Patent Publication Number: US-11027790-B2

Title: Adaptive lighting system

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application is a continuation-in part of application Ser. No. 16/429,410 filed Jun. 3, 2019 which is a non-provisional application of provisional application 62/680,722, filed Jun. 5, 2018, the disclosure of which is incorporated by reference herein. 
    
    
     FIELD 
     The present disclosure relates to an adaptive lighting system for a vehicle, more particularly, to an adaptive lighting system that compensates for vehicle conditions. 
     BACKGROUND 
     This section provides background information related to the present disclosure which is not necessarily prior art. 
     A driver of a vehicle should have awareness of the surrounding environment to maximize safety. Vehicles require headlights for improving visibility at night. Further, various other types of electronics such as radar may also be used in a vehicle to improve and sense various conditions. 
     Certain vehicles such as motorcycles have a frame that moves relative to the road. That is, a motorcycle operator leans the frame of the vehicle during a turn. Because headlights and sensors are mounted to the vehicle or frame, the direction of the lights and sensors is also oriented in a sub-optimum position during leaning. For example, a headlight may illuminate the actual road directly in front of the vehicle rather than providing a beam down the road. Radar sensors or other types of sensors may also be misdirected. 
     Illuminating the road in front of the vehicle as well as down the road of the vehicle is important for the driver being aware of the curvature of the road ahead and objects in the road, as well as other drivers being aware of the vehicle. Further vehicles such as motorcycles have a limited amount of current for driving electrical components. Efficient use of vehicle electrical resources is also important. 
     SUMMARY 
     This section provides a general summary of the disclosures, and is not a comprehensive disclosure of its full scope or all of its features. 
     The present disclosure provides a system and method for directing headlights of a vehicle such as but not limited to a motorcycle. The present disclosure provides a method for adapting low beams, high beams or both according to the vehicle angle to provide better visibility of the vehicle to oncoming drivers and to provide better visibility to the driver. 
     In one aspect of the disclosure, a lighting system for a vehicle at least one primary low beam element at least a first adaptive element, a second adaptive element and a third adaptive element and a lean angle sensor generating a lean angle signal. A controller controls the plurality of adaptive elements so that the first element, the second element and third element are extinguished at less than a first lean angle, between the first and a second lean angle greater than the first lean angle illuminating the first adaptive element, between the second and a third lean angle greater than the second lean angle illuminating the first and second adaptive elements, between the third lean angle and a fourth lean angle greater than the third lean angle illuminating the second adaptive element and the third adaptive element and extinguishing the first adaptive element in response to the lean angle signal. In a second aspect of the disclosure, a lighting system for a vehicle having a vehicle structure comprises a primary high beam element, a primary low beam element, a plurality of adaptive elements and a lean angle sensor coupled to the vehicle structure generating a lean angle signal. A controller coupled to the lean angle sensor, in a low beam mode illuminates the primary low beam element and selectively controls the adaptive elements to illuminate from a horizon to a first predetermined angle below the horizon, and, in a high beam mode illuminating the primary high beam element and controlling the plurality of adaptive elements to illuminate above and below the horizon in response to the lean angle signal. 
     In a third aspect of the disclosure, a lighting system for a vehicle having a vehicle structure has a primary high beam element, a primary low beam element, a plurality of adaptive elements and a lean angle sensor coupled to the vehicle structure generating a lean angle signal. A controller coupled to the lean angle sensor, in a low beam mode illuminates the primary low beam element and, based on a lean angle less than a predetermined lean angle, simultaneously illuminates a first adaptive element of the plurality of adaptive elements disposed on a first side of the primary low beam element and a second adaptive element of the plurality of adaptive elements disposed on a second side of the primary low beam element. 
     Further areas of applicability will become apparent from the description provided herein. The description and specific examples in this summary are intended for purposes of illustration only and are not intended to limit the scope of the present disclosure. 
    
    
     
       DRAWINGS 
       The drawings described herein are for illustrative purposes only of selected examples and not all possible implementations, and are not intended to limit the scope of the present disclosure. 
         FIG. 1A  is a top view of vehicle such as a motorcycle having a headlight and various sensor locations. 
         FIG. 1B  is a front wheel assembly of the vehicle of  FIG. 1A . 
         FIG. 1C  is a partial front view of the vehicle of  FIG. 1A . 
         FIG. 1D  is a side cutaway view of the partial front of the vehicle of  FIG. 1C . 
         FIG. 2  is a front elevational view of a headlight according to one example of the invention. 
         FIG. 3  is a diagrammatic view of the light output of a first example of primary elements. 
         FIG. 4  is a second example of light output of a second example of primary elements of a low beam. 
         FIG. 5  is a diagrammatic view of a headlamp in an angular position relating to a lean angle. 
         FIG. 6A  is the output of the light element of  FIG. 5  corresponding to a lean angle. 
         FIG. 6B  is the light output of the middle low beam element of  FIG. 5 . 
         FIGS. 7A and 7B  are two different examples of secondary elements of a low beam. 
         FIGS. 8A-8E  are light plots of the output of primary and secondary high beams of  FIG. 2 . 
         FIGS. 9A and 9B  are front and side views of a sensor housed within a light assembly. 
         FIGS. 10A-10C  are diagrammatic views illustrating different light patterns corresponding to different speeds of the vehicle. 
         FIG. 11  is a diagrammatic view of the control system according to the present disclosure. 
         FIG. 12  is a block diagrammatic view of the controller of  FIG. 11 . 
         FIG. 13  is a block diagrammatic view of one example of a light housing. 
         FIG. 14  is a schematic view of an actuator for controlling the focal point of a list assembly. 
         FIG. 15  is a flowchart of a method for controlling the high beams and low beams of a vehicle. 
         FIG. 16  is a flowchart of a method for adjusting the focal position of a headlight of a vehicle. 
         FIG. 17  is plot of adaptive light output versus lean angle showing an example of a lighting deadband. 
         FIG. 18A  is plot of calculated lean angle and yaw angle acceleration with an example of yaw angle acceleration dropping into a threshold zone causing calculated light lean angle to start stepping down until it is within the deadband. 
         FIG. 18B  is a plot of calculated lean angle and yaw angle acceleration with an example showing the yaw angle acceleration dropping into the threshold dead zone and causing calculated light lean angle to start stepping down with a stopping of the stepping down when the acceleration exceeds the maximum threshold. 
         FIG. 19  is a flowchart of a method for correcting the lean angle based upon the bank angle for the vehicle. 
         FIG. 20A  is a schematic view of a first example of a fault detection system according to the present disclosure. 
         FIG. 20B  is a schematic view of a first example of a fault detection system according to the present disclosure. 
         FIG. 20C  is a schematic view of a first example of a fault detection system according to the present disclosure. 
