. 1 or the vehicle system 34 of
Fig. 2 provide means for performing the methods illustrated in Figs. 3, 4, 5 and/or
6 and/or as described herein. However, in examples any suitable means for
10 performing the methods illustrated in Figs 3, 4, 5 and/or 6 and/or as described
herein may be used.
The vehicle system controller 10 may be considered a controller or controllers
and/or a system.
15
Fig. 2 illustrates an example of a vehicle system 34. In the illustrated example the
vehicle system 30 is a system for determining headlamp misalignment.
Fig. 2 also illustrates an example of a vehicle 14 comprising a vehicle system
20 controller 10 as described herein and/or a vehicle system 34 as described herein.
In examples, the vehicle system 34 may be considered a control system. In some,
but not necessarily all, examples the vehicle system 34 is comprised in a vehicle
14 as illustrated in the example of Fig. 2.
25
In the example of Fig. 2, the vehicle system 34 comprises one or more sensors 48,
one or more transceivers 50, one or more vehicle systems 52 and the vehicle
system controller 10 illustrated in Fig. 1.
30
20
In examples, the vehicle system controller 10 provides means for controlling
operation of the vehicle system 34. However, in examples any suitable means for
controlling operation of the vehicle system 34 may be used.
5 As illustrated in the example of Fig. 2 the elements 48, 50 and 52 are
operationally coupled to the vehicle system controller 10 and any number or
combination of intervening elements can exist between them (including no
intervening elements).
10 In some examples the elements 48, 50 and 52 are operationally coupled to each
other and/or share one or more components. Additionally or alternatively, the
elements 48, 50 and 52 may be operationally coupled to and/or share one or more
components with other elements not illustrated in the example of Fig. 2.
15 The one or more sensors 48 of the vehicle system 34 are for
obtaining/collecting/gathering information, for example by receiving one or more
signals. In examples, the one or more sensors 48 are for obtaining information in
relation to a context of a vehicle 14 which may be a detecting vehicle 14a or a
detected vehicle 14b.
20
In examples, the one or more sensors 48 are for obtaining information in relation
to a detecting vehicle 14a and/or a detected vehicle 14b. See, for example, Fig. 7.
In examples, the one or more sensors 48 are for obtaining information to allow a
25 determination of an amount of visible light received at a vehicle 14 (detecting
vehicle 14a) from a second vehicle 14 (detected vehicle 14b).
The one or more sensors 48 comprise any suitable sensor(s)/means for obtaining
information. For example, the one or more sensors 48 may comprise one or more
30
21
distance sensors, one or more radar sensors, one or more location sensors such as
global navigation satellite system (GNSS) and/or global positioning system (GPS)
sensors, one or more photo sensitive sensors such as one or more cameras, one or
more motion sensors, one or more optical sensors, one or more infrared sensors,
5 one or more ultrasonic sensors, one or more proximity sensors and so on.
In examples, the one or more transceivers 50 may be considered to be or comprise
one or more sensors 48 as the one or more transceivers 50 may, for example, be
for receiving information, such as context information 24 and so on.
10
In examples, the vehicle system controller 10 is for controlling operation of the
one or more sensors 48. Information may be transmitted between the vehicle
system controller 10 and the one or more sensors 48. For example, control
information may be transmitted from the vehicle system controller 10 to the one
15 or more sensors 48 and/or information gathered by the one or more sensors 48
transmitted to the vehicle system controller 10.
This is illustrated in the examiner of Fig. 2 by the double headed arrow linking the
one or more sensors 48 and the vehicle system controller 10.
20
In examples, the one or more transceivers 50 are for receiving and/or transmitting
one or more wireless signals 18.
In some examples, the one or more transceivers 50 are for receiving and/or
25 transmitting one or more wireless signals 18 to/from a vehicle 14. Any suitable
transceiver or transceivers may be used and in some examples separate
transmitter(s) and/or receiver(s) may be used.
In some, but not necessarily all, examples the one or more transceivers 50 are for
30 transmitting and/or receiving wireless signals 18 over any suitable range. For
22
example, the one or more transceivers 50 may be configured to receive and/or
transmit electromagnetic signals over any suitable range.
In examples, the one or more transceivers 50 are configured to operate using any
5 suitable protocol. For example, the one or more transceivers 50 may be configured
to operate using one or more cellular telephone protocols. Additionally or
alternatively the one or more transceivers 50 may be configured to operate using
Li-Fi signals and therefore the one or more wireless signals transmitted and/or
received by the one or more transceivers 50 comprises, in examples, one or more
10 Li-Fi signals.
Accordingly, in examples the vehicle system 34 comprises a Li-Fi signal receiver
or transceiver.
15 In examples, the one or more transceivers 50 are for transmitting and/or receiving
wireless signal(s) comprising information, such as context information of a
vehicle 14, such as a detecting vehicle 14a and/or a detected vehicle 14b. The
wireless signal(s) may be transmitted and/or received using any suitable
communication protocol or protocols.
20
In examples, the vehicle system controller 10 is for controlling operation of the
one or more transceivers 50. Information may be transmitted between the vehicle
system controller 10 and the one or more transceivers 50. For example, control
information may be transmitted from the controller 10 to one or more transceivers
25 50 and/or data/information received in one or more wireless signals 18 transmitted
to the vehicle system controller 10. This is illustrated in the example of Fig. 2 by
the double headed arrow linking the one or more transceivers 50 and the vehicle
system controller 10.
23
Accordingly, Fig. 2 illustrates a vehicle system 34 comprising a vehicle system
controller 10 as described in relation to Fig. 1.
Fig. 2 also illustrates a vehicle 14 comprising a vehicle system controller 10 as
5 described in relation to Fig. 1 and/or a vehicle system 34 as described in relation
to Fig. 2.
In examples, the one or more vehicle systems 52 are any suitable vehicle
system(s) 52 of the vehicle 14. For example, the one or more vehicle systems 52
10 may comprise any suitable, vehicle system 52 of the vehicle 14 controllable by the
vehicle system controller 10.
In examples, the one or more vehicle systems 52 comprise means for
controlling/correcting the aiming of one or more headlamp 22 of the vehicle 14.
15
For example, the one or more vehicle systems 52 may comprise one or more
actuators (not illustrated) for controlling/correcting aiming of one or more
headlamps 22 of the vehicle 14. The aiming may be controlled/corrected in one or
both of elevation and azimuth, that is in a substantially vertical direction and/or in
20 a substantially horizontal direction.
Additionally or alternatively the one or more vehicle systems 52 may comprise
means for controlling functionality of one or more headlamps 22 of the vehicle
14. For example, the one or more vehicle systems 52 may comprise means for
25 limiting functionality of the one or more headlamps 22 in dependence upon a
determination of a possible headlamp misalignment.
