Patent Publication Number: US-2015073654-A1

Title: Method for determining a roadway irregularity in a roadway section illuminated by at least one headlight of a vehicle and method for controlling a light emission of at least one headlight of a vehicle

Description:
FIELD OF THE INVENTION 
     The present invention relates to a method for determining a roadway irregularity in a roadway section illuminated by at least one headlight of a vehicle, to a method for controlling a light emission of at least one headlight of a vehicle, and to a device which is designed to carry out the steps of such a method, and to a computer program product having program code for carrying out such a method. 
     BACKGROUND INFORMATION 
     Known methods for light range control set vehicle headlights in response to a pitching movement of the vehicle. The pitching movement may result from a loading condition of the vehicle and/or vehicle-dynamics reactions of the vehicle. The pitching movement, which also occurs during acceleration procedures, may also be induced by an uneven road. 
     German Published Patent Appln. No. 20 32 588 discloses a device for automatically setting vehicle headlights having a linkage for tilting the front headlights about a horizontal axis. 
     SUMMARY 
     Against this background, the present invention provides a method for determining a vehicle irregularity in a roadway section illuminated by at least one headlight of a vehicle, a method for controlling a light emission of at least one headlight of a vehicle, a corresponding device, and a corresponding computer program product. 
     The present invention is based on the finding that a roadway irregularity may be determined on the basis of the light distribution of the vehicle headlights. The roadway irregularity may be detected anticipatorily in particular. Based on the detected roadway irregularity, for example, a light emission of vehicle headlights may be adapted. The adaptation may take place in such a way that a light range of the vehicle headlights does not change or only changes insignificantly when the vehicle moves over the roadway irregularity. 
     One advantage of the present invention is that due to an anticipatory detection of a roadway irregularity ahead of a vehicle, a timely adaptation of relevant vehicle systems to the roadway irregularity may be carried out. In addition, the determination of the roadway irregularity may be carried out at least partially with the aid of devices which are routinely provided in a vehicle, for example, a vehicle camera and headlights. Thus, for example, the roadway irregularity may be taken into consideration in the activation of light systems of the vehicle, to avoid or substantially reduce dazzling of other road users. As a result of the knowledge with respect to an upcoming roadway irregularity and, for example, possible precautionary compensation measures thus made possible, traffic safety may be increased. For example, uniformly reliable safe illumination of the road may be made possible even though the vehicle moves over a roadway irregularity. 
     The present invention provides a method for determining a roadway irregularity in a roadway section illuminated by at least one headlight of a vehicle, the method having the following steps: 
     recognizing an instantaneous light distribution of the at least one headlight of the vehicle, which is produced in the roadway section; and
 
determining the roadway irregularity based on the instantaneous light distribution and a light distribution which is characteristic for the at least one headlight.
 
     The vehicle may be a motor vehicle, in particular a road-based motor vehicle, for example, a passenger automobile or a truck. The vehicle may be in movement while the steps of the method are executed. The at least one headlight may be a front headlight of the vehicle, for example. The at least one headlight illuminates a section of the roadway adjacent to the vehicle, for example, in the travel direction ahead of the vehicle. The at least one headlight produces a light distribution on the roadway. The light distribution relates to a distribution of the headlight light on the roadway, in particular a distribution of a light quantity, a distribution of a degree of reflection of the roadway, and the like. The light distribution may be recorded, for example, with the aid of a camera or image processing unit, which is oriented in the forward travel direction of the vehicle, and subsequently recognized using a suitable recognition method. The light distribution may therefore be provided in the form of image data or analyzed image information. The characteristic light distribution may be a typical, predefined, standardized or calibrated light distribution. The characteristic light distribution may be used as a reference light distribution to determine the roadway irregularity. The characteristic light distribution may be predetermined and may be read out of a memory during the execution of the method. The characteristic light distribution may be determined in a situation, for example, in which the vehicle is located on a roadway having a level surface. Upon the presence of a roadway irregularity in the roadway section illuminated by the at least one headlight, the characteristic light distribution may deviate from the instantaneous light distribution. The instantaneous light distribution may be a variant of the characteristic light distribution which is changed by the roadway irregularity. The roadway irregularity may be caused, for example, by a bump, a pothole, ruts, or the like. The instantaneous light distribution may deviate from the characteristic light distribution in the area of the roadway irregularity. 
