Function Of Intelligent Light System - GF82.10-P-3090LFM
Model 222 as of model year 2018 with code 640 (SAE dynamic LED headlamps, right-hand traffic)
Model 222 as of model year 2018 with code 641 (Dynamic LED headlamps, left-hand traffic)
Model 222 as of model year 2018 with code 642 (Dynamic LED headlamps, right-hand traffic)
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.
- "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 periphery 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 periphery CAN to the left headlamp control unit.
Intelligent Light System, 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 Intelligent Light System function encompasses the following subfunctions:
- Cornering lights function sequence
- Function sequence for active light distribution
Additional function prerequisites for cornering lights
- Turn signaling active and speed v < 40 km/h or steering movements detected and speed v < 70 km/h
- Radius of curve r < 500 m
Cornering lights function sequence
The cornering lights improve the illumination of the edge of the road on the inside of the curve.
The direct input factors of the cornering lights actuation are the steering movement, recorded by the steering wheel angle sensor (N49), and the turn signaling function, defined by the switch position of the combination switch (S4), since they describe the driver's required direction.
The vehicle speed influences the actuation characteristic for cornering lights actuation. At slow speed, a lower switch-on threshold is required to ensure that the cornering lights can be activated early in urban traffic.
Schematic representation of cornering lights light distribution (shown on model 238)
The steering column tube module control unit (N80) directly reads in the signals of the steering wheel angle sensor and the switch position of the combination switch and sends information on the steering angle and the switch position of the combination switch via chassis FlexRay, electronic ignition lock control unit and periphery 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 (N30/4) sends the wheel speed signals via chassis FlexRay, electronic ignition switch control unit and periphery CAN to the left headlamp control unit. The left headlamp control unit evaluates all the information and, if necessary, actuates the left cornering light (E1e9). The right headlamp control unit actuates the right cornering light (E2e9), if necessary.
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 periphery CAN. During forward travel the cornering light on the inside of the curve is actuated, and during reverse travel both cornering lights are actuated. The cornering lights are switched on and off with dimming.
The request by the turn signaling function has a higher priority below a speed of v = 40 km/h compared with the request by the detection of the steering angle in order to ensure the illumination of the edge of the road on the inside of the curve when the steering wheel is turned and turning in the opposite direction (situation at traffic circles). When the reverse gear is engaged, only the data of the steering wheel angle sensor is evaluated.
Gear range "R" is engaged by the fully integrated transmission control unit (Y3/8n4). The fully integrated transmission control unit then sends the "Gear range R engaged" status to the electronic ignition switch control unit over the drive train CAN, powertrain control unit and chassis FlexRay.
The electronic ignition switch control unit uses the incoming information to generate the signal "Reverse gear engaged" that is independent of the transmission variant and sends it over the periphery CAN to the left headlamp control unit.
If the cornering lights function is requested at the same time as the turn signaling function through the detected steering wheel movement, then the actuation behavior is modified. The corresponding cornering light is actuated as soon as a curve radius of r ≤ 500 m is detected.
If the function request is suddenly missing, the actuated cornering light remains switched on for a holding time of approx. t = 2 s and is switched off within t = 2 s with dimming.
Additional function requirements, active light distribution
- Vehicle moving forward
Function sequence for active 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 beams (E1e24) and the front right adaptive high beams (E2e24) are equipped with 84 LEDs each, which are assigned in a specific grid. Within this LED matrix, the individual LEDs can be actuated independently of each other.
Schematic representation of the LED matrix in the 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 recorded by the mono multifunction camera (A40/11) (without code 23P (Driving Assistance package)) or the stereo multifunction camera (A40/13) (with code 23P (Driving Assistance package)) and evaluated. Location-relevant information and map data are also evaluated.
The active light distribution encompasses the following subfunctions:
- Function sequence for town light distribution
- Function sequence for roundabout light distribution
- Function sequence for junction 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
Vehicles with code 610 (Night View Assist)
The spotlight function can also influence the active light distribution if, for example, a person is detected in the dark by the Night View Assist function. Further information here can be found in a separate function description.