         FIG. 21A  is a simplified flowchart of a method for operating a fault detection system according to the present disclosure. 
         FIG. 21B  is a flowchart of a method for operating a fault detection system with separate control for both the high beam and low beam. 
         FIG. 21C  is a flowchart of a method for simulating an open circuit to simulate fault in an adaptive light. 
         FIG. 21D  is a flowchart of a method for operating a fault detection system having an increase in current for a low beam. 
         FIG. 21E  is a flowchart of a method for operating a fault detection system with threshold sensitive parameters. 
         FIG. 22  is a diagrammatic view illustrating turning on and turning off supplemental elements at different lean angles. 
         FIG. 23  is a flow chart of a method for performing the operation of supplemental elements illustrated in  FIG. 22 . 
         FIG. 24  is a diagrammatic view of a vehicle having different logic for high and low beams. 
         FIG. 25  is an alternate front view of the light assembly illustrated in  FIG. 24 . 
         FIG. 26  is an alternative configuration for a light assembly having supplemental low beam (adaptive) elements every 2°. 
         FIG. 27A  is a high beam configuration for the light assembly of  FIG. 26 . 
         FIG. 27B  is a low beam configuration for the light assembly of  FIG. 26 . 
         FIG. 28  is a flow chart of a method for operating the light assemblies illustrated in  FIGS. 26, 27A and 27B . 
         FIG. 29  is a flow chart of a method for zero degree adaptive lenses while driving straight and while leaning. 
         FIG. 30  is an illumination pattern of the 0 degree adaptive lenses while driving straight and while leaning. 
         FIG. 31  is a flow chart of a method for operating  FIG. 30 . 
         FIG. 32  is an alternate lighting assembly having a multi-element array. 
         FIG. 33  is a high beam pattern for the light assembly of  FIG. 32 . 
         FIG. 34  is a flow chart of a method for operating the light assemblies in illustrated in  FIGS. 32 and 33 . 
     
    
    
     Corresponding reference numerals indicate corresponding parts throughout the several views of the drawings. 
     DETAILED DESCRIPTION 
     Example embodiments will now be described more fully with reference to the accompanying drawings. Although the following description includes several examples of a motorcycle application, it is understood that the features herein may be applied to any appropriate vehicle, such as snowmobiles, all-terrain vehicles, utility vehicles, moped, scooters, etc. The examples disclosed below are not intended to be exhaustive or to limit the disclosure to the precise forms disclosed in the following detailed description, Rather, the examples are chosen and described so that others skilled in the art may utilize their teachings. 
     Referring now to  FIGS. 1A-1D , a vehicle  10  such as a motorcycle is set forth. The motorcycle includes various mounting configurations for vehicle sensors. In  FIG. 1A , a top view of the vehicle is illustrated. The vehicle sensors may be mounted in various locations of the vehicle. The sensors may be incorporated within different types of light housings. This allows designers to maintain an aesthetically pleasing appearance without sensor locations being obvious. The vehicle  10  includes a frame  12 , handlebars  14  and a pair of wheels  16 , one of which is illustrated in  FIG. 1B . The front wheel may be enclosed by a fender  18  on which a sensor  20  is mounted. As mentioned above, the sensor  20  may be incorporated within a light housing  41  or other decorative trim disposed on the fender  18 . The sensor  20  may be, but is not limited to, radar, lidar or other proximity sensors. 
     Sensors  22  may be coupled to the steering mechanism  14  of the vehicle. The sensors  22  may be directed in various directions including toward the side of the vehicle  10 . The frame, highway bars and lower fairings are suitable places to mount sensors  22 . 
     The vehicle  10  may also include a seat  24 . Seat  24  may include sensors  26  directed at lateral sides of the vehicle  10 . 
     The vehicle  10  may also include saddlebags  28 . The saddlebags  28  may have various sensors incorporated therein. The sensors  22  may include a front-facing sensors  30 , rear-facing sensors  32  or side-facing sensors  34 . 
     The vehicle  10  may also include a headlight assembly  40 . The headlight assembly  40  may be an adaptive headlight, as will be described in more detail below. In addition, the headlight assembly  40  may include a sensor  42  such as a visibility sensor. 
     Referring now specifically to  FIG. 1B , the vehicle  10  may include a fork  44  used for securing the front wheel  16  to the frame. A side-mounted sensor  46  may be used for sensing adjacent vehicles. One sensor  46  may be used on either side of the wheel  16  on each fork  44 . 
     Referring now to  FIG. 1C , a front view of the vehicle  10  is illustrated in further detail. In this example, the sensor  42  may be enclosed within the headlight  40  as illustrated in  FIG. 1A . However, various other locations for a sensor include a sensor  50 ,  52  positioned below the headlight  40 . Other sensors  54  may be located within the driving lights  56 . Sensors  60  may be located in the turn signals  58 . 
     Referring now specifically to  FIG. 1D , a portion of the vehicle  10  has been cut away. By positioning the sensors such as the sensor  42  between a light housing  62  and a lens  64  of the headlight assembly  40 , the controller  70  may be located in a remote location. That is, the controller  70  may be positioned in a more favorable environment in terms of heat and moisture. In the present example, the controller  70  is located within the instrument panel of the vehicle  10 . This allows the controller  70  which is microprocessor-based to operate in more favorable positions. The controller  70  may be located within a common housing  72  with a sensor  74 , which may be an inertial sensor sensing the attitude of the vehicle. The controller  70  may be incorporated as part of a vehicle control module (VCM) and may be programmed to perform various functions. 
     Referring now to  FIG. 2 , the headlight assembly  40  is illustrated in further detail. In this example, a primary portion  210  of low beam elements is set forth. The low beam elements  210 A,  210 B and  210 C form a primary portion or first portion  210  of the low beam. In this example, elements  210 A and  210 C are adaptive, meaning that they are controlled to be on or illuminated (emitting light) or off (non-light emitting) depending upon the lean angle of the vehicle, as will be further described below. The elements  210 A and  210  may also be fixed on when selected depending on design constraints. A first secondary portion  220  of the low beam may be formed using a plurality of elements  220 A,  220 B,  220 C and  220 D. A second secondary portion  222  of the low beam may be formed by secondary or adaptive elements  222 A,  222 B,  222 C and  222 D. As is illustrated in this example, four lenses are used to form the first secondary portion  220  on the first side of the light assembly  40  and the second secondary portion  222  on the second side of the light assembly. The primary low beam elements  210 A,  210 B, and  210 C are disposed between the secondary portions  220 ,  222 . However, various numbers of elements may be used. The elements  220 A,  220 B,  220 C,  220 D,  222 A,  222 B,  222 C and  222 D may be referred to as adaptive elements in that the can be controlled to increase the amount of light in the field of view. 
