For the headlights equipped with modern cars , only enough brightness is no longer the only standard to measure its pros and cons. Enough enough is the standard to reflect the level of headlight technology. The "smart" here refers to the different performances of the headlights in different weather and road conditions.
Light level and direction control of traditional headlights
The idea of ​​improving the headlight illumination performance has been thought for a few decades, but the starter was very primitive. In the Citroen 2CV model introduced in 1948, the driver can adjust the illumination angle of the light through a control rod connected to the headlights so that the illumination range of the vehicle is not affected when the vehicle load changes. Subsequently, the engineer installed a servo mechanism inside the headlight assembly, and the gear unit was used to drive the headlights to change the illumination angle as a whole. However, for a long time, this solution was only for the adjustment of the illumination distance. At present, many models with headlight height adjustment can be regarded as a derivative of this technology.
The direct headlights illuminate the road ahead, but the roads are not always straight. When encountering a corner, the defects of the direct light are exposed. We can't see the situation inside the bend before the vehicle enters the corner, which creates a hidden danger that affects driving safety. In the 1930s, when electronic technology was not yet enlightened, the solution that people thought of was still purely mechanical. Some car companies have thought of using a third headlight connected to the steering mechanism to illuminate the road inside the curve. According to this scheme, the third brake light can be rotated left and right with the steering angle of the steering gear, which can basically meet the needs of the cornering lighting at that time.
These are the means for engineers to improve the headlights during the enlightenment. As road conditions become more complex and the driving speed is getting faster, it has become an irresistible trend to integrate electronic technology into the headlights.
AFS headlight system
For the current active headlight system, the industry has a proper term -- Advanced front-lighTIng system. The shear achievement is the AFS adaptive headlight we often see in the new car configuration table. But in fact, the headlight technology adopted by many manufacturers is not an adaptive headlight.
Unlike the previously described approach to solving headlighting problems using mechanical principles, today's AFS relies on electronic sensors to work. These sensors can detect ambient light and then decide whether to automatically turn on the headlights; they can also monitor the vehicle's speed, body posture, etc., and adjust the illumination angle of the headlights. Since 2003, many German automakers such as BMW, Toyota, Czech Skoda and others have begun to configure AFS for their products.
Automatic beam control
After setting two light groups of far and near light in the headlights, when to choose which set of beams to use has become a new problem that has stumped many drivers. There is a clear distinction between Chinese drivers and American drivers in lighting habits. Domestic drivers tend to turn on the high beam at night, and the reason they give is to illuminate farther distances and obtain a larger visible range; in the United States where road lighting conditions are better, Drivers generally do not like to use high beam lights. These two driving habits have a negative impact on safe driving. Long-term high beam makes it easy for drivers who are on the road to see the road. The low beam can't cover far enough distance when driving at high speed.
There are two ways to solve this problem. Road regulations are gradually improved to guide drivers to use the lights correctly. Automobile manufacturers use technical means to reduce the frequency with which drivers are distracted while driving. Thus, an automatic beam control system came into being. This system consists of a photoresistor and the circuitry connected to it. The photoresistor detects the light of the target vehicle when the vehicle is in motion, and then automatically switches the high beam to the low beam; when the opposite vehicle light disappears, the high beam automatically turns on again. During the driving process of the vehicle, the driver no longer needs to manually intervene in the vehicle lighting, and automatically switching the far and near light does not affect the vision of the driver of the vehicle, and the road driving is safer than before.
However, subject to the limitations of the technical level, the ASF at this time cannot make an accurate distinction between the lights emitted by the vehicle or other external light sources, and false positives sometimes occur. The Jeep Grand Cherokee, introduced in 2005, replaced the photoresistor with a digital camera, and the camera has a good ability to distinguish the source of ambient light. Since then, the AFS lighting system with the camera as the light sensor has officially become an important part of the vehicle driving assistance system.
Intelligent lighting system
The Smart Lighting System, launched in 2006, is a lighting system that uses a dual xenon bulb as a light source to provide five different lighting modes. The five illumination modes provided by the system correspond to urban roads, highways, and combined with enhanced fog lights, corner-assisted illumination, and active lighting.
Adaptive high beam illumination system
AdapTIve highbeam assist is an adaptive high-beam illumination system used by Mercedes-Benz in the market. It was originally designed to prevent the light from affecting the opposite vehicle and the driver of the preceding vehicle. The system was originally applied to the Mercedes-Benz E-Class launched in 2009. The system can steplessly adjust the range of light illumination, rather than a simple two-level switch of far and near light. Depending on traffic flow and road lighting conditions, the high beam illumination distance can be extended from 65 meters to 300 meters. This system also uses a video camera as a light-sensing element, so the operational reliability is greatly improved. Mercedes-Benz subsequently applied this technology to S-Class, CLS and C-Class models. Other vendors have similar technologies.
No glare high beam and dot matrix lights
Non-glare high beam lights and dot matrix lights can be seen as the symbol of the highest level of headlight development. The glare-free high beam lamp is based on an adaptive high beam illumination system, and its core components are also used for photographic cameras. The upgrade part is that the left and right headlights can switch the lighting mode independently. Headlights on one side that easily affect other drivers can dynamically switch the range of illumination to ensure that they do not directly drive other drivers; the other side of the headlights ensures a far enough illumination range to provide good drivers for the car. Vision. Volkswagen's 2011 Touareg, Phaeton and overseas version of Passat became the first models to carry this technology.
Dot matrix light
Dot matrix lights were named local lighting systems in the Mercedes camp. The high-beam of the local illumination system consists of 100 LED light-emitting elements, which can be activated separately by the system, so when a car comes on its way, the system will accurately calculate the area where other road users are located and close it. Area related LEDs. The system is able to do this recognition with the help of an infrared camera. In addition, the pure electronic modules used in this system are also much faster than the mechanical shutter/roller technology currently in use.
Partial lighting also provides illumination for potentially hazardous areas. When the infrared camera detects a pedestrian in front of the road, the system can provide illumination for areas outside the normal high-beam illumination area in a short period of time. Its function is similar to that of a spotlight, which can alert the driver to potential dangers. The technology is currently in the research and development phase and has not been introduced to the market.
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