GF82.10-P-3050LE Additional Functions For Driving Lights Actuation, Function
GF82.10-P-3050LE Additional Functions For Driving Lights Actuation, Function
- with CODE (608) Adaptive Highbeam Assist
- with CODE (615) Bi-xenon headlamp unit with integrated curve illumination
- with CODE (616) Bi-xenon headlamp unit with intergrated asymmetrical curve illumination
- with CODE (621) Intelligent Light System (left-hand traffic)
- with CODE (622) Intelligent Light System (right-hand traffic)
Function requirements for additional functions of driving lights actuation, general
^ No overvoltage or undervoltage
(operating voltage range U ≥7 ≤17.5 V)
^ Low beam ON
^ Engine running (circuit 61 ON) n > 300 rpm
The status of circuit 61 is placed on the chassis CAN (CAN E) by the CDI control unit (N3/9) (with diesel engine) or by the ME-SFI [ME] control unit (N3/10) (with gasoline engine).
Additional functions, driving lights actuation, general
The additional functions of driving lights actuation permit optimum illumination of the roadway for different road and weather conditions.
This takes place by increasing the light output and selectively actuating additional light sources as well as various actuators in the left front lamp unit (E1) or in the right front lamp unit (E2). During actuation of the driving lights actuation additional function, the low beam actuation is active; it is described in a separate document.
The additional functions of driving lights actuation are comprised of the following subfunctions:
^ Cornering lights function sequence (with code (619) Cornering lights)
^ Function sequence, dynamic curve illumination
^ Active light distribution function sequence (model 216, model 221 as of 1.6.09 with code (621) Intelligent Light System (left-hand traffic) or code (622) Intelligent Light System (right-hand traffic))
Additional function requirements, cornering illumination
^ Turn signaling active and speed v < 40 km/h
(not with code (494) USA version)
^ Speed v < 60 km/h
(with code (494) USA version)
^ Steering angle detected and speed v < 70 km/h
Cornering lights function sequence
The cornering illumination function enables the traffic lane in the cornering direction to be ideally illuminated and it is implemented through actuation of the cornering illumination (E1e9) or cornering illumination (E2e9) in the corresponding front lamp unit.
Here only cornering light is actuated: the inside corner one during forward travel and the outside corner one during reverse travel. The corresponding cornering light is switched on and off with dimming in each case.
The evaluation of all relevant information, the resulting actuation and any required treatment of faults is undertaken by the xenon headlamp control unit on the left front lamp unit (E1n1).
The xenon headlamp control unit at the left front lamp unit and the xenon headlamp control unit (E2n1) at the right front lamp unit operate as a master/slave combination communicating with one another via the front end CAN (CAN G).
The xenon headlamp control unit at the left front lamp unit takes over the master function and synchronizes the xenon headlamp control unit at the right front lamp unit.
On model 221 as of 1.6.09 with code (615) Bi-xenon headlamp unit with integrated curve illumination or code (616) Bi-xenon headlamp unit with integrated asymmetric curve illumination or code (621) Intelligent Light System (left-hand traffic) or code (622) Intelligent Light System (right-hand traffic) light emitting diodes (LEDs) are used for output of the curve illumination functions instead of conventional incandescent bulbs. The cornering light in the left front lamp unit is actuated by the left turn signal and cornering light voltage converter (E1n6) and the cornering light in the right front lamp unit by the right turn signal and cornering voltage converter (E2n6). The turn signal and cornering light voltage converters are each located below the front lamp units and connected to the corresponding xenon headlamp control unit via the Local Interconnect Network (LIN). The request for output of the function is output by the xenon headlamp control unit. The front SAM control unit with fuse and relay module (N10/1) provides the power to the turn signal and cornering light voltage converter.
The direct input factors are the steering wheel angle, recorded by the steering angle sensor (N49), the turn signaling function, defined by the switch position of the combination switch (S4), because they describe the direction requirement of the driver.
The vehicle speed influences the system behavior of the turning light actuation.
At a slower vehicle speed a lower switch-on point is required to ensure that the cornering light actuation can be activated early in urban traffic.
