Function Of Intelligent Light System - GF82.10-P-3090GWM
Model 463 (except 463.342)
as of model year 2019
with code L57 (IHC Light)
Function requirements, general
- No overvoltage or undervoltage
- Transport mode not activated
- "Engine running" or "drive train operational" signal on
- Low beam ON
Low beams actuation is active while the individual functions are being executed.
- Vehicle moving forward
- "Intelligent Light System" function activated via "Settings" menu in the "Light" submenu in the head unit (A26/17)
The "Engine running" or "Drive train operational" status is transmitted by the CDI control unit (N3/9) (diesel engine) or the ME-SFI [ME] control unit (N3/10) (gasoline engine) via drive train CAN (CAN C1), powertrain control unit (N127), chassis FlexRay (Flex E), electronic ignition lock control unit (N73) and peripherals CAN (CAN PER) to the left headlamp control unit (E1n9) on the left front lamp unit (E1) and to the right headlamp control unit (E2n9) on the right front lamp unit (E2).
The "Intelligent Light System" function is selected and switched on or off manually via the head unit's operation menu. The head unit transmits the relevant status via the user interface CAN (CAN HMI), the electronic ignition lock control unit and the peripherals CAN to the left headlamp control unit.
Intelligent Light System (Active light distribution), general
The Intelligent Light System function enables optimum illumination of the road to be achieved during different driving situations and weather conditions. This takes place by means of targeted actuation of additional light sources, increasing the light output and adapting the light distribution.
The variable light distribution adjusts the light extremely quickly and precisely to the prevailing traffic situation. For the driver, this means extremely wide illumination of the road surface and the curb areas. The light sources provide a pleasant, bright driving light that makes it easier for the driver to orient himself and makes a significant contribution to driving safely at night.
The light sources for active light distribution (e.g. active curve lights) represent a technical further development of the multi-beam headlamp. The front left adaptive high beam (E1e24) and the front right adaptive high beam (E2e24) are each populated with 84 LEDs that are arranged in a fixed grid. Within this LED matrix, the individual LEDs can be actuated independently of each other.
Schematic representation of LED matrix in front left and front right adaptive high beams
Using the LED matrix, different light distributions can be implemented. Actuator motors for moving the reflectors or modules are no longer required.
With each engine start when the vehicle is stationary, an adaptive high beam reference run is performed.
On opening the engine hood, the headlamp adjustment mode is activated when the following conditions are met: Low beams on, circuit 15 on and vehicle standstill. A left headlamp range adjustment actuator motor (E1m1) and right headlamp range adjustment actuator motor (E2m1) reference run is first performed. The adaptive high beams then output a light distribution on the basis of which the headlamps can be adjusted.
The traffic and environment situation is detected and evaluated by the mono multifunction camera (A40/11). Location-relevant information and map data are also evaluated.
The Intelligent Light System function encompasses the following subfunctions:
- Function sequence for town light distribution
- Function sequence for country light and curve illumination light distribution
- Function sequence for light distribution of freeway lights
- Function sequence for adverse weather light distribution
- Function sequence for extended fog light distribution
Additional function requirements for town light distribution
- Extended fog light function disabled
- Vehicle speed v = 0 to 60 km/h and multifunction camera detects urban traffic or
- Vehicle speed v = 0 to 30 km/h
Function sequence for town light distribution
In urban traffic, the light distribution of both front lamp units is symmetrical. The short-range area in front of the vehicle is illuminated by both adaptive high beams with the maximum width. This extends the driver's field of view at both sides.
Town light distribution in LED matrix in front left adaptive highbeams (top) and sample traffic situation (bottom)
The town light distribution is activated if the multifunction camera detects driving in urban traffic.
The vehicle speed is calculated on the basis of the wheel speeds. To this end, the Electronic Stability Program control unit (N30/4) sends the wheel speed signals via chassis FlexRay, electronic ignition switch control unit and peripherals CAN to the left headlamp control unit. The mono multifunction camera sends information about the traffic and environment situation over the suspension FlexRay, electronic ignition lock control unit and the peripherals CAN to the left headlamp control unit.
The left headlamp control unit evaluates all of the relevant information and transmits the "ILS light distribution" request via the peripherals CAN to the left front lamp unit LED matrix control unit (E1n11) and the right front lamp unit LED matrix control unit (E2n11). The front lamp unit LED matrix control units then actuate the respective adaptive high beams for implementing the light distribution accordingly.
The headlamp control units operate in a in master-slave combination, whereby the left headlamp control unit acts as the master and synchronizes the right headlamp control unit via peripherals CAN.