     According to one specific embodiment, in the step of determining, a step of combining the recognized, instantaneous light distribution and the characteristic light distribution may be carried out to produce a combined light distribution. The roadway irregularity may be determined based on the combined light distribution. In the step of combining, the light distributions may be combined while forming a difference, superposition, or the like. In the step of combining, methods of arithmetic and/or image processing may be applied. The combined light distribution may represent, for example, a possible deviation of the instantaneous light distribution from the characteristic light distribution. Such a combination offers the advantage that the presence of a roadway irregularity may be determined clearly and reliably from the combined light distribution. 
     A step of checking whether the combined light distribution meets a roadway irregularity condition may also be provided. In the step of determining, the roadway irregularity may be determined if the combined light distribution meets the roadway irregularity condition. The roadway irregularity condition may be designed, for example, to make the largest possible number of variants of roadway irregularities identifiable. Such a check offers the advantage that a variety of possible roadway irregularities may be identified reliably, efficiently, and with little effort on the basis of the roadway irregularity condition. 
     In this case, the roadway irregularity condition may have at least one light distribution pattern, which represents a presence and/or a property of a roadway irregularity. The light distribution pattern may correspond to a pattern of a light distribution as may be recognized upon the presence of a roadway irregularity. The light distribution pattern may have, for example, a so-called shading pattern, a pattern of a light quantity distribution, or the like. Therefore, in the step of checking, based on the roadway irregularity condition in the form of the at least one light distribution pattern, a pattern comparison, a pattern recognition, or the like may be carried out. If the at least one light distribution pattern is identified in the combined light distribution, this indicates the presence of a roadway irregularity. In addition, the light distribution pattern may allow conclusions to be drawn about a shape, a size, an angle of inclination, and/or another property of the roadway irregularity. For example, it may be recognized on the basis of such a roadway irregularity condition whether the roadway irregularity represents a crest or a trough in the roadway. Such a roadway irregularity condition offers the advantage that the precision of the determination of a roadway irregularity may be increased. 
     Furthermore, the present invention provides a method for controlling a light emission of at least one headlight of a vehicle, the method having the following steps: 
     determining a roadway irregularity according to the method; and
 
ascertaining an item of control information for controlling the light emission of the at least one headlight of the vehicle based on the roadway irregularity.
 
     The light emission of the at least one headlight may be variable in steps or continuously in this case. The light emission of the headlight may be changed with respect to the emission characteristic of the headlight. The emission characteristic may represent a brightness, a light angle, and/or the like. The control information may have the effect that the light emission or emission characteristic of the at least one headlight is changed in such a way that a light range of the at least one headlight may be maintained. The control information may be output via an interface to the at least one headlight and/or a control unit for activating the at least one headlight. 
     According to one specific embodiment, the step of ascertaining may be executed before the vehicle reaches the determined roadway irregularity. Such a specific embodiment offers the advantage that on the basis of the anticipatorily ascertained control information, a precautionary adaptation of the light emission may be carried out. A control of the light emission may thus be adapted to reaching the roadway irregularity and carried out in a timely manner. Dazzling of other road users may thus be reduced further and visibility of the course of the road when traveling over roadway irregularities may be improved. 
     A step of generating a pitching movement value for the at least one headlight based on the determined roadway irregularity may also be provided. In the step of ascertaining, the control information may be designed to control the light emission of the at least one headlight while using the generated pitching movement value. When the vehicle moves over the roadway irregularity, a pitching movement of the vehicle, and therefore also of the at least one headlight, may result. In the step of generating the pitching movement value, a direction and an absolute value of a pitching movement or an absolute value of a pitching angle may be estimated and therefore quantified. The control information may therefore be designed, to activate the at least one headlight upon use, so that such a pitching movement of the at least one headlight may be compensated for or equalized or corrected. 