     The elements  220 A- 220 D and  222 A- 222 D may be disposed at least partially around the periphery of the light housing. The elements  220 A- 220 D and  222 A- 222 D may be generally rectangular in shape and extend radially inward. However, other shapes and sizes may be used. Further, each element or several elements may be differently shaped. 
     A high beam having a primary portion  230  is also illustrated. The primary portion  230  may be a single lens as is illustrated in the present example. 
     A secondary portion  232  of the high beam is also set forth. The secondary portion  232  of the high beam may include a first lens  232 A and a second lens  232 B. The secondary portion  232  of the high beam may be adaptive in that one or the other or both of the elements  232 A,  232 B may be activated or light-emitting depending upon the various conditions of the vehicle such as the lean angle. 
     Referring now to  FIG. 3 , the light output of the primary low beam elements  210 A,  210 B and  210 C are illustrated. The screen has markings at 0° which represents the center in front of the vehicle, L 15  which represents 15° from the center toward the left and L 30  which represents 30° to the left of center. Likewise, the screen also has a position marked R 15  for 15° to the right of center and R 30  for 30° to the right of center. In this example, lens  210 B is shaped to illuminate the area between L 15  and R 15 . Lens  210 A is shaped to illuminate the area between L 30  and R 30 . Likewise, lens  210 C also illuminates the area between L 30  and R 30 . 
     Referring now to  FIG. 4 , the screen  310  is illustrated in a similar manner. However, the lenses for each of the elements  210 A,  210 C are changed to direct light in a different direction. That is, element  210 A illuminates the area between 0° and L 30 . Element  210 B illuminates the area between L 15  and R 15 , as set forth in  FIG. 3  and element  210 C illuminates the area between 0° and R 30 . Depending upon the configuration of the vehicle  10 , either of the examples set forth in  FIG. 3 or 4  may be implemented. 
     During operation, the elements  210 A- 210 C of the low beam may be selectively activated. In a standard driving mode in which the vehicle is relatively straight, that is, with no lean angle, all of the elements  210 A- 210 C may be used to illuminate the road surface. However, as the vehicle begins to lean in either direction, the individual elements  210 A,  210 C may be turned off or reduced in intensity to prevent objects that are not in the path of travel from being illuminated. A reduction in intensity may be about 25 percent of the “on” intensity. That is, as the vehicle is driven, and the vehicle leans, the elements  210 A and  210 C may be selectively controlled to “off” or reduced intensity in response to the lean angle of the vehicle. That is, selective control of elements  210 A and  210 C may be between 0 and 100 percent. 
     Referring now to  FIG. 5 , the headlight  40  illustrated in  FIG. 2  is set forth at an angle  510  corresponding to the lean angle of the vehicle. 
     Referring now to  FIG. 6A , a simulated view of a landscape including a road  610  is illustrated. In this example, the light is generated using the primary low beam light that is illuminating various portions in a manner similar to that set forth above with respect to  FIG. 4 . In this example, however, the element  210 C is not illuminated or is reduced to about 25 percent of the fully “on” intensity to reduce driver distraction and help the driver focus on the path. Element  210 C is illuminating above the travelled direction. 
       FIG. 6B  is a simulated view similar to  FIG. 6A  operating with a single low beam element  210 B. 
     Referring now to  FIG. 7A , a light output plot of the output of the secondary portion  222  is set forth. In this example, all of the light from elements  222 A- 222 D is illustrated for comparison purposes. The light output for all elements  220 A- 220 D is the mirror image. In this example, the shape of the lenses corresponding to the elements may be shaped differently in  FIGS. 7A and 7B . In  FIG. 7A , a high punch output beam is illustrated for each of the elements. Although the elements are not shown, the output of the elements is shown by the reference numerals. When contrasting  FIGS. 7A and 7B ,  FIG. 7A  has higher punch and sharp cutoff which shows a greater amount of light directed to the edges of the corresponding element. In  FIG. 7B , the intensity of the light is reduced toward the rightmost edge of each element. Depending on the various types of vehicles and the desired engineering requirements, a suitable shape for the elements  222 A- 222 D to achieve the punch or cutoffs may be selected by a vehicle design. As the vehicle  10  leans, the elements  222 A- 222 D may be selectively and sequentially illuminated to provide the desired light output. 
     Referring now to  FIGS. 8A-8C , the output for the adaptive high beams is illustrated. In  FIG. 8A , the screen plot of the light output of the primary element  230  illustrated in  FIG. 2  is set forth. In  FIG. 8B , both of the secondary elements  232 A and  232 B form the elements  818  and  820  on the screen. As is illustrated, the output of the combination of the primary element  230  and the secondary elements  232 A,  232 B provide high punch and less spread. However, should lower punch and more spread be desirable, the shape of the lenses of the elements  232 A and  232 B may be changed so that the light output corresponding to the boxes  822  and  824  are formed by the high beams. 
     Referring now to  FIG. 8D , the elements  232 A and  232 B may be selectively used to generate a light output. In this example, the light and thus the lean angle of the vehicle is toward the left. When the vehicle leans toward the left, directing the high beam corresponding to the element  232 A is undesirable. In this example, element  232 A is shut off and thus only the output of element  232 B is provided. That is,  FIG. 8C  is translated to the angular position while one of the boxes, corresponding to  822 , is shut off or not illuminating. 
     In  FIG. 8E , an alternate control scheme for high, low beam lights and driving lights is illustrated at various lean angles. The position E corresponds to straight up where the three primary low beam elements are illuminated. Once enough lean angle is detected, the secondary low beams begin to illuminate depending on the direction. Once the lean angle is over a predetermined amount, only the central primary element is illuminated along with more secondary elements. Eventually, in positions A and I, four secondary elements and one primary low beam element are illuminated. The primary low beam elements act the same when high beams are selected. However, once the predetermined angle increases, the secondary high beam element is illuminated in the direction of the lean angle. 
     Referring now to  FIGS. 9A and 9B , a simplified version of a headlight  40 ′ is illustrated. The headlight  40 ′ may include the sensor  42 ′ housed therein. The sensor  42 ′ may, for example, be a radar sensor or optical sensor. Of course, the light  40 ′ may include one of more of the elements set forth in  FIG. 2 . The sensor  42 ′ is preferably placed behind the outer lens covering  910  so that the radar beam  912  is emitted therethrough. 
     Although a headlight  40 ′ is illustrated, the sensor  42 ′ may be included in various types of light housings such as a brake light, an auxiliary light, a turn signal or the like. A number of different locations of lights or other locations on the vehicle were illustrated in  FIG. 1A . 
