TĂRNICERU AFIAN (RO)
TĂRNICERU AFIAN (RO)
| US20020196635A1 | 2002-12-26 | |||
| JP2009196547A | 2009-09-03 | |||
| FR2988333A1 | 2013-09-27 | |||
| DE3836095A1 | 1990-04-26 | |||
| US4286308A | 1981-08-25 |
| C) CLAIMS 1. Active antiglare lighting and protection method, characterised in that the LED headlights of a motor vehicle and an Active Optical Filter (AOF) for the driver (electrochromic or liquid crystal filter) are supplied with a pulsed voltage with a frequency (f) higher than the frequency of luminous pulses that the human eye can perceive as continuous light and not pulsed light (Critical Fusion Frequency). 2. Active antiglare lighting and protection method, characterised in that the LED headlights of a motor vehicle and an Active Optical Filter (AOF) for the driver (electrochromic or liquid crystal filter) are supplied with a pulsed voltage with a frequency (opposite f, in reverse phase) when meeting a system based on the same method, working with a frequency (f) higher than the frequency of luminous pulses that the human eye can perceive as continuous light and not pulsed light (Critical Fusion Frequency). 3. The system, as shown in Figure A, characterised in that it operates based on the methods described in claims 1 and 2, has the following structure: - an Optical Sensor Module (OSM) that contains photo-resistor, photo-diode, photo-transistor, camera analyser type sensors, etc. connected to a Light Frequency and Intensity Analyser (LFIA), that detects and analyses the characteristics of light coming from the headlights of the oncoming vehicle, the analysis result being transmitted electronically to: - a Decision and Control Module (DCM) electronic controller that contains: a Pulse Generator (PG) and an optical Day and Night Sensor (DNS), the (DCM) controlling: - an electrochromic or liquid crystal Active Optical Filter (AOF) and the LED Controlled Projectors (CP). |
b.1.) Name of the invention
ACTIVE LIGHTING AND PROTECTION METHOD and ANTIGLARE SYSTEM
The invention consists in a method of emitting light by synchronised pulses with one active optical filter, the pulse frequency being higher than the physiological perception limit of the human eye. b.2.) Scope of the invention
The invention relates to an active lighting and protection method and antiglare system, designed to prevent the reduction of visibility of drivers during night time. b.3.) Presentation of the state of the art in the world
Currently, there are several antiglare methods and devices for road traffic: a similar lighting and protection method is that of adaptive lighting, and a similar separate protection method is that of electrochromic protection of mirrors and/or of the rear window of the vehicle.
Existing adaptive lighting and protection methods consist of modifying the intensity and/or redirecting of the light spot so that lighting does not cause "temporary blindness" on the oncoming lane (protection), while preserving the maximum lighting on the side of the road in the direction of travel.
The disadvantages of these adaptive methods are that redirecting the spot leads to a reduction in the angle of vision and an effective reduction in visibility in the direction of travel.
Electrochromic protection methods consist of an active electrochromic layer, in some cases made of liquid crystals, deposited on mirrors and/or the windows of the vehicle, that changes its transparency and/or colour.
The disadvantages of these electrochromic protection methods are that they continuously reduce the transparency of windows or the reflectivity of mirrors. b.4.) Purpose of the invention
The purpose of the invention is to eliminate the above mentioned drawbacks, by preserving the full angle of vision of vehicles in the direction of travel, and achieving the protection against the phenomenon of "temporary blindness" of drivers in both directions of travel, by reducing the perception of luminous -fluxes reaching their eyes. b.5.) Presentation of the invention
The problems the invention solves are: Reduced visibility in the direction of travel for existing lighting systems and the phenomenon of "temporary blindness" for participants in traffic.
Given that the method subject to this invention is complex, we believe it is necessary to explain and define the terms and laws used, as follows:
Definitions of terms:
• CFF, (Critical Flicker Fusion) = Critical Fusion Frequency = Frequency of light pulses that the human eye perceives as being continuous light, rather than pulsed. This peculiarity of the human eye is used in television/cinematography to obtain the sense of movement by projecting images in succession. For most people, this frequency is in the range 25÷75 Hertz.