24
In some examples, the vehicle system controller 10 may be considered to form
part of the one or more vehicle systems 52 as the vehicle system controller 10 may
control/limit functionality of the one or more headlamps 22.
5 For example, the functionality of the headlamps may be limited to a failsafe
condition. In examples, in the failsafe condition the headlamp(s) are aimed at a
maximum allowable extent.
In some examples, the one or more vehicle systems 52 may comprise further
10 controller(s) the same or similar to the vehicle system controller 10 illustrated in
the examples of Figs. 1 and 2.
In examples, the one or more vehicle systems 52 may comprise one or more user
interfaces for receiving user input from a user and/or providing output to a user.
15 Any suitable user interface(s) may be used.
For example, any suitable user interface(s) for providing an alert to warn a driver
of a vehicle 14 of a possible headlamp misalignment may be used.
20 For example, one or more user interfaces may comprise one or more displays, one
or more speakers, one or more haptic outputs and so on.
In some examples, the one or more transceivers 50 may be considered to be at
least part of the one or more vehicle systems 52 as the one or more transceivers 50
25 may be used to receive information from/transmit information to a personal
device, such as a mobile telephone, of a user such as a driver of the vehicle 14.
In examples, the vehicle system controller 10 is for controlling operation of the
one or more vehicle systems 52. Information may be transmitted between the
30 vehicle system controller 10 and the one or more vehicle systems 52. For
25
example, control information may be transmitted from the vehicle system
controller 10 to the one or more vehicle systems 52 and/or information from the
one or more vehicle systems 52, such as information received via one or more
5 user interfaces, transmitted to the vehicle system controller 10.
This is illustrated in the example of Fig. 2 by the double headed arrow linking the
one or more vehicle systems 52 and the vehicle system controller 10.
10 In examples, the vehicle system controller 10 provides means for controlling the
various elements of the vehicle system 34. In some examples, the vehicle system
controller 10 is configured to control the various elements of the vehicle system
34 using one or more wired or wireless network systems/protocols such as CAN,
MOST, LIN, Ethernet, Flexray, USB, HDMI, Bluetooth, Wi-Fi and so on.
15
In the example of Fig. 2, the vehicle system 34 is comprised in a vehicle 14. The
vehicle 14 may be any suitable vehicle 14 such as a car, van or truck and so on. In
examples, the vehicle 14 may be a detecting vehicle 14a (see Figs. 3, 4 and 7)
and/or a detected vehicle 14b (see Figs. 5, 6 and 7).
20
The vehicle system 34 may comprise any number of additional elements not
illustrated in the example of Fig. 2. Additionally or alternatively, one or more of
the elements of the vehicle system 34 illustrated in the example of Fig. 2 may be
integrated and/or combined. For example, the one or more sensors 48 may be at
25 least partially combined with the one or more transceivers 50.
In some examples, one or more of the elements illustrated in the example of Fig. 2
may be omitted from the vehicle system 34. For example the one or more vehicle
systems 52 may be omitted from the vehicle system 34.
30
26
Fig. 3 illustrates an example of a method 300. The method 300 may be for
determining headlamp misalignment in a vehicle 14 such as the vehicle 14
illustrated in the example of Fig. 2.
5
In examples, the method 300 is performed by the vehicle system controller 10 of
Fig. 1 or the vehicle system 34 of Fig. 2.
That is, in examples, the vehicle system controller 10 of Fig. 1 or the vehicle
10 system 34 of Fig. 2 comprises means for performing the method 300. However,
any suitable means may be used to perform the method.
At block 302 an amount of visible light received at a vehicle 14 (detecting vehicle
14a) from a second vehicle 14 (detected vehicle 14b) is determined.
15
Any suitable method for determining an amount of visible light received at a
vehicle 14 (detecting vehicle 14a) from a second vehicle 14 (detected vehicle 14b)
may be used.
20 In examples, the vehicle system controller 10 uses one or more of the one or more
sensors 48 to determine an amount of visible light 12 received at the vehicle 14,
14a.
In examples, one or more sensors 48 may be positioned at approximately eye level
25 of a driver of the vehicle 14, 14a to allow a determination of the amount of visible
light 12 received at the vehicle 14, 14a from the second vehicle 14, 14 at the eye
level of a driver of the vehicle 14, 14a.
Additionally or alternatively, in some examples one or more sensors 48 may be
30
27
arranged at positions other than at eye level of the driver. In such examples the
one or more sensors may be calibrated accordingly in dependence on an expected
photometric output from a headlamp.
5
In some examples one or more sensors 48 are positioned proximal a rear view
mirror of the vehicle 14 and calibrated to provide a determination of the amount
of visible light 12 received at the vehicle 14, 14a from the second vehicle 14, 14b
at the eye(s) of a driver of the vehicle 14, 14a.
10
In examples, this allows a determination as to the risk of the visible light 12
received at the vehicle 14, 14a causing glare to the driver of the vehicle 14, 14a.
In examples, the amount of visible light 12 comprises an intensity of the received
15 visible light 12 and/or a spatial distribution of the received visible light 12.
In examples, image information from one or more cameras at the vehicle 14, 14a
is analysed to determine which headlamp of the detected vehicle is/is most likely
to be causing glare, for example offside, nearside or both. The result of such
20 analysis is, in some examples, included in the at least one wireless signal 18
transmitted to the second vehicle 14, 14b.
Accordingly, in some examples the vehicle system controller 10 may comprise
image processing means configured to perform such analysis.
25
At block 304, transmission of at least one wireless signal 18 to the second vehicle
14, 14b in dependence upon the determined amount of received visible light 12 is
controlled, the at least one wireless signal 18 comprising information of possible
headlamp misalignment of the second vehicle 14, 14b.
30
28
Any suitable method for controlling transmission of at least one wireless signal 18
to the second vehicle 14, 14b in dependence upon the determined amount of
received visible light 12 may be used.
5
For example, the vehicle system controller 10 may control the one or more
transceivers 50 to transmit the at least one wireless signal 18 to the second vehicle
14, 14b. The at least one wireless signal may comprise one or more Li-Fi signals
26.
10
In examples, the at least one wireless signal 18 comprises information determined
at the vehicle 14, 14a.
In some examples, the at least one wireless signal 18 comprises at least one of
15 determined vehicle context information and a determined headlamp misalignment
risk level. See, for example, Fig. 4.
Accordingly, information of a possible headlamp misalignment problem can be
transmitted from a detecting vehicle 14a to a detected vehicle 14b to alert the
20 driver of the detected vehicle 14b of the problem and/or cause corrective action to
be taken.