     In addition, in the step of ascertaining, the control information may additionally be ascertained based on surroundings data and/or travel data of the vehicle. The surroundings data may have, for example, a topology or topography of the road, which may be received by a navigation device or the like, for example. The surroundings data may therefore indicate, for example, curves, uphill grades or down-grades, and the like. The travel data may have vehicle dynamics information, for example, speed information, acceleration information, road holding information, etc., position information, and/or loading information with respect to the vehicle. A pitching movement of the vehicle, which is to be taken into consideration during the control of the light emission, is also dependent on such vehicle dynamics information. Such a consideration of surroundings data and/or travel data offers the advantage that the precision of the determination of roadway irregularities may be further increased. The utilization of surroundings data and/or travel data may additionally allow a plausibility check of the determined roadway irregularities and therefore increase the reliability of a correct recognition of the roadway irregularities. 
     Furthermore, the present invention provides a device which is designed to carry out or implement the steps of one of the above-mentioned methods. In particular, the device may have units which are each designed to execute one step of one of the above-mentioned methods. The object on which the present invention is based may also be achieved rapidly and efficiently by these embodiment variants of the present invention in the form of a device. 
     A device may be understood in the present case as an electrical device or control unit, which processes sensor signals and outputs control signals as a function thereof. The device may have an interface, which may be designed in hardware and/or software. In the case of a hardware-based design, the interfaces may be part of a so-called system ASIC, for example, which contains greatly varying functions of the device. However, it is also possible that the interfaces are independent, integrated circuits or at least partially consist of discrete components. In the case of a software-based design, the interfaces may be software modules, which are provided on a microcontroller in addition to other software modules, for example. 
     A computer program product having program code is also advantageous, which is stored on a machine-readable medium such as a semiconductor memory, a hard drive memory, or an optical memory and is used to carry out a method according to one of the above-described specific embodiments when the program is executed on a device. 
    
    
     
       BACKGROUND INFORMATION 
         FIGS. 1A through 4B  show views of various light cones of a vehicle. 
         FIG. 5  shows a schematic view of a vehicle having a control device according to one exemplary embodiment of the present invention. 
         FIG. 6  shows a flow chart of a method according to one exemplary embodiment of the present invention. 
         FIG. 7  shows a flow chart of a method according to one exemplary embodiment of the present invention. 
         FIGS. 8A and 8B  show views of various light distributions of a vehicle. 
         FIG. 9  shows a view of a two-dimensional image having a three-dimensional effect. 
     
    
    
     DETAILED DESCRIPTION 
     In the following description of preferred exemplary embodiments of the present invention, identical or similar reference numerals are used for the elements which are shown in the various figures and act similarly, a repeated description of these elements being omitted. 
       FIG. 1A  shows a view of a light cone of a vehicle in the case of a uniformly loaded or unloaded condition. A vehicle  100 , a headlight  170 , a light cone  180 , and a light range  185  are shown. Headlight  170  is one of typically two front headlights of vehicle  100 . Headlight  170  of vehicle  100  produces light cone  180 . Light cone  180  has light range  185  of approximately 65 m. 
       FIG. 1B  shows a view of a light cone of a vehicle in the case of a loaded or unevenly loaded condition. The view in  FIG. 1B  corresponds to the view from  FIG. 1A  with the exception that a rear axle of vehicle  100  is more strongly loaded than a front axle of vehicle  100 . Vehicle  100  therefore has an angle of inclination or pitch angle in relation to the roadway. Light cone  180  is thus raised further in relation to the roadway than in the view from  FIG. 1A  and therefore has a greater light range. 
       FIG. 1C  shows a view of a light cone of a vehicle in the case of an unevenly loaded condition while using a static light range control. The view in  FIG. 1C  corresponds to the view from  FIG. 1B  with the exception that in addition an adapted light cone  190  and an adapted light range  195  are shown. Adapted light cone  190  has adapted light range  195 . Adapted light cone  190  having adapted light range  195  results under application of the static light range control. The classic, static light range control (LRC) adapts a light emission of headlight  170  of vehicle  100  automatically to a loading condition of vehicle  100 . A light emission of headlight  170  is changed in such a way that light cone  180  is lowered, so that adapted light cone  190  results. Adapted light range  195  may correspond to the light range from  FIG. 1A , i.e., it may be approximately 65 m. A load compensation is carried out by the static light range control with respect to the light emission of headlight  170 . 
       FIG. 2A  shows a view of a light cone of the vehicle. The view in  FIG. 2A  corresponds to the view from  FIG. 1A .  FIG. 2A  shows in this case vehicle  100  on a level roadway or in an unloaded condition. 