• (f) = frequency of light pulses, superior to CFF, (f)>CFF
• (-f) = frequency of light pulses, equal to (f), but opposite (reverse phase)
• Pulse = light pulse with the frequency (f)
• Reverse pulse = light pulse with the frequency (-f)
• Talbot-Plateau law = For a light beam pulsed with a frequency (f)>CFF, the light will be perceived as continuous light, and, at the same time, its perceived luminous intensity will be equal to the average of the on/off periods; for example, for 50% on/off periods, the perceived light intensity will be half in relation to the intensity of the same beam of continuous light.
Being a complex invention, each object/part of the invention which solves the above problems and disadvantages is detailed and submitted separately below: b.5.1. The invention solves the problems above by an active method for lighting and antiglare protection, wherein the LED headlights of a motor vehicle and an active optical filter for the driver (electrochromic or liquid crystal filter) are supplied with a voltage pulsed with the frequency (f) higher than the frequency of light pulses that the human eye perceives as continuous, and not as pulsed light (Critical Fusion Frequency).
This new lighting/protection method fully preserves the angle of vision in the direction of travel and, at the same time, ensures effective protection against the phenomenon of "temporary blindness" for drivers on both directions of travel by reducing the perception of luminous fluxes, according to above-mentioned Talbot- Plateau law. b.5.2. The invention solves the above problems by a SYSTEM that uses the method claimed above.
The system, as shown in Figure A, consists of an Optical Sensor Module that contains photo-resistor, photo-diode, photo-transistor, camera analyser type sensors, etc. connected to a Light Frequency and Intensity Analyser, that transmits data to the Decision and Control Module (both electronic controllers, analogue or digital), containing, in turn, an optical Day and Night Sensor, and a Pulse Generator.
The pulse generator sends the electrical command for switching on/off the Controlled Projectors (LED headlights) and the Active Optical Filter (filter with liquid crystals, electrochromic technology, etc.) applied or integrated in the windshield of the vehicle, these receiving the electronically synchronised running command.
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The implementation of the invention involves equipping motor vehicles with LED Controlled Projectors, an equipment essential for the system to be able to react quickly to frequency pulses (f), without afterglow, and applying an Active Optical Filter on the windshield. These two requirements do not represent a difficulty; on the contrary, they are already a current trend due to energy savings brought by LED projectors and the implementation of "smart" windshields across several brands of motor vehicles.
b.6.) Advantages resulting from the application of the invention The advantages of the active lighting and protection method and antiglare system, according to the invention, are that the full angle of vision is preserved in the case of lighting, and that protection is provided against the phenomenon of "temporary blindness" of drivers on both directions of travel by reducing the perception of luminous fluxes. b.7.) Example of invention execution. Description of the method and system.
The implementation of the invention involves equipping motor vehicles with LED Controlled Projectors, CP, and applying an Active Optical Filter, AOF, electrochromic, with liquid crystals or other technical solution, on -the windshield. These two requirements are satisfied easily, because equipping motor vehicles in this way is already a current trend due to energy savings brought by LED headlights and due to the implementation of "smart" windshields across several brands of motor vehicles.
The system consists of an Optical Sensor Module, OSM, containing photo- resistor, photo-diode, photo-transistor, camera analyser type sensors, etc. connected to a Light Frequency and Intensity Analyser, LFIA, that transmits data to the Decision and Control Module, DCM, which contains, in turn, an optical Day and Night Sensor, DNS, and a Pulse Generator, PG. The Pulse Generator, PG, sends the electrical command for switching on/off the Controlled Projectors, CP, and the Active Optical Filter, AOF, applied or integrated in the windshield of the vehicle, these, the CP and the AOF, receiving the electronically synchronised running command.
The operational logical diagram is shown in the drawing attached to this application, Figure A, in accordance with applicable legal provisions.
For the correct understanding of the system's operation and for the description of the operation of the electronic controllers DCM, LFIA and of the interdependence between system modules, we have to imagine the scenario of two motor vehicles travelling on different lanes, vehicle (a) on the ongoing lane and vehicle (b) on the oncoming lane.
During daytime, DNS = 0, The systems are inactive, and the Active Optical Filter is open/transparent AOF = 0, whether the Controlled Projectors CP are lit continuously, CP = 2, or are off, CP = 0. Decision and Control Module DCM = 0.