     The headlight  40 ′ may also be an adaptive headlight for changing the length of the beam pattern emitted from the vehicle. As illustrated in  FIGS. 10A-10C , the beam pattern illustrated is wider W 1  and shorter D 1  at lower speeds such as 30 kilometers per hour illustrated in  FIG. 10A . In  FIG. 10B , the beam pattern is at a mid-range (length D 2  and width W 2 ) at 60 kilometers per hour and the beam pattern is at a far range D 3  and narrower width W 3  at 90 kilometers per hour as illustrated in  FIG. 10C . The distance D 1 , D 2  and D 3  may be calculated based upon a time. Therefore, the distance may correspond to a time for seeing ahead 6 seconds. Thus, although the distances D 1 -D 3  are different, the amount of length or the time in front of the vehicle that is illuminated may be the same. Thus, based upon a speed, the amount of beam pattern ahead of the vehicle may be calculated. 
     Referring now to  FIG. 11 , a block diagrammatic view of the control system  1110  is illustrated. In the example, a controller  1112  that may correspond to the controller  70  illustrated in  FIG. 1D  is set forth. In this example, the control system  1110  may control the operation of a radar housing  1114  or a light housing  1116 . That is, the controller  1112  may control the output of the radar within the radar housing  1114 . The controller  1112  may also control the light housing  1116  by controlling an actuator  1118  to adjust the focal length of the system by moving the outer lens a small distance to correspond to the desired distance for the amount of illumination to be provided by the light housing. The actuator  1118  may be a small motor that moves the lens or changes the pressure within a water- or oil-filled membrane. An example of this will be set forth below in  FIG. 14 . 
     A beam strength switch  1130  may be in communication with the controller  1112 . The beam strength switch  1130  may be used for selecting between a low beam headlight output and a high beam headlight output. 
     A road geometry switch  1132  may also be used to provide input to the controller  112 . The road geometry switch  1132  may provide the controller with a user selectable signal corresponding to the geometry of the road. The road geometry switch  1132  may be a hard wired switch or may be a switch on a touch screen display such as a virtual button on the Ride Command® system provided by Polaris. Different elements are allowed to be illuminated to improve might visibility when the road geometry switch indicates a curvy or roads with elevational changes as compared to a straight road. A wider beam pattern may be achieved using the auxiliary elements when the road is curvy. 
     A speed sensor  1132  may provide a speed of the vehicle to the controller  1112 . Various types of speed sensors  1132  may be used including conventional rotational sensors coupled to the vehicle wheels. 
     The controller  1112  may also be in communication with an inertial measurement unit  1140 . The inertial measurement unit (IMU)  1140  may be one or more sensors used for sensing various types of movement of the vehicle. The inertial measurement unit  1140  may generate signals for lateral acceleration, longitudinal acceleration and vertical acceleration. The inertial measurement unit  1140  may also generate signals corresponding to a roll moment, a yaw moment and a pitch moment. The lean angle of the vehicle may be calculated using the yaw moment and roll moment. 
     A steering wheel angle sensor  1146  may also be incorporated into the system. The steering wheel angle sensor  1146  may provide a steering wheel angle corresponding to the angle of the front wheel relative to the frame of the vehicle. Various sensors may be used for controlling the distance the light projects from the vehicle and for controlling the number of primary low beam elements, the number of secondary low beam elements and the number of secondary high beam elements based upon a lean angle of the vehicle. 
     Referring now to  FIG. 12 , a block diagrammatic view of the controller  1112  of  FIG. 11  is illustrated in further detail. In this example, various modules within the controller  1112  determine the various light elements that are illuminated. For example, a lean angle determination module  1210  determines the lean angle from the inertial measurement unit  1140 . In particular, the lean angle corresponds generally to the roll angle of the vehicle. However, as described below, a correction based on yaw angle in the yaw correction module  1211 . Thus, the output of the lean angle determination module  1210  is a lean angle signal corresponding to a lean angle. The lean angle is the angle of the vehicle relative to a vertical line corresponding to the normal upright riding position. The horizon of horizon is perpendicular to the vertical line and corresponds to the flat road ahead of the vehicle. Horizontal and vertical are relative to the Earth. 
     A speed module  1212  generates a speed signal from the output of the speed sensor  1132 . The speed module may, for example, receive a plurality of pulses from the speed sensor  1132  and convert the pulses to a vehicle speed. 
     A pitch angle determination module  1214  determines a pitch angle from the inertial measurement unit  1140 . The pitch angle may be used for compensating the direction of the headlights based upon a load. That is, more than just side-to-side movement of the light may be compensated for. If the pitch angle of the vehicle indicates the front end of the vehicle is higher than the rear end of the vehicle, the light may be actuated into a more downward position using the actuator  1118  illustrated above. 
     The steering angle module  1216  generates a steering wheel angle signal from the steering wheel sensor  1146 . The steering wheel angle may be used to determine the direction of the vehicle to determine the elements desired for illumination. 
     A light driving control module  1218  is used to control modes of operation of the adaptive light. In particular, the light driving control module controls the high beam, low beam and switching therebetween. A switch control module  1220  may receive a switch signal from a switch and provide an output to a low beam control module  1222  and a high beam control module  1224 . That is, the switch module  1220  may generate an indication as to whether a high beam or low beam is desired by the vehicle. In response to the lean angle  1210  or lean angle corrected by the yaw angle acceleration, the primary elements and secondary elements of the low beam and the high beam may be controlled in the desired manner as described above. 
     A road geometry determination module  1250  may also be disposed within the controller  112 . The road geometry determination module  1250  may be in communication with the Inertial Measurement Unit (IMU)  1140  and other sensors disposed within the vehicle. The road geometry determination module  1250  is capable of determining the elevational change experienced by the vehicle and the turning experienced by the vehicle. The steering wheel angle  1146 , the speed sensor  1132 , and the IMU  1140  may be used to generate a road geometry signal corresponding to the geometry of the road. In one example, a curvy road with elevation changes as well as a flat road may be determined by the road geometry determination module  1250 . The light pattern of the elements within the light housing  116  may be changed accordingly. 
     A timer  1252  may also be included within the controller  1112 . The timer  1252  may be used in conjunction with various modules, including the road geometry determination module  1250 . The timer  1252  may be used to time various intervals, such as between measurements. For example, a road may be determined to be curvy in road geometry when a predetermined number of turns as indicated by the steering wheel angle  1146  are experienced within a predetermined amount of time. To switch from a curvy road to a straight road, the steering wheel inputs from the steering wheel angle  1146  may indicate the geometry of the road (more angle, curvier). 
     A focal point actuator  1240  may control the focal point of the light housing  1116  so that a desired focal point and thus the beam pattern of illumination in front of the vehicle may be changed. 