       FIG. 2B  shows a view of a light cone of a vehicle on an uneven roadway. The roadway has irregularities in this case. The view in  FIG. 2B  corresponds to the view from  FIG. 2A  with the exception that vehicle  100  has an angle of inclination or pitch angle in relation to the roadway as a result of the uneven roadway. A front axle of vehicle  100  is located at a higher level with respect to an average roadway level in this case than a rear axle of vehicle  100 . Light cone  180  is therefore raised further with respect to the roadway than in the view from  FIG. 2A . 
       FIG. 2C  shows a view of a light cone of a vehicle on an uneven roadway while applying a dynamic light range control. The view in  FIG. 2C  corresponds to the view from  FIG. 2B  with the exception that in addition an adapted light cone  190  and an adapted light range  195  are shown. Adapted light cone  190  has adapted light range  195 . Adapted light cone  190  having adapted light range  195  results under application of the dynamic light range control. A light emission of headlight  170  is changed in such a way that light cone  180  is lowered, so that adapted light cone  190  results. Adapted light range  195  may correspond to the light range from  FIG. 2A , i.e., it may be approximately 65 m. In the case of dynamic light range control, headlight  170  is dynamically adapted to the conditions of the road and the vehicle dynamics. Light cone  180  is thus lowered during acceleration procedures, adapted light cone  190  resulting, so as not to dazzle other road users. In contrast, headlight  170  is raised during braking, to compensate for the reduced range, induced by the pitching movement. The pitching movements, which also occur during acceleration procedures, may also be induced by an uneven road or roadway. 
       FIG. 3A  shows a view of a light cone of a vehicle. The view in  FIG. 3A  corresponds to the view from  FIG. 1A  or  2 A.  FIG. 3A  shows in this case vehicle  100  on an even roadway or in an unloaded condition. 
       FIG. 3B  shows a view of a light cone of a vehicle before an uphill grade in the course of the road. The uphill grade in the course of the road causes the roadway to rise ahead of vehicle  100 . Light cone  180  is incident on the rising roadway. Therefore, light range  185  is shortened in relation to the light range from  FIG. 3A , i.e., it is less than 65 m. The light emission of headlight  170  is not adapted to a topography of the road in this case. 
       FIG. 3C  shows a view of a light cone of a vehicle before an uphill grade in the course of the road having a compensation of the road topography by dynamic light range control. The view in  FIG. 3C  corresponds to the view from  FIG. 2B  with the exception that in addition an adapted light cone  190  and an adapted light range  195  are shown. Adapted light cone  190  has adapted light range  195 . Adapted light cone  190  having adapted light range  195  results under application of the dynamic light range control to compensate for the road topography. A light emission of headlight  170  is changed in such a way that light cone  180  is raised, so that adapted light cone  190  results. Adapted light range  195  may correspond to the light range from  FIG. 2A , i.e., it may be approximately 65 m. The light emission of headlight  170  is therefore adapted to the topography of the roadway. 
       FIG. 4A  shows a view of a light cone of a vehicle on a level roadway. The view in  FIG. 4A  corresponds to the view from  FIG. 1A ,  FIG. 2A , or  FIG. 3A  with the exception that in addition another vehicle  400  is shown. The other vehicle  400  is an oncoming vehicle toward vehicle  100 . The other vehicle  400  therefore has a travel direction which is opposite to a travel direction of vehicle  100 . Light cone  180  of vehicle  100  captures a roadway-proximal section of the other vehicle  400 . 
       FIG. 4B  shows a view of a light cone of a vehicle upon the presence of a roadway irregularity. The view in  FIG. 4B  corresponds to the view from  FIG. 4A , with the exception that a front axle of vehicle  100  is located in the area of a roadway irregularity, the front axle of vehicle  100  being raised in relation to a rear axle of vehicle  100 . The roadway irregularity is a bump or a projection in the roadway in this case. Light cone  180  is therefore raised further in relation to the roadway than in the view from  FIG. 4A . Light cone  180  of vehicle  100  captures the other vehicle  400  in its entire height in this case, for example. Therefore, dazzling of a driver of the other vehicle  400  occurs due to flashing of the headlights, caused by the bump or roadway irregularity. 