During night time, DNS = 1 ,
There are four possible scenarios/situations in traffic:
Situation 1 : (a) and fb) equipped with systems according to the invention, (a) is "blinded" by (b)
OS (a) = 1 , LFIA(a) detects the exceeding of the luminous intensity threshold emitted by (b). This luminous intensity threshold that causes the effect of "blindness" can be adjusted independently by each participant in traffic, depending on the individual optical sensitivity.
DCM(a) = 1 ; command for Ρ (3 ) .= 1 (f)( a ) pulse; AOF( a > = 0 (transparent when CP(a) is lit, and CP ( b) is off, respectively) and A0F( 3 ) = 1 (reduced transparency when CP(a) is off, and CP< b ) is lit, respectively)
Systems (a) and (b) are automatically synchronised by OSM+LFIA+DCM, synchronous state denied (asynchronous), to each other:
OS (b) = -1 , LFIA(b) detects the pulsed light (f) (a ) emitted by (a), it being "blinded", requires the system (b) to switch to opposite lighting (-f) {b) .
DCM(b) = -1 ; command for CP( b ) = -1 (-f)(b) reverse pulse; AOF(b> = 0 (transparent when CP (b) is lit, and CP (a) is of, respectively) and AOF (b) = 1 (reduced transparency when CP (b) is off, and CP (a > is lit, respectively)
The reduced perceptions of luminous intensities are due to the principles set out by the Talbot-Plateau law applied to CP(a, b) and AOF( b , a )-
Situation 2: (a) and (b) equipped with systems according to the invention, (a) "blinds" (b)
OS (b) = 1 , LFIA( b ) detects the , exceeding of the luminous intensity threshold emitted by (a). This luminous intensity threshold that causes the effect of "blindness" can be adjusted independently by each participant in traffic, depending on the individual optical sensitivity.
DCM (b) = 1 ; command for CP (b) = 1 (f) (b) pulse; AOF (b) = 0 (transparent when CP( ) is lit, and CP( a ) is off, respectively) and AOF (b > = 1 (reduced transparency when CP( b) is off, and CP( 3 ) is lit, respectively).
Systems (a) and (b) are automatically synchronised by OSM+LFIA+DCM, synchronous state denied (asynchronous), to each other:
OSM(a) = -1 , LFIA(a) detects the pulsated light (f)(b) emitted by (b), it being "blinded", it requires the system (a) to switch to opposite lighting (-f) (a) .
DCM(a) = -1 ; command for CP( a j = -1 (-f)( a ) reverse pulse; AOF< a ) = 0 (transparent when CP( a ) is lit, and CP (b ) is off, respectively) and A0F( 3 ) = 1 (reduced transparency when CP (a) is off, and CP (b > is lit, respectively)
The reduced perceptions of luminous intensities are due to the principles set out by the Talbot-Plateau law applied to CP (aib ) and AOF( b , a ).
Situation 3: (a) and (b) equipped with systems according to the invention, (a) is not "blinded" by (b) nor the other way around.
OSM(a, b) = 0, LFIA( a , b ) does not detect the exceeding of the luminous intensity threshold emitted by (a,b).
DCM(a, b ) = 2; command for CP (a>b ) = 2 continuous, not pulsated; AOF( a> b> = 0 (transparent)
Situation 4 : only (a) is equipped with a system according to the invention, (a) is blinded" by (b) OSM(a) = 1 , LFIA(a) detects the exceeding of the luminous intensity threshold emitted by (b). This luminous intensity threshold that causes the effect of "blindness" can be adjusted independently by each participant in traffic, depending on the individual optical sensitivity.
DCM(a) = 1 ; command for CP( a > = 1 (f)( a ) pulse; AOF (a ) = 0, transparent when CP(a) is lit, and AOF (a ) = 1 , respectively (reduced transparency when CP (a) is off)
This way, (a) shall perceive a reduced luminous intensity coming from (b), due to the principles set out by the Talbot-Plateau law applied to AOF (a) , and (b) shall perceive a reduced luminous intensity coming from (a), according to the same principles, applied to CP( a >.
Observations:
• Situations 1 and 2 are virtually identical, only the references, (a) or (b), being different, and, depending on which of these situations occurs first, it requires the automatic synchronisation of the other system, frequencies (f) and (-f) being equal but reversed.
• Note the maximum efficiency when equipping both vehicles with the same antiglare system, according to the invention.
• The method of the invention can be combined with existing antiglare systems such as the other adaptive methods or methods that switch between the main beam and the dipped beam.