This provides the technical benefit of automatically reporting potential headlamp
misalignment problems to a detected vehicle 14b to allow remedial action to
25 occur.
Fig. 4 illustrates an example of a method 400 for determining headlamp
misalignment.
30
29
In the examples, the method 400 is performed by the vehicle system controller 10
of Fig. 1 or the vehicle system 34 of Fig. 2.
5 That is, in some examples, the vehicle system controller 10 of Fig. 1 or the vehicle
system 34 of Fig. 2 comprise means for performing the method 400. However,
any suitable means for performing the method 400 may be used.
At block 402 an amount of visible light 12 received at a vehicle 14, 14a from a
10 second vehicle 14, 14b is determined.
Block 402 is the same as block 302 described in relation to Fig. 3. Accordingly,
block 402 may be as described in relation to block 302 of Fig. 3.
15 At block 404, context information 24 of the vehicle 14, 14a is determined.
In examples, controlling transmission of the at least one wireless signal 18 (see
block 408) comprises controlling transmission of the at least one wireless signal
18 to the second vehicle 14, 14b in dependence on the determined context
20 information 24 of the vehicle 14, 14a.
In some examples, the context information of the vehicle 14, 14a may be
considered to also include/be context information of the second vehicle 14, 14b.
25 As used herein context information 24 of the vehicle 14, 14a is intended to include
any information of the situation and/or environment of the vehicle 14, 14a before,
during and/or after the visible light 12 is received at the vehicle 14, 14a from the
second vehicle 14, 14b.
30
30
Context information 24 of the vehicle 14, 14a is therefore intended to include, but
is not limited to: position information of the sensor(s) 48 used to receive the
visible light 12 from the second vehicle 14, 14b, position information of the
5 vehicle 14, 14a and/or the second vehicle 14, 14b, terrain and/or map information
of the location of the vehicle 14, 14a and/or the second vehicle 14, 14b, the
relative angle of approach of the vehicle 14, 14a and the second vehicle 14, 14b,
information of the time of day, information of other sources of lighting such as
ambient lighting and so on.
10
Context information 24 of the vehicle 14, 14a may be used to determine if, for
example, the amount of visible light 12 received at an eye level of the driver of the
vehicle 14, 14a is to be expected.
15 Any suitable method for determining context information 24 of the vehicle 14,
14a may be used.
In examples, the vehicle system controller 10 controls the one or more sensors 48
to receive information to allow determination of context information 24 of the
20 vehicle 14, 14a.
Additionally or alternatively the vehicle system controller 10 may control the one
or more transceivers 50 to receiver one or more signals comprising information to
allow determination of context information 24 of the vehicle 14, 14a.
25
In examples, determining context information comprises determining context
information 24 of the vehicle 14 from at least one of positioning data, angular
data, radar data, camera data, ambient lighting data and terrain data and/or
information determined from at least one of positioning data, angular data, radar
30 data, camera data, ambient lighting data and terrain data.
31
Camera data may comprise image data indicative of an area or position on the
second vehicle 14, 14b of emission of the light received at the vehicle 14, 14a.
5 Terrain data may comprise topographical data, mapping data and/or road data
relating to the intervening terrain between the vehicle 14, 14a and the second
vehicle 14, 14b.
In some examples, determining context information 24 of the vehicle 14, 14a
10 comprises determining absolute positions of the vehicle 14, 14a and/or the second
vehicle 14, 14b and/or relative positions of the vehicle 14, 14a and second vehicle
14, 14b.
Determination of context information 24 of the vehicle 14, 14b may allow a
15 determination as to whether the amount of received visible light 12 at the vehicle
14, 14a should be expected due, for example, to the relative positions of the
vehicle 14, 14a and second vehicle 14, 14b. See, for example, block 406.
At block 406 a risk of headlamp misalignment of the second vehicle 14, 14b is
20 determined in dependence upon vehicle context information 24 and the amount of
received visible light 12.
Any suitable method for determining a risk of headlamp misalignment of the
second vehicle 14, 14b in dependence upon vehicle context information 24 and
25 the amount of received visible light 12 may be used.
For example, information of the distance between the vehicle 14, 14a and second
vehicle 14, 14b, such as radar information, may be used to determine if the
amount of visible light 12 received at the vehicle 14, 14a from the second vehicle
30 14, 14b should be expected.
32
Additionally or alternatively a horizontal and/or vertical displacement between the
positions of the vehicle 14, 14a and second vehicle 14, 14b and/or relative
approach angle of the vehicle 14, 14a and the second vehicle 14, 14b may be used
5 in such a determination.
For example, if one vehicle is approaching another with a relative reflex
angle/relative vertical angle greater than 180 degrees then an increase in the
amount of received visible light 12 at the vehicle 14, 14a would be expected and
10 therefore the risk of headlamp misalignment of the second vehicle 14, 14b could
be categorised as low. This can be seen in the examples of Fig. 8 and the middle
section of Fig. 8A.
Conversely, if the vehicle 14, 14a is approaching the second vehicle 14, 14b
15 around an off-side bend, the vehicle 14, 14a would naturally be out of the line of
the headlamp(s) 22 of the second vehicle 14, 14b. Accordingly, if a large amount
of visible light 12 is received at the vehicle 14, 14a under such circumstances the
risk of headlamp misalignment of the second vehicle 14, 14b may be categorised
as high.
20
This would be opposite to the scenarios illustrated in the example of Fig. 9 which
shows vehicle approaching each other around a nearside bend.
As used herein nearside is considered to be to the left of the vehicle relative to the
25 forward direction of the vehicle and offside is considered to be to the right of the
vehicle when relative to the forward direction of the vehicle.
In general, the context information 24 of the vehicle 14, discussed in relation to
block 404, may be used to determine a risk of headlamp misalignment of the
30 second vehicle 14, 14b.
33
Table 1 provides examples of how context information 24 of the vehicle 14 can be
used to determine an associated risk of headlamp misalignment at the second
vehicle 14, 14b.
5
Risk Status
Vertical approach angle Horizontal approach Risk classification
Obtuse Straight High
Reflex Straight Low
Straight Straight Medium
Obtuse Bend to offside Low
Reflex Bend to offside Low
Straight Bend to offside Low
Obtuse Bend to nearside High
Reflex Bend to nearside Low
Straight Bend to nearside High
TABLE ONE
In table 1, vertical approach angle describes the angle of approach between the
10 two vehicles 14a, 14b. For example, an obtuse angle may describe the second
vehicle 14, 14b coming down an incline towards the vehicle 14, 14a on level
ground. As further examples, a reflex angle may describe both vehicles 14a, 14b
approaching up an incline and straight may describe level ground.