     The above-mentioned concepts for light range control according to  FIGS. 1A through 4B  are not anticipatory, whereby flashing of headlight  170  of vehicle  100  and therefore dazzling always occurs from the viewpoint of the other vehicle  400 , i.e., the oncoming traffic, when vehicle  100  travels over a roadway irregularity or a bump. Such small, rapid changes of the pitch angle of vehicle  100  may only be regulated by the static and/or dynamic light range control in the event of a detected position change of vehicle  100 . 
       FIG. 5  shows a schematic view of a vehicle  500  having a control device according to one exemplary embodiment of the present invention. Vehicle  500  has a vehicle camera  510 , a control device  520  having a recognition unit  530 , a determination unit  540 , and an ascertainment unit  550 , an activation device  560 , and two headlights  570 . Vehicle camera  510  is connected to control device  520  and activation device  560  is connected to control device  520 , for example, in each case via at least one signal line. Control device  520  is therefore connected between vehicle camera  510  and control device  560 . Headlights  570  are connected to activation device  560  via at least one signal line, for example. Activation device  560  is therefore connected between control device  520  and headlights  570 . Although it is not thus shown in  FIG. 5 , activation device  560  may also be a part of control device  520  or control device  520  may also be a part of activation device  560 . 
     Vehicle camera  510  may have image processing electronics. Vehicle camera  510  is designed to record at least one image of a light distribution produced by headlights  570  on a roadway section which is illuminated by headlights  570  and output this image in the form of image information, image data, or an image signal to control device  520 . 
     Control device  520  has recognition unit  530 , determination unit  540 , and ascertainment unit  550 . Control device  520  is designed to carry out a determination of a roadway irregularity in a roadway section, which is illuminated by at least one headlight  570  of vehicle  500 , to carry out a control of a light emission of headlights  570  of vehicle  500 . Recognition unit  530 , determination unit  540 , and ascertainment unit  550  of control device  520  are connected to one another. 
     Recognition unit  530  is designed to receive the image information, the image data, or the image signal from vehicle camera  510 . Recognition unit  530  is designed to recognize, based on the data received from vehicle camera  510 , the instantaneous light distribution of headlights  570  of vehicle  500  produced in the roadway section. In particular, recognition unit  530  may recognize the instantaneous light distribution from the image information, the image data, or the image signal from vehicle camera  510 . For this purpose, recognition unit  530  may use suitable methods for image processing, image analysis, pattern recognition, object recognition, and/or the like. Recognition unit  530  may output the instantaneous light distribution to determination unit  540 . 
     Determination unit  540  is designed to receive the instantaneous light distribution from recognition unit  530 . Determination unit  540  is designed to determine the roadway irregularity based on the instantaneous light distribution and a light distribution characteristic for headlights  570 . The light distribution characteristic for headlights  570  may represent a predefined light distribution for an instantaneous setting of the light emission of headlights  570 . The characteristic light distribution may be read out from a storage unit, for example, a reference table, in which multiple characteristic light distributions for different instantaneous settings of the light emission may also be stored. The storage unit may be a part of one of the units of control device  520  or may also be situated outside control device  520 . Determination unit  540  may carry out a suitable combination of the light distributions to determine the roadway irregularity. Determination unit  540  is designed to output an item of information about the roadway irregularity to ascertainment unit  550 . 
     Ascertainment unit  550  is designed to receive the information about the roadway irregularity from determination unit  540 . Ascertainment unit  550  is designed to ascertain an item of control information for controlling the light emission of headlight  570  of vehicle  500  in consideration of the roadway irregularity. 
     Control device  520  is designed to output the control information, for example, in the form of a control information signal, to activation device  560 . 
     Activation device  560  is designed to receive the control information from control device  520 . Activation device  560  is also designed to generate a control signal to activate headlights  570 . The activation device may consider or use the control information for controlling the light emission of headlights  570  during the generation of the control signal. The control signal may therefore contain the control information. Activation device  560  is designed to output the control signal to headlights  570 . 
     Headlights  570  may receive the control signal from activation device  560 . The control information in the control signal may cause the light emission to be adapted to the roadway irregularity. In particular, an effect of the roadway irregularity on a pitch angle of vehicle  500  or headlights  570  may be compensated for. 