     Referring now to  FIG. 13 , the light housing  1116  is illustrated in further detail. The light housing  1116  may include an actuator controller  1308  and an actuator  1310  as mentioned above. The controller  1308  and actuator  1310  may be within the housing or external to the housing, as illustrated in  FIG. 11  as  1118 . The actuator  1310  may pressurize oil for changing the shape of the lens element or changing the position of the lens element relative to the light emitters. The light emitters may, for example, be LEDs or incandescent lights. The LED light emitters may also be moved while the lens is held stationary. The controller  1308  and actuator  1310  may also be connected to the secondary high beam elements  232  for controlling one or more of the high beam elements according to the lean angle of the vehicle. The primary low beam elements  210  may also be in communication with the actuator  1310  for illuminating or controlling the illumination of each individual element as described above. The secondary elements  220 ,  222  may also be controlled by the actuator  1310  based upon the lean angle of the vehicle. A radar element  42  may also be controlled by the actuator  1310 . The separation of housing  1116  from housing  72  of  FIG. 1D  allows strategic positioning and incorporation of various components in each. 
     Referring now  FIG. 14 , the actuator  1118  illustrated in  FIG. 11  is illustrated coupled to an external lens  1410  of the vehicle. By moving the lens  1410  in the direction indicated by the arrows  1412 , the light output may be changed from a narrow beam  1414  to a wide beam  1416  and sizes therebetween. Thus, by shifting the focal point of the exterior lens  1410 , the actuator  1118  provides the desired light output for the light assembly. The actuator  1118  may be an electrical motor, a hydraulic element such as an oil-filled element or a water-filled element which manipulates the exterior surface of the lens. 
     Referring now to  FIG. 15 , a method for controlling the headlight of a vehicle is set forth. In step  1528 , the lean angle of the vehicle is continually monitored by the controller so that the appropriate elements of the high beams and low beams are illuminated or extinguished. The lean angle is determined from the inertial measurement unit set forth above. However, a discrete lean angle sensor may also be used. 
     Step  1530  determines whether a lean angle is less than a second predetermined angle. If the lean angle is less than a second predetermined angle, step  1532  operates all the primary low beam elements. The primary low beam elements may be configured in a manner to provide the light illustrated in  FIGS. 3 and 4 . By operating while the lean angle is less than a second predetermined angle, the vehicle is more vertical. 
     Referring back to step  1530 , if the lean angle is not less than a predetermined angle, the lean angle is compared to various thresholds in steps  1540 ,  1550  and  1560 . Therefore, the amount of the secondary low beam elements that are illuminated are changed. On the “low side” of the vehicle, the elements are activated one by one while the elements on the high side of the vehicle may be deactivated. This allows the illumination patterns illustrated in  FIGS. 7A and 7B . As mentioned above, it is desirable not to have elements too high to dazzle oncoming drivers. Thus, in step  1540  when the lean angle is greater than a third predetermined lean angle, the appropriate secondary elements are operated. That is, the secondary low beam elements on one side are powered on or illuminated and the elements on the other side are extinguished in step  1542 . 
     In step  1550 , it is determined whether the lean angle is greater than a fourth predetermined angle. The fourth predetermined angle would be less than the third predetermined angle. The third predetermined angle is an indicator that the vehicle is at a substantial lean angle. The fourth predetermined angle is less than the third predetermined angle and it is determined whether the lean angle is greater than the fourth predetermined angle in step  1550 . If the lean angle is greater than the fourth predetermined angle, step  1552  illuminates the selected secondary elements and turns off other selected secondary elements on the other side of the vehicle depending on the lean angle. Step  1560  is performed if the lean angle is not greater than a fourth predetermined angle. In step  1560 , it is determined whether the lean angle is greater than a fifth predetermined angle. The fifth predetermined angle is less than the fourth predetermined angle. This indicates that even a lower amount of angle but greater than the second predetermined angle of step  1530  which indicates the vehicle is nearly upright. If the lean angle is greater than the fifth predetermined angle, step  1562  illuminates selected secondary elements and extinguishes or turns off other secondary elements based upon the lean angle as described above. In steps  1552  and  1562 , the primary elements on either side of the middle may be extinguished. That is, the amount of secondary elements that are illuminated is based upon the lean angle. For high lean angles, all four elements as illustrated in  FIGS. 7A and 7B  may be illuminated on the low side of the vehicle. The amount of comparison to different angular thresholds depends upon the number of elements. As the vehicle turns from side to side, the lean angle is used to illuminate or extinguish or turn off various elements. The lights may be gradually turned off to provide more pleasing effect. 
     When step  1560  is negative and after steps  1532 ,  1542 ,  1552  and  1562 , step  1564  is performed. In step  1564 , a switch setting to determine whether the high beams or low beams are desired is monitored. The control set forth herein corresponds to  FIG. 8E . If the high beams are illuminated, step  1566  is used to determine whether the lean angle is greater than a first predetermined angle. If the angle is not above the predetermined angle, the primary high beam element is operated in step  1568 . Referring back to step  1566 , if the lean angle is greater than a predetermined angle, the primary element of the high beam is operated plus one of the secondary elements. 
     Referring back to step  1564 , if the switch indicates that low beams are to be operated or the high beams are operated, step  1570  is performed. That is, in one example, the low beams are operated according to the following for both high beams and low beams. After steps  1568  and  1570 , the method ends and may be restarted as the lean angle changes. 
     Referring now to  FIG. 16 , a method for adjusting the focal point of the light is set forth. In step  1610 , the vehicle speed is determined. In step  1612 , a desired visibility distance is established. The desired visibility distance corresponds to an amount of time corresponding to the amount of illumination provided by the headlights. In step  1614 , the focal position of the headlight is determined based upon the speed. At low speeds, the spread of the light may be greater but the distance does not need to be as great as at high speeds where the light beam is narrower and illuminate a further distance in front of the vehicle. In step  1616 , an actuator is controlled based upon the calculated focal position of the headlight. As the vehicle speed changes, the method set forth in  FIG. 16  is repeated and the focal length and width of the headlight is changed. 
     Referring now to  FIG. 17 , a plot of the controlled light output lean angle versus the adaptive light output level is set forth. A deadband  1710  is provided where the light level does not match the calculated lean angle. Within the deadband  1710  the controlled light output lean angle is set to zero due to the mismatch. In the shoulder areas  1712 A and  1712 B, a the controlled light output lean angle ramps the values from zero at the deadband back to a value where the light output lean angle matches the actual lean angle. 
     Referring now to  FIG. 18A  the deadband  1710  is shown relative to a calculated lean angle. A maximum and minimum threshold relative to a yaw angle acceleration is also illustrated. The yaw angle acceleration drops into a threshold zone and causes the calculated light lean angle to start stepping down until it is within the deadband. As illustrated, as the yaw drops below the threshold, the calculated lean angle starts stepping down at  1810 . When the calculated lean angle drops below the deadband, the stepping down stops at  1812 . 