15 Horizontal approach in table 1 describes the relative horizontal positioning of the
vehicles 14a, 14b with reference to terrain information.
Although in the example of table 1 only three risk classifications have been used,
in examples any suitable number of risk classifications can be used.
34
At block 408 transmission of at least one wireless signal 18 to the second vehicle
14, 14b in dependence on the determined amount of received visible light 12 is
controlled, the at least one wireless signal 18 comprising information of possible
5 headlamp misalignment of the second vehicle 14, 14b.
In examples, block 408 may be as block 304 of Fig. 3 and therefore may be as
described in relation to block 304 of Fig. 3.
10 However, as noted above with regard to block 404, in block 408 transmission of
the at least one wireless signal 18 comprises, in examples, controlling
transmission of the at least one wireless signal 18 to the second vehicle 14, 14b in
dependence upon the determined context information 24 of the vehicle 14, 14a.
15 In examples, controlling transmission of the at least one wireless signal 18
comprises modifying and/or withholding transmission of the at least one wireless
signal 18 in dependence on the determined risk of headlamp misalignment of the
second vehicle 14, 14b.
20 For example, if it is determined that the risk of headlamp misalignment of the
second vehicle 14, 14b is below a predetermined threshold, the information
comprised in the wireless signal(s) 18 may be modified or the wireless signal(s)
withheld and not transmitted to the second vehicle 14, 14b.
25 In examples, if it is determined that the risk of headlamp misalignment of the
second vehicle 14, 14b is low, the transmission of the at least one wireless signal
18 may be withheld.
This is advantageous as it may prevent false detections from being reported to the
30 second vehicle 14, 14b.
35
Fig. 5 illustrates an example of a method 500. For example, the method 500 may
be for determining headlamp misalignment.
5 In examples, the method 500 is performed by the vehicle system controller 10 of
Fig. 1 or the vehicle system 34 of Fig. 2.
That is, in some examples, the vehicle system controller 10 of Fig. 1 or the vehicle
system 34 of Fig. 2 comprise means for performing the method 500. However, in
10 examples and suitable means may be used for performing the method 500.
In the discussion of Figs. 5 and 6 the detected vehicle 14b is referred to as „a/the
vehicle‟ and the detecting vehicle 14a is referred to as „a/the second vehicle‟. This
is therefore opposite to the references made during the discussion of Figs. 3 and 4.
15 However, for the sake of clarity the reference 14a will be used for the detecting
vehicle and 14b for the detected vehicle throughout.
At block 502 at least one wireless signal 18 is received at a vehicle 14, 14b, from
a second vehicle 14, 14a, the at least one wireless signal 18 comprising
20 information indicating possible headlamp misalignment of the vehicle 14, 14b.
In examples, any suitable method for receiving at least one wireless signal at a
vehicle 14, 14b from a second vehicle 14, 14a may be used.
25 In examples, the vehicle system controller 10 controls the one or more
transceivers 50 to receive the at least one wireless signal 18 from the second
vehicle 14, 14a.
In examples, the at least one wireless signal 18 comprises at least one of context
30 information 24 of the second vehicle 14, 14a, an indication of visible light 12
36
received at the second vehicle 14, 14a from the vehicle 14, 14b and a headlamp
misalignment risk level.
5 In examples context information 24 is as described in relation to Fig. 4.
For example, context information 24 of the second vehicle 14, 14a may comprise
at least one of positioning data, angular data, radar data, camera data, ambient
lighting data and terrain data and/or information determined from at least one of
10 positioning data, angular data, radar data, camera data, ambient lighting data and
terrain data.
In examples, the at least one wireless signal 18 comprises a Li-Fi signal 26.
15 At block 504 at least one output 28 at the vehicle 14, 14b is controlled in
dependence on the received information.
Any suitable method for controlling at least one output 28 at the vehicle 14, 14b in
dependence upon the received information may be used.
20
For example, the vehicle system controller 10 may control the one or more vehicle
systems 52 to provide at least one output 28 in dependence upon the received
information.
25 In examples, controlling at least one output 28 comprises controlling at least one
headlamp 22 of the vehicle 14, 14b and/or controlling means for providing at least
one alert to warn the driver of the vehicle 14, 14b of possible headlamp
misalignment.
30
37
For example, the vehicle system controller 10 may control the one or more vehicle
systems 52 to re-aim at least one headlamp 22 of the vehicle 14, 14b. Additionally
or alternatively the vehicle system controller 10 may limit functionality of one or
5 more headlamps 22 of the vehicle 14, 14b such as restricting use of high-beam for
the one or more headlamps of the vehicle 14, 14b.
In examples, any suitable method for providing at least one alert 30 to warn the
driver of the vehicle 14, 14b of possible headlamp misalignment may be used.
10
For example, the vehicle system controller 10 may control one or more user
interfaces of the one or more vehicle system 52 to provide the at least one alert 30
to warn the driver of the vehicle 14, 14b of possible headlamp misalignment.
15 In examples, one or more visible and/or audible and/or haptic alerts 30 may be
provided to warn the driver of the vehicle 14, 14b of possible headlamp
misalignment.
In examples, controlling at least one output 28 at the vehicle 14, 14b comprises
20 controlling at least one output 28 at the vehicle 14, 14b in dependence upon at
least one counter exceeding a predetermined threshold with an associated risk
level. See, for example, Fig. 6.
Fig. 6 illustrates an example of a method 600. For example, the method 600 may
25 be for determining headlamp misalignment.
In examples, the method 600 is performed by the vehicle system controller 10 of
Fig. 1 or the vehicle system 34 of Fig. 2.
30
38
That is, in some examples, the vehicle system controller 10 of Fig. 1 or the vehicle
system 34 of Fig. 2 comprise means for performing the method 600. However,
any suitable means for performing the method 600 may be used.
5
At block 602 at least one wireless signal 18 is received at a vehicle 14, 14b from a
second vehicle 14, 14a, the at least one wireless signal 18 comprising information
indicating possible headlamp misalignment of the vehicle 14, 14b.
10 In examples, block 602 is the same as block 502 of Fig. 5 and therefore block 602
may be as described in relation to block 502 of Fig. 5.
At block 604 a headlamp misalignment risk level is determined in dependence
upon information received in the at least one wireless signal 18 from the second
15 vehicle 14, 14a.
Any suitable method for determining a headlamp misalignment risk level in
dependence on the information received in the at least one wireless signal 18 may
be used.
20
In some examples, the determination of the headlamp misalignment risk level may
use context information 24 of the vehicle 14, 14a in the at least one wireless signal
18. The context information 24 may be context information 24 as described in
relation to Figs. 3 and 4.