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. The cornering lights are also actuated permanently dimmed. 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 sends the wheel speed signals via chassis FlexRay, electronic ignition switch control unit and periphery CAN to the left headlamp control unit.
For vehicles without code 23P (Driving Assistance package), the mono multifunction camera sends information about the traffic and environment situation via the periphery CAN to the left headlamp control unit.
In vehicles with code 23P (Driving Assistance package), the stereo multifunction camera transmits the relevant information via the chassis FlexRay, the electronic ignition lock control unit and the periphery 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 periphery 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 left headlamp control unit also actuates the left cornering lights. The right headlamp control unit actuates the right cornering light. 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 periphery 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 roundabout light distribution
- Extended fog light function disabled
- Distance to roundabout (during approach) s < 70 m
Function sequence for roundabout light distribution
When approaching a roundabout, the cornering lights are actuated with 100 % light intensity. This extends the driver's field of view at both sides.
The roundabout light distribution is activated if it has been determined that a roundabout is being approached using map data. To do this, the head unit transmits map data via the user interface CAN, the electronic ignition lock control unit and the periphery CAN to the left headlamp control unit.
The left headlamp control unit evaluates all the information and actuates the left cornering light. The right headlamp control unit actuates the right cornering light.
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 periphery CAN.
After leaving the roundabout, the roundabout light is deactivated again. The cornering lights are switched on and off with dimming.
The roundabout light function overrides the cornering lights function. The driver does not notice a change to the cornering lights when entering or exiting the roundabout.
Additional function requirements for junction light distribution
- Extended fog light function disabled
- Distance to intersection (when approaching) s < 70 m or
- Vehicle speed v = 0 to 40 km/h and distance to intersection (when approaching) s < 40 m or
- Vehicle speed v = 0 to 20 km/h, multifunction camera detects urban traffic and distance to intersection (when approaching) s < 40 m
In this case, the term "intersection", is understood to be a traffic situation whereby either a left turn or a right turn can be made. This may be a road intersection which can be crossed by driving straight ahead, or a junction with another road that you have to turn into.
Function sequence for junction light distribution
When an intersection is being approached, the cornering lights are actuated with 100 % light intensity. This extends the driver's field of view at both sides.
The junction light distribution is activated if it has been determined that an intersection is being approached using map data. To do this, the head unit transmits map data via the user interface CAN, the electronic ignition lock control unit and the periphery CAN to the left headlamp control unit.
If the intersection can be crossed, the probability of turning is derived from the vehicle speed. 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 periphery CAN to the left headlamp control unit.
The left headlamp control unit evaluates all the information and actuates the left cornering light. The right headlamp control unit actuates the right cornering light.
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 periphery CAN.
After leaving the intersection area, the junction light is deactivated again. The cornering lights are switched on and off with dimming.
The junction light function overrides the cornering lights function. The driver does not notice a change to the cornering lights when turning.
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 periphery 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 periphery 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 periphery CAN to the left headlamp control unit.
For vehicles without code 23P (Driving Assistance package), the mono multifunction camera sends information about the route driven and the traffic situation via the periphery CAN to the left headlamp control unit. In vehicles with code 23P (Driving Assistance package), the stereo multifunction camera transmits the relevant information via the chassis FlexRay, the electronic ignition lock control unit and the periphery 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 periphery 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 periphery 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 periphery 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 periphery CAN to the left headlamp control unit.
For vehicles without code 23P (Driving Assistance package), the mono multifunction camera sends information about the traffic situation via the periphery CAN to the left headlamp control unit. In vehicles with code 23P (Driving Assistance package), the stereo multifunction camera transmits the relevant information via the chassis FlexRay, the electronic ignition lock control unit and the periphery 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 periphery 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 periphery 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 periphery 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 adaptive 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 periphery 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 periphery 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 periphery 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 periphery CAN to the left headlamp control unit.
The left headlamp control unit evaluates all of the relevant information and transmits the "I LS light distribution" request via the periphery 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.
If extended fog light distribution is active, the country light and curve illumination light distribution and the cornering lights are 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-2067-97SEB | ||
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