     Referring now to  FIG. 18B , the improved system illustrates the yaw angle acceleration dropping below a threshold and the calculated lean angle starts to step down. However, when the yaw angle acceleration rises above the threshold, the calculated lean angle stops stepping down. That is, when the yaw angle acceleration drops into the threshold zone and causes the calculated light lean angle to start stepping down. The stepping down stops as soon as the yaw angle acceleration comes back above the maximum threshold. 
     That is, while the vehicle is traveling straight there should be no yaw angle acceleration. While cornering there will be a measurable yaw angle acceleration that increases proportionally with the factors such as speed, corner radius and the bank angle. A minimum and maximum yaw angle acceleration may be defined such that when the yaw angle acceleration is between the minimum and the maximum yaw angle acceleration it can be assumed that the vehicle is not cornering. In the present example, plus or minus two degrees per second 2  is used as the yaw angle acceleration threshold. However, other values may be used. Thus, the threshold may be defined as a maximum absolute value relative to two degrees per square second. The yaw angle acceleration threshold may be used as an indicator of a very low lean angle to compensate for roll angle inaccuracy at low lean angles. When the yaw angle acceleration is between the maximum and the minimum yaw angle acceleration thresholds, the vehicle is most likely not cornering regardless of the roll acceleration calculation. Thus, the roll acceleration calculation may be corrected based upon the bank angle. When the yaw angle acceleration is within a threshold the calculated bank angle can be incrementally decreased until it is within the lighting deadband. 
     Referring now to  FIG. 19 , a flowchart of a method for correcting the light lean angle is set forth. In step  1910  the inertial measurement unit measures the various accelerations including the yaw angle acceleration and the roll acceleration. In step  1912 , the roll acceleration and a previous bank angle are used to calculate a new bank angle. In step  1914  it is determined whether the yaw angle acceleration is less than a threshold. When the yaw angle acceleration is less than a threshold in step  1914 , the bank angle is determined and compared to a deadband. When the bank angle is outside of the deadband in step  1916 , the bank angle is decreased in step  1918 . When the yaw angle acceleration is not less than the threshold, the bank angle is not outside the deadband and after step  1918 , step  1920  uses the bank angle to calculate the light elements to illuminate in step  1922 . 
     Referring now to  FIG. 20A , a fault detection circuit  2010  using components from the adaptive headlight that has an adaptive headlight housing  2012  and components from the vehicle such as the light driving control module  1218  and the fault detection module  1226 . The light driving control module  1218  is coupled to the adaptive headlight housing  2012  using a connector  2014 . In this example, a high beam connector  2014 A and a low beam connector  2014 B are set forth. The adaptive headlight housing  2012  may be coupled to a common or ground such as vehicle ground  2016 . The adaptive headlight housing  2012  includes light controlling circuitry  2020  that is used to drive the light elements  2022 . Many governmental entities require a vehicle manufacturer to provide an indication when a headlight is faulty. Traditional headlights are very simple and fault detection module within a vehicle includes the capability to detect an open circuit such as when the filament of the bulb is broken. Another failure mode in a typical system is when an excessively high amount of current is drawn through the light assembly. In this case, the fault detection system  1226  of the vehicle would not adequately notify the vehicle operator of a fault in one or more of the light elements  2022  particularly when only a few light elements  2022  (or segments thereof) are faulty. Errors in the circuitry or software would not be detectable using traditional systems. 
     In the following examples, the light controlling circuit  2020  may include a fault detection module  2030  and switching control circuit  2032 . The switching control circuit  2032  is used to control switches  2034 A and  2034 B within the housing  2012 . In a normal setting, the switches  2034 A and  2034 B are used to communicate with the connectors  2014 A and  2014 B, respectively. That is, in normal operation the connectors  2014 A and  2014 B are coupled to the light controlling circuitry  2020  through the switches  2034 A and  2034 B, respectively. When a fault is detected in one of the high beam elements, the fault detection module  2026  generates a high beam fault signal that is communicated to the switching control circuit  2032 . The switching control circuit  2032  changes the position of the switch  2034 A to place a different circuit component between the connector  2014 A and the light control circuitry  2020 . In this example, a resistive load  2036 A is placed within the circuit. The resistive load  2036 A has a different electrical characteristic then the normal connection between the electrical connector  2014 A and the switching control circuit  2032 . By providing a change in the electrical characteristics, the fault detection module  1226  of the vehicle may control a fault indicator  2040  to indicate to the vehicle operator that a fault is present within the high beam elements. The fault indicator  2040  may, for example, be an amber indicator light that is illuminated either constantly or flashing, a multi-segment LED generating a code error, a touchscreen display generating an error or circuitry that is used to drive the high beam element to rapidly flash or provide some other change in the characteristic to indicate to the vehicle operator that the high beam is not functioning properly. 
     The low beam circuitry may also operate in the same manner. The low beam includes a resistive load  2036 B that is switched into the circuitry when an error or fault is detected by the fault detection module  2030 . In the same manner, the fault detection module  1226  controls the fault indicator  2040  to inform the vehicle operator that a fault is present in the low beam light elements. 
     The fault indicator  2040  may be illuminated when the fault detection module  2030  within the adaptive headlight housing  2012  determines a fault. Faults may include, but are not limited to, one or more of the low beam or high beam elements having an open circuit. In an adaptive headlight, various other errors may be detected such as a software error, circuitry malfunction, individual light emitting diodes segment failures, a sensor error (e.g., IMU) and the like. 
     Referring now to  FIG. 20B , another way to indicate to the fault detection module  2026  that an error has occurred is by providing an open circuit between the connections  2014 A and  2014 B and the light control circuitry  2020 . In this example, a switch  2050 A is disposed within the high beam circuit and a switch  2050 B is disposed within the low beam circuit within the housing  2012 . When the fault detection module  2030  determines a fault within the high beam light elements or the low beam light elements, the appropriate switch  2050 A or  2050 B are activated into an open position. By providing an open circuit, the fault detection module  1226  provides an indicator appropriate for a fault within either the high beam or low beam elements. The remainder of the circuit of  FIG. 20A  is the same and is appropriately labeled in  FIG. 20B . 
     Referring now to  FIG. 20C , the circuit illustrated in  FIG. 20A  has been modified to include a current draw element  2054 A and  2054 B that are disposed within the high beam circuit and the low beam circuit, respectively. In this example, a current draw element is switched by the switching control circuitry  2020  when a fault is indicated. The current draw element  2054 A and  2054 B may be sized to allow a fault to be indicated to the fault detection module  2026  without the fault detection module  2026  shutting down the entire light control circuitry  2020 . The current draw elements  2054 A and  2054 B are used to change the electrical characteristics of the circuit within the lighting assembly. 