25
In examples, the at least one wireless signal 18 received from the second vehicle
14, 14a may comprise a determined headlamp misalignment risk level. That is, in
examples, the second vehicle 14, 14a may determine a headlamp misalignment
risk level in dependence upon a risk level at the second vehicle 14, 14a and may
30
39
send the determined headlamp misalignment risk level to the vehicle 14, 14b in
the at least one wireless signal 18.
5 In some examples, determining a headlamp misalignment risk level in dependence
upon the received information comprises retrieving the headlamp misalignment
risk level from the at least one wireless signal 18.
However, in examples, the vehicle 14, 14b may determine a headlamp
10 misalignment risk level in addition to or as an alternative to a headlamp
misalignment risk level received from the second vehicle 14, 14a.
In examples, block 604 may be the same as, or similar to block 406 in Fig. 4 and
therefore block 604 may be as described in relation to block 406 of Fig. 4.
15
In examples, the vehicle 14, 14b supplements the information received in the at
least one wireless signal 18 with information determined at the vehicle 14, 14b.
Any suitable supplemental information may be used. For example, the vehicle 14,
20 14b may supplement the received information with further context information 24
determined at the vehicle 14, 14b using the one or more sensors 48 and/or the one
or more transceivers 50.
The determination of the context information may be as described in relation to
25 Figs. 3 and 4.
Additionally or alternatively the vehicle 14, 14b may supplement the received
information with information of the vehicle 14, 14b. For example, the vehicle 14,
14b may supplement the received information with information of the headlamps
30 22 of the vehicle 14, 14b not known by the vehicle 14, 14a.
40
In examples, the vehicle 14, 14b may use knowledge of the headlamp beam
profile in the determination of a headlamp misalignment risk level.
5 At block 606 the information received in the at least one wireless signal 18 is
logged.
In examples, any suitable method for logging information received in the at least
one wireless signal 18 may be used.
10
For example, the vehicle system controller 10 may store at least some of the
received information and/or information derived from the received information in
memory 44. In examples, the received information may be stored with an
identifier of the vehicle 14, 14a from which the information was received. The
15 identifier of the vehicle 14, 14a may be included in the at least one wireless signal
18.
The received information may be logged in any suitable way, for example, using
any suitable data structure(s).
20
The logging of the information with an identifier of vehicle 14, 14a from which
the information was received allows a determination of whether information has
been received from a new vehicle 14 or has been received from a vehicle 14 that
has provided information previously. This analysis may be used in, for example,
25 determining whether an output 28 should be activated at the vehicle 14, 14b.
For example, an analysis of the logged information can allow a determination to
be made as to whether an alert 30 should be made to the driver of the vehicle 14,
14b indicating a possible headlamp misalignment risk.
30
41
At block 608 at least one counter is increased in dependence upon a determined
headlamp misalignment risk level associated with the received at least one
wireless signal 18.
5
Any suitable method for increasing at least one counter in dependence upon a
determined headlamp misalignment risk level associated with the received at least
one wireless signal 18 may be used.
10 In examples individual counters may be maintained for each risk level. For
example, a high level counter, medium level counter and low level counter may be
maintained and may be increased when an associated risk level is determined.
The headlamp misalignment risk level may be received in the at least one wireless
15 signal 18 and/or determined at the vehicle 14, 14b.
In examples, the counter(s) may be implemented in one or more data structure
stored in the memory 44.
20 In examples, to prevent contamination of the counter records, if a plurality of risk
level messages is received from the same vehicle 14, 14a the appropriate counter
may be incremented once rather than for each time.
However, in some examples, if a higher risk level is received from the same
25 vehicle 14, 14a the appropriate counter may still be incremented.
In examples, the risk level counters may be considered a risk register. The risk
register may be evaluated to determine whether an output at the vehicle 14, 14b
should be made.
30
42
In examples, the risk register may be evaluated periodically and/or when a change
is made to the risk register such as when one or more counters of the risk register
are incremented.
5
In some examples, one or more counter may be reset to zero when the vehicle
system controller 10 controls the one or more vehicle systems to provide at least
one output 28. For example, one or more of the counters may be reset to zero
when an alert 30 has been made to the driver of the vehicle 14, 14b.
10
In examples, one or more of the counters may be reset to zero when corrective
measures in relation to the headlamp(s) 22 of the vehicle 14, 14b have been made
such as re-aiming or repositioning of the headlamp(s) 22, automatically and/or at a
service repair centre, and/or limiting of the functionality of the headlamp(s) 22.
15
In examples the vehicle system controller 10 provides at least one output or alert
to the driver of the vehicle 14, 14b to inform the driver that a corrective measure
has been made in relation to the headlamp(s) 22 of the vehicle 14.
20 Additionally or alternatively the vehicle system controller 10 may provide an
advisory message to the driver of the vehicle 14, 14b to advise the driver that the
vehicle 14, 14b should be taken to a service or repair centre for remedial action to
be taken.
25 At block 610 at least one output 28 at the vehicle 14, 14b is controlled in
dependence on the received information.
In examples, block 610 may be the same as block 504 in Fig. 5 and therefore
block 610 may be as described in relation to block 504 of Fig. 5.
30
43
However, in the example of Fig. 6 controlling at least one output 28 at the vehicle
14, 14b comprises controlling at least one output 28 at the vehicle 14, 14b in
dependence on at least one counter exceeding a predetermined threshold or an
5 associated risk level.
The table below provides an example of possible determined thresholds associated
with risk levels.
Risk Level Predetermined Threshold
Low 100
Medium 50
High 10
10
TABLE TWO
Although possible predetermined thresholds are indicated in the above table, in
examples any suitable thresholds for the various risk levels may be used.
15 Additionally or alternatively, any suitable number of risk levels may be used.
In some examples, a plurality of predetermined thresholds for an associated risk
level may be used. For example, if 10 or greater „high‟ level risks are
received/determined a warning message may be provided to the driver.
20
If subsequently 50 or more „high‟ risk levels are received/determined a severe
warning message may be provided to the driver and a failsafe output at the
headlamp 22 implemented. For example, functionality of the headlamp 22 may be
limited until the vehicle 14, 14b is repaired. In some examples, the failsafe
25 implementation of the headlamp 22 may comprise aiming the headlamp 22
downwardly and/or toward the nearside or offside of the vehicle.
44
The logging of information and the use of counters in this way is advantageous as
it prevents a driver of the vehicle 14, 14b from continuously being distracted by
warning alerts but still allows the driver to be alerted and/or remedial action to be
5 taken if a risk level is determined to be significant enough.