The steering column tube module (N80) reads in the data from the steering angle sensor and the switch position of the combination switch and places it on the chassis CAN.
Information on the wheel speeds and wheel rotation directions as indicator for the vehicle speed is provided by the ESP control unit (N47-5) (without model 221.095/195) or the regenerative braking system control unit (N30/6) (model 221.095/195) on the chassis CAN.
The central gateway control unit (N93) routes all relevant information over the front end CAN to the xenon headlamp control unit on the left headlight unit, which then evaluates it and synchronizes the xenon headlamp control unit on the right headlight unit.
The xenon headlamp control units actuate the cornering illumination through pulses to match the request.
The request by the turn signaling function has a higher priority 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 roundabouts). When the reverse gear is engaged, only the data of the steering angle sensor is evaluated. The status of the current transmission selection lever position is provided by the intelligent servomodule for DIRECT SELECT (A80) on the drive train CAN (CAN C).
The CDI control unit or motor electronics control unit passes this on to the chassis CAN.
The central gateway control unit relays the status of the transmission selector lever position via the front end CAN to the xenon headlamp control unit at the left front lamp unit, which synchronizes the xenon headlamp control unit at the right front lamp unit.
If the request is suddenly canceled, the cornering illumination function remains active for a minimum switch-on time of t = 5 s.
If there is a rapid change in the steering wheel angle or in the turn signaling request, both cornering lights may light up briefly.
Additional function requirements, dynamic curve illumination
^ Vehicle moving forward
^ On model 216, model 221 as of 1.6.09 with code (621) Intelligent Light System (left-hand traffic) or code (622) Intelligent Light System (right-hand traffic):
- Function activated via the instrument cluster (A1)
- "Extended fog light" function disabled
Function sequence, dynamic curve illumination
Dynamic curve illumination improves the road illumination when cornering. For this the low beam cone is swiveled horizontally towards the center point of the curve.
A conventional bi-xenon headlamp serves as a basis, the headlamp unit of which is supported in a retaining frame so that it can swivel. When turning into a corner the front lamp unit's headlamp unit on the inside of the corner is swiveled up by up to Alpha= 15° and the front lamp unit's headlamp unit on the outside of the corner by up to Alpha = 7.5 °.
Dynamic curve illumination actuation depends on the following input factors:
- Steering wheel angle
- Vehicle speed
- Yaw response of the vehicle
The direct input factor is the steering wheel angle, the vehicle speed influences the control response of the system (transformation of steering angle into swivel angle).
At a low vehicle speed a lower transformation is required so that the light pattern does not behave in a jumpy manner, in urban traffic for example.
At medium vehicle speeds an immediate response is given to relatively minor changes in the steering angle and at higher vehicle speeds the system responses are dampened again to a greater extent.
In order to adjust for natural weaving of the vehicle when driving straight ahead, an area with lower sensitivity and increased damping is planned (steering wheel angle of approx. ±6°).
The steering wheel angle recorded via the steering angle sensor is provided on the chassis CAN by the steering column tube module. Information about wheel speed and wheel rotation direction as an indication of the vehicle speed and the yaw behavior of the vehicle is provided on the chassis CAN by the ESP control unit or regenerative braking system control unit. The information on the yaw behavior of the vehicle is sent by the yaw rate sensor for lateral and longitudinal acceleration (B24/15) via the vehicle dynamics CAN (CAN H) to the ESP control unit or to the regenerative braking system control unit.
All relevant information is forwarded by the central gateway control unit to the xenon headlamp control unit at the left front lamp unit on the front end CAN.
This evaluates it and synchronizes the xenon headlamp control unit on the right front lamp unit.
In accordance with the request, the xenon headlamp control unit at the left front lamp unit actuates the left dynamic curve illumination motor (E1m2) and the xenon headlamp control unit at the right front lamp unit actuates the right dynamic curve illumination motor (E2m2).