     Referring now to  FIG. 21A , step  2110  illustrates the adaptive headlight functioning in a fully functional manner. In step  2112  a fault is detected. When no fault is detected step  2110  is again performed. When a fault is detected in step  2112 , step  2114  changes an electrical load on the light input pin/connector to the light driving control module. That is, the electrical characteristic of either the high beam or low beam or general light control connection is changed. 
     Referring now to  FIG. 21B , the first two steps  2110  and  2112  are identical as set forth above. However, in this manner step  2116  determines whether the high beam or low beam elements are active. When the high beam elements are active, step  2118  determines whether a change in the electrical load or other electrical characteristics is present within the high beam input. That is, when the electrical characteristic of the connection  2014 A is provided, step  2118  allows a fault to be indicated by the fault indicator  2040 . 
     In step  2116 , when the load beam is active and an electrical load or electrical characteristic of the load beam circuitry is indicated at the connection  2014 B, a fault may be indicated at the fault indicator  2040 . 
     Referring now to  FIG. 21C , the same elements  2110 ,  2112 , and  2116  are provided in this example and will not be repeated. In step  2128 , when the high beam is determined to have a fault, an open circuit is generated by the circuit illustrated in  FIG. 20B . When a low beam element indicates a fault when the low beam is active in step  2116 , step  2130  generates an open circuit and a fault may be indicated by the fault indicator  2040 . 
     Referring now to  FIG. 21D , the flowchart of  FIG. 20C  is repeated in that steps  2110 ,  2112  and  2116  are identical. However, in this manner step  2134  is performed when the high beams are active in step  2116  and a fault is detected by the fault detection module  2030 . The current draw may be increased by switching a current draw element  2054 A or  2054 B into the circuitry such as in  FIG. 20C . When a low beam element is active in step  2116  and a fault is detected at the fault detection module  2030  for the low beam element, step  2136  increases the current draw in the low beam input and thus the fault is detected at the fault detection module  2026 . 
     Referring now to  FIG. 21E , a method having the first three elements of  FIG. 21D  is set forth. In this example, the description is not repeated. When a high beam is active in step  2116 , step  2140  is performed. In step  2140  the current draw is increased on the high beam connector  2014 A above a vehicle control module&#39;s threshold to set a fault but below a threshold that the voltage control module turns off the high beam driver within the light driving control module  1218 . As was illustrated above, an electronically actuated switch that adds a resistive load within the headlight housing  2012  may be performed. For example, a resistive load  2036 A may be provided. Of course, other electrical characteristics may also be changed and sensed. 
     After step  2140 , step  2142  detects an error state using the light driving control module. The light driving control module, may be part of the vehicle control module. A high beam failure is thus indicated by flashing gages such as a round gage to indicate the high beams are not functioning properly. In addition to or instead of step  2144 , step  2146  allows the vehicle control module to switch to the low beam light output and thus a high beam may not be provided when a fault is indicated at the high beam elements. 
     Referring back to step  2116 , when the low beam is active step  2150  increases the current draw on the low beam input above a vehicle control module threshold to set a fault. The current draw is below that which would shut down or turn off the low beam driver within the light driving control module  1218 . This is performed in the same manner as that set forth in step  2140 , but with the low beams. After step  2150 , step  2152  detects the error state at the fault detection module and enters a low beam fault or failure mode. After step  2152 , step  2144  may be performed to generate an indicator that the low beams are faulty. 
     Referring back to step  2152 , the vehicle control module may also be switched to a high beam input in step  2154 . That is, the high beams may be used as a failsafe for the low beams. However, the light may be pulsed to provide a reduced amount of light output. That is, pulse with modulation may be used to reduce the amount of light output from the high beams so that a failsafe mode may be provided. 
     In the manner provided in  FIGS. 20 and 21 , failure detection of low beam elements and high beam elements of an adaptive headlight are provided without having to provide additional equipment in a vehicle. That is, the existing vehicle fault detection circuitry may be used and the adaptive headlight is used to provide the fault indication. This allows an adaptive headlight to be provided in an after market situation because no modification of the vehicle circuitry is required to be provided. But, fault detection is provided. 
     Also, the resistive load is placed in parallel to the switch in  FIG. 21A . The resistive load may also be placed in series. What is important is that the electrical characteristic of the high beam or low beam circuitry is changed and that the fault detection circuit within the vehicle can detect the change. 
     Referring now to  FIG. 22 , the vehicle  10  is illustrated at various lean angles  510 . In this example, the lean angles  510  correspond to 0°, 8°, 16°, 24°, and 32°. The lean angles  510  as described above are relative to the vertical direction  2212  corresponds to the normal operating position or upright position of the vehicle  10 . A horizon  2210  that corresponds to a forward projection of the riding surface is also set forth. The horizon  2210  is the projection of a plane forward from the center of the light assembly wherein the plane s parallel to the road surface (on a flat road). The horizon  2210  is a line perpendicular to the vertical line  2212 . It should be noted that the rear view of the vehicle  10  is illustrated. In the second row of  FIG. 3 , the secondary low beam elements  22 A- 22 D correspond to the light elements on the left side of the vehicle. In this example, the left side of the vehicle is the high side of the vehicle and thus as the lean angle changes, more elements are used to illuminate the left side of the vehicle at or near the horizon  2210 . At 0° lean angle, none of the secondary low beam elements  22 A- 22 D are illuminated. Likewise, secondary low beam elements  22 A- 22 D are not illuminated. In the second column of  FIG. 22 , the lean angle is 8° and secondary element  22 D is illuminated. This appears on the left side of the vehicle as can be seen, the element  222 D illuminates at the horizon  2210 . As the vehicle continues to lean in the third column, which corresponds to a 16° lean angle, two secondary low beam elements  22 C and  22 D are illuminated and project the light in the third row. In the fourth column, the lean angle correspond to 24° and the elements  222 B and  222 C are illuminated and element  222 A is extinguished or changed to non-illuminating. This prevents hotspots from being illuminated in front of the vehicle  10 . That is, turning off element  222 D to non-illuminating prevents the element  222 D from projecting a potentially distracting beam onto the surface in front of the vehicle  10 . In the fifth column of  FIG. 22 , elements  222 A and  222 B are illuminating while elements  222 C and  222 D are non-illuminating. By extinguishing elements  222 C and  222 D, an approximate beam angle below the horizon is maintained. As can be seen by comparing column three corresponding to 16° lean angle, column 4 corresponding to 24° lean angle, and column five corresponding to 32° lean angle, the elements  222 D,  222 C and  22 B respectively extend about 16° below the horizon. 
     The elements may also include a supplemental high beam element  2214 . The supplemental high beam element  2214  may be illuminated at the same times as the primary high beam element  230 . 