In examples, a vehicle 14 may be configured to function as a detecting vehicle 14a
and/or a detected vehicle 14b. That is, in examples, a vehicle 14 may comprise a
vehicle system 34 and/or a vehicle system controller 10 configured to perform the
10 actions of Figs. 3 or 4 and/or the actions of 5 or 6.
Fig. 7 illustrates an example of determining headlamp misalignment.
In the example of Fig. 7 two vehicles are approaching each other along a straight,
15 level road. In the illustrated example, the vehicle 14 on the right of the figure has
its headlamps 22 on and light from the headlamps 22 is received at the vehicle 14
on the left of the figure.
Accordingly, in the example of Fig. 7 the vehicle on the left of the figure is
20 considered the detecting vehicle 14, 14a and the vehicle on the right of the figure
is considered the detected vehicle 14, 14b.
In the example of Fig. 7, visible light 12 from the headlamps 22 of the detected
vehicle 14, 14b is received at one or more sensors 48 of the detecting vehicle 14,
25 14a located at approximately eye level. This is illustrated in the example of Fig. 7
by the arrow from the front of the vehicle 14b to the front of the vehicle 14a.
The detecting vehicle 14, 14a determines the amount of visible light received at
the detecting vehicle 14, 14a from the detected vehicle 14, 14b.
30
45
In Fig. 7 the detecting vehicle 14, 14a also determines context information 24 of
the detecting vehicle 14, 14a. In particular, the detecting vehicle 14, 14a uses the
one or more sensors 48 to determine a distance between the vehicles 14a, 14b and
the relative positions of the vehicles 14a, 14b.
5
On the basis of the determined context information 24 the detecting vehicle 14,
14a determines that the amount of received visible light 12 at the position of the
sensor(s) 48 indicates a high risk of headlamp misalignment in the detected
vehicle 14, 14b. For example, due to the distance between the vehicles 14a, 14b
10 the detecting vehicle 14, 14a determines that the amount of received visible light
12 should be significantly lower than the determined amount of received visible
light 12.
In the example of Fig. 7 the detecting vehicle 14, 14a transmits at least one
15 wireless signal 18 to the detected vehicle 14, 14b. In Fig. 7, the at least one
wireless signal 18 comprises context information 24 determined at the detecting
vehicle 14, 14a and also an indication of the determined risk level of headlamp
misalignment.
20 In the example of Fig. 7 the at least one wireless signal 18 comprises a Li-Fi
signal 26.
The detected vehicle 14, 14b receives the at least one wireless signal 18 and
determines that an output 28 should be made. In the example of Fig. 7 the output
25 28 is an alert 30 to the driver of the detected vehicle 14, 14b to warn the driver of
the possible headlamp misalignment of the detected vehicle 14, 14b.
Although in the example of Fig. 7 the vehicles 14a, 14b are depicted approaching
each other in other examples the vehicles 14a, 14b may be one following behind
30 another. In such examples, the detecting vehicle 14, 14a comprises rearward
46
facing sensor(s) 48, one or more of which may be arranged at the rear of the
detecting vehicle 14, 14a, configured to determine that the amount of received
visible light 12 at the rear of the vehicle 14, 14a indicates a risk of headlamp
misalignment in the detected vehicle 14, 14b. Accordingly, examples of the
5 disclosure are not limited to vehicles 14a, 14b approaching each other face on.
Fig. 8 illustrates an example of a scenario.
In the example of Fig. 8 a detected vehicle 14b is illustrated approaching a
10 detecting vehicle 14a. In Fig. 8, the vehicles are both preceding up an incline
towards each other. Accordingly the vertical angle of approach is reflex (see table
one) in the example of Fig 8. This is further illustrated in the example of Fig 8A.
As illustrated by the dotted line from the headlamps 22 of the detected vehicle 14b
15 in Fig. 8 the relative positioning of the vehicles 14a, 14b leads to the headlamps of
the detected vehicle 14b pointing upwards towards the driver of the detecting
vehicle 14a.
Accordingly, the examples of Fig. 8 illustrates a scenario in which context
20 information 24 determined at the detecting vehicle 14a and/or detected vehicle
14b may indicate a low level of headlamp misalignment risk due to the relative
positions of the vehicles 14a, 14b and the terrain situation.
Fig. 8A illustrates examples of scenarios.
25
In the example of Fig 8A a detected vehicle 14b is illustrated approaching a
detecting vehicle 14a at a variety of vertical angles of approach (see table one).
In the upper section of Fig. 8A the vehicles 14a, 14b are approaching at an obtuse
30 angle (less than 180 degrees). In this example, the headlamps of the detected
47
vehicle 14b are pointed downwards away from the driver of the detecting vehicle
14a.
Accordingly, in this example, context information 24 determined at the detecting
5 vehicle 14a and/or detected vehicle 14b may indicate a high level of headlamp
misalignment risk, if light is received at the detecting vehicle 14a, due to the
relative positions of the vehicles 14a, 14b and the terrain situation.
The middle section of Fig. 8A further illustrates the example of Fig. 8 with the
10 reflex vertical angle of approach indicated. As mentioned above, this may indicate
a low level of headlamp misalignment risk, if light is received at the detecting
vehicle 14a, due to the relative positions of the vehicles 14a, 14b and the terrain
situation.
15 In the lower section of Fig. 8A the vehicles 14a, 14b are approaching on a flat
road, with a vertical angle of approach of 180 degrees.
This may indicate a medium level of headlamp misalignment risk, if light is
received at the detecting vehicle 14a, due to the relative positions of the vehicles
20 14a, 14b and the terrain situation.
Fig. 9 illustrates an example of another scenario.
In the example of Fig. 9 two vehicles 14a, 14b are illustrates approaching each
25 other around a bend. The example on the left of Fig. 9 illustrates vehicles driving
on the left hand side of the road and the example to the right of Fig. 9 shows
vehicles driving on the right hand side of the road.
The examples shown in Fig. 9 illustrate a detected vehicle 14b approaching a
30 detecting vehicle 14a around a nearside bend.
48
As illustrated by the dotted line extending from the detected vehicles 14b in the
example of Fig. 9 visible light 12 is being produced by the headlamps 22 of the
detected vehicles 14b.
5
As can be seen from the example of Fig. 9, due to the curvature of the road the
detecting vehicles 14a are brought naturally into the direct path of the headlamps
of the detected vehicles 14b.
10 Accordingly, context information determined at the detecting vehicle 14a and/or
detected vehicle 14b may indicate that the risk of headlamp misalignment of the
detected vehicle 14b is low in this case due to the relative positions of vehicles
14a, 14b.
15 However, if the roles of the vehicles 14a, 14b were reversed in the example of
Fig. 9 such that the detecting vehicles 14a became the detected vehicles 14b, the
situation would be reversed as the curvature of the road would then naturally take
the detecting vehicles 14a out of the natural path of the headlamps of the detected
vehicles 14b.