The town light distribution is deactivated in the city at a vehicle speed of approx. v = 60 km/h. The town light distribution is already deactivated outside the city at a vehicle speed as of approx. v = 30 km/h.
Additional function requirements for country light and curve illumination light distribution
- Extended fog light function disabled
Function sequence for country light and curve illumination light distribution
Illumination of the road is improved with the country light and curve illumination light distribution. When the vehicle is cornering, the low beam light cone for the long range is moved horizontally towards the center point of the curve.
The two following images compare a traffic situation from the point of view of the driver with activated low beams. First without curve light and then with curve light.
Inactive curve light distribution (only long-range low beam) in LED matrix in front left adaptive highbeams (top) and sample traffic situation (bottom)
Curve light distribution in LED matrix in front left adaptive highbeams (top) and sample traffic situation (bottom)
The country light and curve illumination light distribution is carried out depending on the following set variables:
- Steering angle
- Vehicle speed
- Vehicle yaw behavior (vehicle movement)
- Route driven (foresighted)
- Current traffic situation (e.g. preceding or oncoming vehicle)
The direct input factor is the steering angle, the vehicle speed influences the control response of the function (transformation of steering angle into swivel angle).
At a low vehicle speed, a smaller conversion is required so that the light pattern does not behave in a jumpy manner (e.g. in urban traffic). At medium vehicle speeds an immediate response is given to relatively minor changes in the steering angle and at higher vehicle speeds the responses are dampened again to a greater extent. A range with lower sensitivity and greater damping is provided (approx. ± 6° steering angle) to compensate for the natural weaving of the vehicle when traveling straight ahead.
The steering column tube module control unit reads in the signals of the steering wheel angle sensor directly and sends information on the steering angle via chassis FlexRay, electronic ignition lock control unit and peripherals CAN to the left headlamp control unit.
The vehicle speed is calculated on the basis of the wheel speeds. To this end, the Electronic Stability Program control unit sends the wheel speed signals via chassis FlexRay, electronic ignition switch control unit and peripherals CAN to the left headlamp control unit.
The yaw behavior of the vehicle is recorded by the acceleration sensor integrated in the Supplemental Restraint System control unit (N2/10). The supplemental restraint system control unit sends corresponding information via vehicle dynamics CAN (CAN H), Electronic Stability Program control unit, chassis FlexRay, electronic ignition switch control unit and peripherals CAN to the left headlamp control unit.
The mono multifunction camera sends information about the driving distance and the traffic situation over the suspension FlexRay, electronic ignition lock control unit and the peripherals CAN to the left headlamp control unit.
The left headlamp control unit evaluates all of the relevant information and transmits the "ILS light distribution" request via the peripherals CAN to the left front lamp unit LED matrix control unit and the right front lamp unit LED matrix control unit. The front lamp unit LED matrix control units then actuate the relevant adaptive high beams accordingly.
Additional function requirements for light distribution of freeway lights
- Extended fog light function disabled
- Radius of curve r ≥ 800 m
Function sequence for light distribution of freeway lights
The freeway lights light distribution improves the illumination of the road by increasing the range of the low beams without dazzling the preceding traffic. The freeway partial high beams are activated depending on the traffic situation so that other road users are not blinded thanks to targeted blocking out of light.
This light distribution is implemented by means of vertically deflecting the light cone and increasing the light output. The freeway lights light distribution is activated at speeds that are typical for a freeway or expressway.
Motorway lights light distribution in LED matrix in front left adaptive highbeams (top) and sample traffic situation (bottom)
The freeway lights function depends on the following control factors:
- Steering angle
- Vehicle speed
- Vehicle yaw behavior (vehicle movement)
- Current traffic situation (e.g. preceding or oncoming vehicle)
- Road type according to map data
The steering column tube module control unit reads in the signals of the steering wheel angle sensor directly and sends information on the steering angle via chassis FlexRay, electronic ignition lock control unit and peripherals CAN to the left headlamp control unit.
The vehicle speed is calculated on the basis of the wheel speeds. To this end, the Electronic Stability Program control unit sends the wheel speed signals via chassis FlexRay, electronic ignition switch control unit and peripherals CAN to the left headlamp control unit.
The yaw behavior of the vehicle is recorded by the acceleration sensor integrated in the Supplemental Restraint System control unit. The supplemental restraint system control unit sends corresponding information via vehicle dynamics CAN, Electronic Stability Program control unit, chassis FlexRay, electronic ignition switch control unit and peripherals CAN to the left headlamp control unit.