In order to avoid dazzling oncoming traffic with defective curve illumination, the headlamp units are pivoted to the middle position if possible or the low beam control is deactivated. In the event of a defective motor on the dynamic curve illumination, the headlamp unit is lowered completely by actuation of the left headlamp range adjustment motor (E1m1) or right headlamp range adjustment motor (E2m1).
Additional function requirements, active light distribution
^ Vehicle moving forward
Function sequence for active light distribution
The active light distribution function is comprised of the following subfunctions:
^ Motorway lights function sequence
^ Extended fog light function sequence
^ Function sequence of adaptive high-beam assist (on model 221 as of 1.6.09 with code (608) Adaptive high-beam assist)
The function sequences are described using a left-hand drive vehicle as an example.
Additional function requirements for motorway lights
^ Function activated via the instrument cluster
^ Straight-ahead driving for s > 1 km (cornering radius r > 800m)
Function sequence for motorway lights (shown on left-hand drive vehicle)
The motorway lights permit better illumination of the roadway at fast vehicle speeds.
This is achieved by increasing the light output and vertically deflecting the low beam cone.
The motorway lights function depends on the following set variables:
- Steering wheel angle
- Vehicle speed
- Yaw response of the vehicle
The release of the motorway lights function takes place manually via the operation level in the instrument cluster. The instrument cluster provides the corresponding status on the central CAN (CAN F).
The steering wheel angle registered by the steering angle sensor is provided on the chassis CAN by the steering column tube module providing information on the wheel speed and wheel rotation direction as an indicator for the vehicle speed and the yaw behavior of the vehicle by the ESP control unit or regenerative braking system control unit. If necessary, the vehicle speed calculated by the instrument cluster is used as a substitute value. All relevant information is forwarded by the central gateway control unit to the xenon headlamp control unit at the left front lamp unit on the front end CAN.
This evaluates it and synchronizes the xenon headlamp control unit on the right front lamp unit.
Starting at a vehicle speed of v = 90 km/h, the light output of the left bi-xenon light with integrated ignition module (E1e10) and the right bi-xenon light with integrated ignition module (E2e10) is increased linearly up to P = 38 W by the corresponding xenon headlamp control unit.
Starting at a vehicle speed of v > 100 km/h, the headlamp unit of the left front lamp unit is raised by actuating the left headlamp range adjustment motor. The maximum lift is reached at v = 120 km/h.
Model 221 as of 1.6.09:
The left light distribution actuator motor (E1m3) or right light distribution actuator motor (E2m3) is actuated in addition under the following conditions:
- v > 110 km/h for a distance of more than s = 1 km or
- v > 130 km/h
This releases a portion of the covered light cone from the xenon bulb increasing the range of the low beams.
On model 216 without code (610) Night View Assist, the xenon headlamp control unit on the left headlight unit sends the "Switch on high beams" request to the front end CAN. The central gateway control unit forwards this via the interior CAN to the front SAM control unit. The front SAM control unit then actuates the left high beam/motorway spotlight (E1e1) (on model 216) and right high beam/motorway spotlight (E2e1 (on model 216) in each case dimmed (switch-on within t = 1 s, switch off within t = 4 s).
The xenon headlamp control unit on the left headlight unit actuates the left high beam solenoid/motorway spotlight (E1I2) and the xenon headlamp control unit on the right headlight unit actuates the right high beam solenoid/motorway spotlight (E2I2). This partly covers up the light cone of the high beam/motorway spotlight, in order to prevent other road users from being dazzled. If the vehicle speed drops down to below v = 80 km/h, the "motorway lights" function is disabled.
For vehicles with code (610) Night View Assist, the high beams/motorway spotlights are replaced by the left infrared lamp (E1e11) and the right infrared lamp (E2e11).
Additional function requirements, extended fog light function
^ Function activated via the instrument cluster
^ Rear fog lights actuation active
Function sequence for extended fog light function (shown on left-hand drive vehicle)
The extended fog light function decreases reflected glare from the low beams in heavy fog.
For this purpose, the headlamp unit on the lamp unit on the front lamp unit on the inside of the road is pivoted outward at vehicle speeds below v = 70 km/h.