20
Accordingly, if a higher than expected amount of visible light 12 is received at the
detecting vehicles 14a under the reverse situation described above, this may
indicate a high risk of headlamp misalignment.
25 Fig. 10 illustrates an example of a vehicle 14. The vehicle 14 may be a detecting
vehicle 14a and/or a detected vehicle 14b.
In the illustrate example, the vehicle 14 comprises a vehicle system controller 10
as described in relation to Fig. 1 and a vehicle system 34 as described in relation
30 to Fig. 2.
49
The vehicle 14 also comprises a plurality of headlamps 22.
As used herein “for” should be considered to also include “configured or arranged
5 to”. For example, a “vehicle system controller for” should be considered to also
include “a vehicle system controller configured or arranged to”.
For purposes of this disclosure, it is to be understood that the controller(s)
described herein can each comprise a control unit or computational device having
10 one or more electronic processors. A vehicle and/or a system thereof may
comprise a single control unit or electronic controller or alternatively different
functions of the controller(s) may be embodied in, or hosted in, different control
units or controllers. A set of instructions could be provided which, when executed,
cause said controller(s) or control unit(s) to implement the control techniques
15 described herein (including the described method(s)). The set of instructions may
be embedded in one or more electronic processors, or alternatively, the set of
instructions could be provided as software to be executed by one or more
electronic processor(s). For example, a first controller may be implemented in
software run on one or more electronic processors, and one or more other
20 controllers may also be implemented in software run on or more electronic
processors, optionally the same one or more processors as the first controller. It
will be appreciated, however, that other arrangements are also useful, and
therefore, the present disclosure is not intended to be limited to any particular
arrangement. In any event, the set of instructions described above may be
25 embedded in a computer-readable storage medium (e.g., a non-transitory storage
medium) that may comprise any mechanism for storing information in a form
readable by a machine or electronic processors/computational device, including,
without limitation: a magnetic storage medium (e.g., floppy diskette); optical
storage medium (e.g., CD-ROM); magneto optical storage medium; read only
30 memory (ROM); random access memory (RAM); erasable programmable
50
memory (e.g., EPROM ad EEPROM); flash memory; or electrical or other types
of medium for storing such information/instructions.
The blocks illustrated in the Figs 3 to 6 may represent steps in a method and/or
5 sections of code in the computer program 38. The illustration of a particular order
to the blocks does not necessarily imply that there is a required or preferred order
for the blocks and the order and arrangement of the block may be varied.
Furthermore, it may be possible for some steps to be omitted.
10 Where a structural feature has been described, it may be replaced by means for
performing one or more of the functions of the structural feature whether that
function or those functions are explicitly or implicitly described.
The term “comprised” is used in this document with an inclusive not an exclusive
15 meaning. That is any reference to X comprising Y indicates that X may comprise
only one Y or may comprise more than one Y. If it is intended to use “comprise”
with an exclusive meaning than it will be made clear in the context by referring to
“comprising only one …” or by using “ consisting”.
20 Although embodiments of the present invention have been described in the
preceding paragraphs with reference to various examples, it should be appreciated
that modifications to the examples given can be made without departing from the
scope of the invention as claimed.
25 Features described in the preceding description may be used in combinations other
than the combinations explicitly described.
Although functions have been described with reference to certain features, those
functions may be performable by other features whether described or not.
30
51
Although features have been described with reference to certain embodiments,
those features may also be present in other embodiments whether described or not.
Whilst endeavoring in the foregoing specification to draw attention to those
5 features of the invention believed to be of particular importance it should be
understood that the Applicant claims protection in respect of any patentable
feature or combination of features hereinbefore referred to and/or shown in the
drawings whether or not particular emphasis has been placed thereon.
10
52
WE CLAIM:
1. A vehicle system controller (10), comprising:
means for determining an amount of visible light (12) received at a vehicle
(14, 14a) from a second vehicle (14, 14b);
means for controlling transmission of at least one wireless signal (18) to
the second vehicle (14, 14b) in dependence on the determined amount of received
visible light (12), the at least one wireless signal (18) comprising information of
possible headlamp misalignment of the second vehicle (14, 14b).
2. A vehicle system controller (10) as claimed in claim 1, comprising means
for determining context information (24) of the vehicle (14, 14a), wherein the
means for controlling transmission of the at least one wireless signal (18)
comprises means for controlling transmission of the at least one wireless signal
(18) to the second vehicle (14, 14b) in dependence on the determined context
information (24) of the vehicle (14, 14a).
3. A vehicle system controller (10) as claimed in claim 2, comprising means
for determining context information (24) of the vehicle (14, 14a) from at least one
of positioning data, angular data, radar data, camera data, ambient lighting data
and terrain data.
4. A vehicle system controller (10) as claimed in claim 2 or 3, wherein the
means for determining context information (24) of the vehicle (14, 14a) comprises
means for determining relative positions of the vehicle (14, 14a) and second
vehicle (14, 14b).
5. A vehicle system controller (10) as claimed in any preceding claim,
wherein the at least one wireless signal (18) comprises information determined at
the vehicle (14, 14a).
53
6. A vehicle system controller (10) as claimed in claim 5, wherein the at least
one wireless signal (18) comprises at least one of determined vehicle context
information (24), an indication of the visible light (12) received the vehicle from
the second vehicle and a determined headlamp misalignment risk level.
7. A vehicle system controller (10) as claimed in any preceding claim
comprising means for determining a risk of headlamp misalignment of the second
vehicle (14, 14b) in dependence on vehicle context information (24) and the
amount of received visible light (12).
8. A vehicle system controller (10) as claimed in claim 7, wherein the means
for controlling transmission of the at least one wireless signal (18) is configured to
modify and/or withhold transmission of the at least one wireless signal (18) in
dependence on the determined risk of headlamp misalignment of the second
vehicle (14, 14b).
9. A vehicle system controller (10) as claimed in any preceding claim
wherein the at least one wireless signal (18) comprises a Li-Fi signal (26).
10. A method (300, 400) of determining headlamp misalignment comprising:
determining an amount of visible light (12) received at a vehicle (14, 14a)
from a second vehicle (14, 14b);
controlling transmission of at least one wireless signal (18) to the second
vehicle (14, 14b) in dependence on the determined amount of received visible
light (12), the at least one wireless signal (18) comprising information of possible
headlamp misalignment of the second vehicle (14, 14b).
11. A method (300, 400) as claimed in claim 10, comprising determining
context information (24) of the vehicle (14, 14a), wherein controlling transmission
of the at least one wireless signal (18) comprises controlling transmission of the at
54
least one wireless signal (18) to the second vehicle (14, 14b) in dependence on the
determined context information (24) of the vehicle (14, 14a).