The mono multifunction camera sends information about the traffic situation over the suspension FlexRay, electronic ignition lock control unit and the peripherals CAN to the left headlamp control unit.
The head unit sends map data via the user interface CAN, the electronic ignition lock control unit and the peripherals CAN to the left headlamp control unit.
The left headlamp control unit evaluates all of the relevant information and transmits the "ILS light distribution" request via the peripherals CAN to the front lamp unit LED matrix control units. The front lamp unit LED matrix control units then actuate the relevant adaptive high beams accordingly.
Conclusions are drawn regarding the current road type using the camera data and the map data and a variable vehicle speed threshold is calculated. If this threshold is exceeded, the light output of the low beams is increased for long range. For this, the left headlamp control unit transmits the "Increase light output" request via the peripherals CAN to the front lamp unit LED matrix control units. The front lamp unit LED matrix control units then actuate the relevant adaptive high beams accordingly.
If the left headlamp control unit detects handling characteristics that are typical of freeway driving depending on the speed and the cornering radius, it also actuates the left headlamp range adjustment actuator motor. The low beams module of the left front lamp unit is raised. The range of the low beams is thus increased. The maximum lift is reached at about 130 km/h. If the vehicle speed drops to a value below the range that is typical for the freeway, the motorway lights function is deactivated.
The left high beam light distribution is cut off at the height of the center guardrail when the partial high beams function is active.
Additional function requirements for adverse weather light distribution
- Extended fog light function disabled
Function sequence for adverse weather light distribution
When it is raining, the adverse weather light distribution is activated. The illumination of the area directly in front of the vehicle is reduced here. This reduces the reflections on the wet road and dazzling of oncoming traffic.
The two following images compare a traffic situation from the point of view of the driver with activated high beams. First without adverse weather light and then with adverse weather light.
Inactive adverse weather light distribution (only high beams) in LED matrix in front left adaptive highbeams (top) and sample traffic situation (bottom)
Adverse weather light distribution in LED matrix in front left adaptive highbeams (top) and sample traffic situation (bottom)
Rain detection takes place by evaluating the "Windshield wiper not in park position" signal.
If the windshield wiper is in the park position for less than t = 600 ms, this is evaluated as continuous wiping. If the continuous wipe function is active for t > 2 min, rain is detected. The front SAM control unit (N10/6) actuates the windshield wiper system.
The front SAM control unit transmits corresponding information via the interior CAN, the electronic ignition lock control unit and the peripherals CAN to the left headlamp control unit.
The left headlamp control unit evaluates all of the relevant information and transmits the "ILS light distribution" request via the peripherals CAN to the front lamp unit LED matrix control units. The front lamp unit LED matrix control units then actuate the relevant adaptive high beams accordingly.
Additional function requirements for extended fog light distribution
- Rear fog lights actuation active
The front SAM control unit reads in the status of the rear fog light button (S1s10) in the exterior lights switch (S1) direct and transmits the request "Rear fog light On" via interior CAN (CAN B), electronic ignition switch control unit and peripherals CAN to the left headlamp control unit.
Function sequence for extended fog light distribution
The extended fog light distribution improves the illumination of the edges of the road and reduces self-dazzling.
The light cone of the front lamp unit on the inside of the road is lowered and moved outwards at speeds of less than v = 70 km/h.
The two following images compare a traffic situation from the point of view of the driver with activated low beams. First without extended fog light and then with extended fog light.
Inactive extended fog light distribution (only low beams) in LED matrix in front left adaptive highbeams (top) and sample traffic situation (bottom)
Extended fog light distribution in LED matrix in front left adaptive highbeams (top) and sample traffic situation (bottom)
The vehicle speed is calculated on the basis of the wheel speeds. To this end, the Electronic Stability Program control unit sends the wheel speed signals via chassis FlexRay, electronic ignition switch control unit and peripherals CAN to the left headlamp control unit.
The left headlamp control unit evaluates all of the relevant information and transmits the "ILS light distribution" request via the peripherals CAN to the front lamp unit LED matrix control units. The front lamp unit LED matrix control units then actuate the relevant adaptive high beams accordingly.
The light cone of the front lamp unit facing the inside of the road is lowered and moved outwards. The part of the light-dark boundary that rises to the right is covered. Internal dazzling is reduced and illumination of the road surface at the side is improved.
For active light distribution with enhanced fog light function other possible light distributions are then deactivated.
When the front lamp units are being tested and adjusted, the extended fog light distribution must not be active.
| Electrical function schematic for Intelligent Light System | PE82.10-P-2067-97ZGA | ||
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