The extended fog light function is enabled manually via the operation level in the instrument cluster. The instrument cluster provides the corresponding status on the central CAN.
The status of the rotary light switch (S1) is read in by the upper control panel control unit (N72/1) via the instrument panel LIN (LIN 1) and made available on the interior CAN (CAN B). Information about wheel speed and wheel rotation direction as an indication of the vehicle speed is provided on the chassis CAN by the ESP control unit or regenerative braking system control unit.
The central gateway control unit relays all relevant information to the xenon light control units via the front end CAN.
On model 216, the xenon headlamp control unit on the left front lamp unit actuates the left dynamic curve illumination motor and the left headlamp range adjustment motor accordingly.
The headlamp unit is swiveled outward through Alpha = 8° and then lowered. This in turn serves to reduce internal dazzling and the side illumination of the travel lane is improved.
On model 221 as of 1.6.09, the xenon headlamp control unit on the left front lamp unit actuates the left light distribution actuator motor and the left dynamic curve illumination motor. The headlamp unit of the left front lamp unit is swiveled outwards by Alpha = 8° and the part of the light-dark boundary that slopes to the right is covered. This in turn serves to reduce internal dazzling and the side illumination of the travel lane is improved.
If the "extended fog light function" is active the "dynamic curve illumination" function is switched off. If during active "extended fog lights" the high beams function is requested, the position of the headlamp unit is retained.
Additional function prerequisite for adaptive high beams
^ Function activated via the instrument cluster
^ The high-beam function is requested over the combination switch
Function sequence for adaptive high beams
The adaptive high beam function is an assist function for adaptation of the headlamp range of the xenon lamps to the distance of the next road user in front or oncoming road user. This function is also called "optical headlamp range adjustment". When no other road users are detected, the adaptive high-beam function automatically activates the high beams.
The following function states are differentiated:
- Optical headlamp range adjustment
- Automatic high beams
The adaptive high beam function can be enabled manually with the instrument cluster control level. The instrument cluster provides the corresponding status on the central CAN.
The following information on the vehicle motion is used to implement the adaptive high-beam function:
- Steering wheel angle and steering wheel velocity
- Vehicle speed
- Yaw response of the vehicle
The steering column tube module sends the data from the steering wheel sensor and the ESP control unit or the regenerative braking system control unit sends the information on the wheel speed and wheel direction of rotation as an indicator of the vehicle speed an vehicle yaw behavior via the chassis CAN to the multifunction camera (A40/11). If necessary, the vehicle speed calculated by the instrument cluster is used as a substitute value.
The traffic and ambient situation in front of the vehicle is determined by the multifunction camera and evaluated accordingly.
Actuation of the actuators installed in the lamp units ensures optimum illumination of the roadway without any dazzle for other road users.
The multifunction camera differentiates on the basis of brightness, shape, structure, where applicable, color and motion of the objects captured whether there are road users ahead or oncoming road users, street lights, signs or other infrastructure elements.
The image recognition module integrated into the multifunction camera estimates the distance to other road users, evaluates the exterior brightness of the vehicle surroundings and evaluates extreme weather effects (thick fog, heavy snow fall) as well driving through tunnels.
In the speed range of v = 40 to 60 km/h, the light cone of the xenon lights is released partially by actuation of the light distribution actuator motors to ensure optimum illumination of the roadway.
The light cone is released completely only above a vehicle speed of v = 60 km/h.
When the vehicle speed drops below v = 50 km/h, the light cone from the xenon lamps is partially masked.
The multifunction camera sends the corresponding request to the chassis CAN.
The central gateway control unit relays this via the front end CAN to the xenon headlamp control units.
The xenon headlamp control units actuate the light distribution actuator motors causing the masks partially covering the xenon lamp light cones to be moved back.
The active adaptive high-beam function is indicated by illumination of a symbol in the multifunction display (A1p13) in the instrument cluster.
For this purpose, the multifunction camera places the "adaptive high-beam active" status on the chassis CAN. The central gateway control unit relays this via the central CAN to the instrument cluster.