12. A method (300, 400) as claimed in claim 11, comprising determining
context information (24) of the vehicle (14, 14a) from at least one of positioning
data, angular data, radar data, camera data, ambient lighting data and terrain data.
13. A method (300, 400) as claimed in claim 11 or 12, wherein determining
context information (24) of the vehicle (14, 14a) comprises determining relative
positions of the vehicle (14, 14a) and second vehicle (14, 14b).
14. A method (300, 400) as claimed in any of claims 10 to 13, wherein the at
least one wireless signal (18) comprises information determined at the vehicle (14,
14a).
15. A method (300, 400) as claimed in claim 14, wherein the at least one
wireless signal (18) comprises at least one of determined vehicle context
information (24) and a determined headlamp misalignment risk level.
16. A method (300, 400) as claimed in any of claims 10 to 15 comprising
determining a risk of headlamp misalignment of the second vehicle (14, 14b) in
dependence on vehicle context information (24) and the amount of received
visible light (12).
17. A method as claimed in claim 16, wherein controlling transmission of the
at least one wireless signal (18) comprises modifying and/or withholding
transmission of the at least one wireless signal (18) in dependence on the
determined risk of headlamp misalignment of the second vehicle (14, 14b).
18. A method (300, 400) as claimed in any of claims 10 to 17, wherein the at
least one wireless signal (18) comprises a Li-Fi signal (26).
55
19. A vehicle system controller (10) comprising:
means for receiving at a vehicle (14, 14b) at least one wireless signal (18),
from a second vehicle (14, 14a), the at least one wireless signal (18) comprising
information indicating possible headlamp misalignment of the vehicle (14, 14b);
and
means for controlling at least one output (28) at the vehicle (14, 14b) in
dependence on the received information.
20. A vehicle system controller (10) as claimed in claim 19, wherein the at
least one wireless signal (18) comprises at least one of context information (24) of
the second vehicle (14, 14a), an indication of visible light (12) received at the
second vehicle (14, 14a) from the vehicle (14, 14b) and a headlamp misalignment
risk level.
21. A vehicle system controller (10) as claimed in claim 20, wherein context
information (24) of the second vehicle (14, 14a) comprises at least one of
positioning data, angular data, radar data, camera data, ambient lighting data and
terrain data and/or information determined from at least one of positioning data,
radar data, camera data, ambient lighting data and terrain data.
22. A vehicle system controller (10) as claimed in any of claims 19 to 21,
comprising means for determining a headlamp misalignment risk level in
dependence on information received in the at least one wireless signal (18) from
the second vehicle (14, 14a).
23. A vehicle system controller (10) as claimed in any of claims 19 to 22,
comprising means for logging information received in the at least one wireless
signal (18).
56
24. A vehicle system controller (10) as claimed in any of claims 19 to 23,
comprising means for increasing at least one counter in dependence upon a
determined headlamp misalignment risk level associated with the received at least
one wireless signal (18).
25. A vehicle system controller (10) as claimed in claim 24, wherein the
means for controlling at least one output (28) at the vehicle (14, 14b) comprise
means for controlling at least one output (28) at the vehicle (14, 14b) in
dependence on the at least one counter exceeding a pre-determined threshold for
an associated risk level.
26. A vehicle system controller (10) as claimed in any of claims 19 to 25,
wherein the means for controlling at least one output (28) comprises means for
controlling at least one headlamp (22) of the vehicle (14, 14b) and/or means for
providing at least one alert (30) to warn the driver of the vehicle (14, 14b) of
possible headlamp misalignment.
27. A vehicle system controller (10) as claimed in any of claims 19 to 26,
wherein the means for receiving at least one wireless signal (18) comprises a Li-Fi
signal receiver.
28. A method (500, 600) of determining headlamp misalignment, comprising:
receiving at a vehicle (14, 14b) at least one wireless signal (18), from a
second vehicle (14, 14a), the at least one wireless signal (18) comprising
information indicating possible headlamp misalignment of the vehicle (14, 14b);
and
controlling at least one output (28) at the vehicle (14, 14b) in dependence
on the received information.
29. A method (500, 600) as claimed in claim 28, wherein the at least one
wireless signal (18) comprises at least one of context information (24) of the
57
second vehicle (14, 14a), an indication of visible light (12) received at the second
vehicle (14, 14a) from the vehicle (14, 14b) and a headlamp misalignment risk
level.
30. A method (500, 600) as claimed in claim 29, wherein context information
(24) of the second vehicle (14, 14a) comprises at least one of positioning data,
radar data, camera data, ambient lighting data and terrain data and/or information
determined from at least one of positioning data, radar data, camera data, ambient
lighting data and terrain data.
31. A method (500, 600) as claimed in any of claims 28 to 30, comprising
determining a headlamp misalignment risk level in dependence on information
received in the at least one wireless signal (18) from the second vehicle (14, 14a).
32. A method (500, 600) as claimed in any of claims 28 to 31, comprising
logging information received in the at least one wireless signal (18).
33. A method (500, 600) as claimed in any of claims 28 to 32, comprising
increasing at least one counter in dependence upon a determined headlamp
misalignment risk level associated with the received at least one wireless signal
(18).
34. A method (500, 600) as claimed in claim 33, wherein controlling at least
one output (28) at the vehicle (14, 14b) comprises controlling at least one output
(28) at the vehicle (14, 14b) in dependence on the at least one counter exceeding a
pre-determined threshold for an associated risk level.
35. A method (500, 600) as claimed in any of claims 28 to 34, wherein
controlling at least one output (28) comprises controlling at least one headlamp
(22) of the vehicle (14, 14b) and/or means for providing at least one alert (30) to
warn the driver of the vehicle (14, 14b) of possible headlamp misalignment.
58
36. A method (500, 600) as claimed in any of claims 28 to 35, wherein the at
least one wireless signal comprises (18) a Li-Fi signal (26).
37. A vehicle system (34) comprising a vehicle system controller (10) as
claimed in at least one of claims 1 to 9 and/or at least one of claims 19 to 27.
38. A vehicle (14) comprising a vehicle system controller (10) as claimed in at
least one of claims 1 to 9 and/or at least one of claims 19 to 27 and/or a vehicle
system (34) as claimed in claim 37.
39. A computer program (38) comprising instructions (40) that, when
executed by one or more processors (42), cause a system to perform, at least, the
method (300, 400, 500, 600) as claimed in at least one of claims 10 to 18 and/or at
least one of claims 28 to 36.
40. A non-transitory computer readable media (46) comprising a computer
program (38) as claimed in claim 39.