       FIG. 6  shows a flow chart of a method  600  for determining a roadway irregularity in a roadway section illuminated by at least one headlight of a vehicle, according to one exemplary embodiment of the present invention. The vehicle may be the vehicle from  FIG. 5 . Method  600  has a step of recognition  610  of an instantaneous light distribution, which is produced in the roadway section, of the at least one headlight of the vehicle. Method  600  also has a step of determining  620  the roadway irregularity based on the instantaneous light distribution and a light distribution characteristic for the at least one headlight. Method  600  may advantageously be executed in conjunction with a device, for example, the control device from  FIG. 5 . 
       FIG. 7  shows a flow chart of a method  700  for controlling a light emission of at least one headlight of a vehicle, according to one exemplary embodiment of the present invention. The vehicle may be the vehicle from  FIG. 5 . Method  700  has a step of determining  710  a roadway irregularity. Step of determining  710  has the steps of the method from  FIG. 6 . Method  700  also has a step of ascertaining  720  an item of control information for controlling the light emission of the at least one headlight of the vehicle based on the roadway irregularity. Method  700  may advantageously be executed in conjunction with a device, for example, the control device from  FIG. 5 . 
     Therefore, the control device from  FIG. 5  may be designed to carry out the steps of method  600  from  FIG. 6  and/or the steps of method  700  from  FIG. 7 . 
       FIG. 8A  shows a view of a light distribution of a vehicle on a level roadway or in a uniformly loaded condition. A vehicle  500 , a headlight  570 , and a light distribution  880  are shown. Light distribution  880  may be a light distribution characteristic for headlight  570 . The view in  FIG. 8A  is similar to the views from  FIG. 1A ,  2 A,  3 A, or  4 A, with the exception that in  FIG. 8A , a light cone produced by headlight  570 , which is not explicitly provided with a reference numeral, is divided by lines into multiple sectors, and light distribution  880  associated with the light cone is shown. Light distribution  880  represents a profile of a reflected light quantity along a light range in the light cone of headlight  570 . On a vehicle-proximal end of the light range or the light cone, light distribution  880  displays a greater light quantity than on a vehicle-remote end of the light range or the light cone. Light distribution  880  has a light quantity which decreases continuously from the vehicle-proximal end of the light range or the light cone to the vehicle-remote end of the light range or the light cone. According to this exemplary embodiment, a light distribution characteristic for the headlight  570  is reflected from the roadway. 
     If the area illuminated by headlight  570  is captured, for example, by camera  510  shown in  FIG. 5 , the characteristic light distribution is thus imaged on an image produced by the camera. The sectors shown in  FIG. 8A  may each be associated with one image area of the image, which is in turn associated with a specific light intensity value corresponding to the characteristic light distribution. An item of information about an arrangement of image areas corresponding to the characteristic light distribution and associated light intensity values may be stored as a reference. If an image captured by the camera of the instantaneous light distribution shown in  FIG. 8A  is compared to the information about the characteristic light distribution, no deviation or a deviation lying within a tolerance range between the instantaneous light distribution and the characteristic light distribution is ascertained. This indicates that the area of the roadway illuminated by headlight  570  is level. 
       FIG. 8B  shows a view of a light distribution of a vehicle upon the presence of a roadway irregularity. A vehicle  500 , a headlight  570 , a light distribution  882 , a deviation section  884 , a bright area  886 , and a dark area  888  are shown. The view in  FIG. 8B  is otherwise similar to the view from  FIG. 8A , with the exception that in  FIG. 8B  a roadway irregularity, for example, in the form of a bump, is present in the roadway. The light cone produced by headlight  570  illuminates the roadway irregularity. Light distribution  882  results therefrom, which is changed in relation to the light distribution in  FIG. 8A  as a result of the roadway irregularity. Light distribution  882  is an instantaneous light distribution produced by headlight  570 . Light distribution  882  deviates in deviation section  884  from the light distribution from  FIG. 8A . Deviation section  884  is associated with the roadway irregularity. A light quantity deviating from a light distribution characteristic for headlight  570  is therefore reflected from the area of the roadway irregularity. For example, a bump is shown as the roadway irregularity in  FIG. 8B . Bright area  886  corresponds to a flank of the bump facing toward vehicle  500 . As a result of the inclination of the roadway in the area of the flank of the bump facing toward vehicle  500 , the reflected light quantity in light distribution  882  is increased in bright area  886  in relation to adjoining areas in light distribution  882 . Dark area  888  corresponds to a flank of the bump facing away from vehicle  500 . As a result of the inclination of the roadway in the area of the flank of the bump facing away from vehicle  500 , in dark area  888 , the reflected light quantity in light distribution  882  is reduced in relation to adjoining areas in light distribution  882 . 
     If an image captured by a camera of the instantaneous light distribution shown in  FIG. 8B  is compared to the information about the characteristic light distribution, no deviation or a deviation lying outside a tolerance range is ascertained between the instantaneous light distribution and the characteristic light distribution. This indicates that the area of the roadway illuminated by headlight  570  is uneven. 
     With reference to  FIGS. 5 through 8B , a detection of a bump by “structure from shading” according to one exemplary embodiment of the present invention is explained hereafter. The detection may be made possible in this case by a system having control device  520  and optionally having vehicle camera  510  and headlights  570 , the system detecting bumps with the aid of vehicle camera  510  and anticipatorily adapting the light distribution, for example, lowering it, to avoid dazzling oncoming vehicles  400  as a result of flashing of headlights  570 , for example. The system knows the light distribution, for example, of low-beams, of headlight  570 , i.e., it knows how much light is emitted in which direction. Under the assumption that the degree of reflection or the color is equal everywhere, it may be calculated how much light must arrive from which point in vehicle camera  510 . If the light quantity deviates from the expected light quantity, there is possibly a bump, to which the system may react by an adaptation of the light emission of headlights  570 . A differentiation may also be made between bump crests and bump troughs by analyzing various areas of the bump. For example, if a sequence of bright area  886  and dark area  888  is as shown in  FIG. 8B , a bump crest is present. Correspondingly, the light emission of headlight  570  may either be raised or lowered before the bump depending on the present setting. 
     The system could be expanded by the recognition of the road topology, to also take into consideration a rise of the road. Such an item of information may also come from a navigation device, for example. The system is not restricted to the adaptation of a height of the light cone of the low-beams, for example, but rather the control information, for example, bump information, may also be relayed to other light functions. Algorithms, which operate based on a vertical object position, for example, AHC (adaptive high-beam control; sliding light range), OIC (object illumination control; marking light), and CHC (continuous high-beam control; dazzle-free high-beams) may thus adapt parameters. AHC and CHC could omit an increase of the light range or range until after the bump, optionally with a change of the de-bouncing strategy or waiting time or de-bouncing distance. OIC may already assume the correct, adapted position directly before the bump. The original parameters could be reset after passing the bump. The bump detection may predominantly be used in ALC (adaptive low-beam control) to adapt the low-beam light or the entire headlight module. A use in conjunction with OIC is also conceivable, in which objects are to be illuminated accurately. Furthermore, the bump detection may be used in conjunction with AHC and CHC, to adapt the illumination strategy, for example, to wait for an increase of the emission angle and/or the range until after the bump. 
       FIG. 9  shows a view of a two-dimensional image having a three-dimensional effect. The view in  FIG. 9  is used to explain how a shading from a two-dimensional image may be interpreted as a volume shape. A spatial effect results due to the shading, for example, in the mind of an observer. This principle is also called “structure from shading,” the appearance of the volume of an object being inferred on the basis of the shading thereof. The view in  FIG. 9  therefore illustrates a procedure with respect to  FIGS. 8A and 8B  based on the method from  FIG. 6  or the control device from  FIG. 5 . 
     Exemplary embodiments of the present invention therefore allow a anticipatory dynamic light range control with utilization of bump detection and optionally additionally a parameterization of AHC, CHC, OIC, etc. The utilization of “structure from shading” for detecting bumps is significant, to accordingly adapt headlights anticipatorily. In other words, an analysis of the shading pattern is carried out for bump recognition and optionally a precautionary adaptation of the light angle is carried out. 
     The exemplary embodiments described and shown in the figures are only selected as examples. Different exemplary embodiments may be combined with one another completely or with respect to individual features. One exemplary embodiment may also be supplemented by features of another exemplary embodiment. Furthermore, method steps according to the present invention may be executed repeatedly and also in a sequence different than that described.