     One advantage of the system illustrated in  FIG. 21  is that unneeded elements are not illuminated and thus the light system is maintained within the desired current draw for the light assembly. As the vehicle travels from a high leaning angle back to zero, the elements change accordingly. On the opposite side of the vehicle, elements  220  would be operated in the same manner. 
     Referring now to  FIG. 23 , a method of operating the control system of  FIG. 22  is set forth. In this example, four secondary low beam elements are set forth. However, various numbers of secondary low beam elements may be provided. Examples of more low beam elements are set forth below. In step  2310 , the lean angle is determined. In step  2312 , if the lean angle is between 0 and a first lean angle, such as 8° in  FIG. 22 , step  2314  illuminates no secondary elements. 
     In step  2312 , if the lean angle is not between 0 and a first lean angle, step  2320  is performed. In step  2320 , it is determined if the lean angle is between a first angle and a second angle. If the lean angle is between a first angle and a second angle, step  2322  illuminates the first adaptive element, which is at about the horizon. 
     Referring back to step  2320 , when the lean angle is not between a first lean angle and a second lean angle, step  2324  is performed. In step  2324 , it is determined whether the lean angle is between a second lean angle and a third lean angle. If the lean angle is between the second and third lean angles, step  2326  illuminates the first and secondary element. 
     In step  2324 , if the lean angle is not between a second lean angle and a third lean angle, step  2330  is performed. In step  2330 , when the lean angle is between a third lean angle and a fourth lean angle, step  2322  illuminates the second and third secondary element. Step  2334  extinguishes or turns off the first secondary element. 
     In step  2320  when the lean angle is not between a third lean angle and fourth lean angle, step  2340  is performed. In step  2340 , when the lean angle is greater than a fourth angle, step  2342  illuminates the third and fourth secondary elements. In step  2344 , the first and secondary low beam elements are extinguished or turned off. 
     Referring back to step  2340 , when the lean angle is not greater than the fourth lean angle, step  2310  is again performed. This action may take place as the vehicle changes lean angles rapidly and the vehicle moving back toward the vertical position. 
     Referring now to  FIG. 24 , the controller may control the light assemblies in different manners for high beam activation and low beam activation. When high beam activation is desired, the primary low beam elements  210 A- 210 C as well as the supplemental high beam element  2214  and the primary low beam element  230  may all be illuminated. Depending on the lean angle, the supplemental high beam elements  232 A and  232 B, as well as the secondary low beam elements  22 A- 220 D or  222 A- 222 D, may be illuminated. As can be seen, with 0 lean angle when the high beams are activated, the primary low beam elements  210 A- 210 C, the supplemental high beam element  2214  and the primary low beam element  230  are illustrated. The supplemental low beam (adaptive) elements  220 D and  222 D are illuminated to provide a wider beam angle. As the vehicle starts to have further lean angle, the elements  220 C and  220 D are illuminated as well as the previous examples except with element  222 D extinguished. The secondary low beam elements  220 C and  220 D are just above and below the horizon. At 16° lean angle, the supplemental high beam element  232 A is illuminated as well as the supplemental low beam (adaptive) elements  220 B and  220 C. Supplemental low beam (adaptive) element  220 D is extinguished. 
     At 24° lean angle, supplemental low beam (adaptive) elements  220 A and  220 B are illuminated and supplemental low beam (adaptive) elements  220 C and  220 D are extinguished. Supplemental high beam element  232 A remains illuminated. At 32° lean angle, the same elements are illuminated. 
     Low beams may be adapted in a different manner. At 0° lean angle, only the primary low beam elements  210 A- 210 C are illuminated. At 8° lean angle, supplemental low beam (adaptive) element  220 D is illuminated. At 16° lean angle, the supplemental low beam (adaptive) element  220 C is also illuminated with the supplemental low beam (adaptive) element  220 D. 
     At 24° lean angle, supplemental low beam (adaptive) elements  220 B- 220 D are all three illuminated. At 32° lean angle, supplemental low beam (adaptive) elements  220 A- 220 D are illuminated. As can be seen, different logic applies to activating the supplemental elements in both the high beam example and the low beam example. Referring now to  FIG. 25 , in the high beam example of  FIG. 24 , at 0° lean angle, one supplemental low beam (adaptive) element on each side are illuminated. That is, supplemental elements  220 D and  222 D are illuminated in  FIG. 24 . In  FIG. 25 , because high beam operations do not require cutoff at the horizon, more supplemental low beam (adaptive) elements may be generated. In this example, supplemental low beam (adaptive) elements  222 C,  222 D,  220 C, and  220 D are illuminated. In addition to the primary low beam elements  210 A- 210 C, the supplemental high beam element  2214  and the primary low beam element  230 . Traveling straight on the road may correspond to an angle between 0° and less than or equal to 8°. 
     In  FIG. 26 , a low beam illumination pattern for a system having a first primary low beam element  2610 A, and a second primary low beam element  2610 B. A primary high beam element  2612  is also illustrated. In this example, a plurality of supplemental low beam (adaptive) elements  2620 A- 2620 M and  2622 A- 2622 M are set forth. In this example, each of the supplemental low beam (adaptive) elements  2620 A- 2620 M and  2622 A- 2622 M are incremented by 2°. In this example, the supplemental low beam (adaptive) elements may extend from the horizon as illustrated best in the second column of  FIG. 26  to just below the horizon about 6-8°. As the lean angle changes from 14° to 16°, supplemental low beam (adaptive) elements  2620 F,  2620 G,  2620 H, and  2620 I are illuminated at a 14° lean angle and supplemental low beam (adaptive) elements  2620 E,  2620 F,  2620 G, and  2620 H are illuminated at 16° lean angle. At 18° lean angle, supplemental low beam (adaptive) elements  2620 D- 2620 G are illuminated. Even further delineations down to 1° or less may be performed. Other sizes of elements may also be used. For low beams to be compliant with government regulations, the horizon is the upper limit. The lower limit of about 8° below the horizon may be formed with 2° elements. 
     Referring now to  FIG. 27A  and  FIG. 27B , adaptive elements  2620 C,  2620 D,  2620 E, and  2620 F may be illuminated about the horizon. That is, elements  2620 C and  2620 D may correspond to 4° above the horizon, and elements  2620 E and  2620 F are 2° below the horizon in high beam mode in  FIG. 27A . In addition, the primary low beam elements  2610 A and  2610 B are illuminated in addition to the primary high beam element  2612 . Of course, more or fewer elements above or below the horizon may be illuminated. In low beam mode in  FIG. 27B , elements  2620 E-H are illuminated in the low beam mode. The illuminated elements  2620  E-H are at and below the horizon. 
     Referring now to  FIG. 28 , a method of independently controlling high and low beams is illustrated. In step  2810 , the lean angle of the vehicle is determined. In step  2812 , the horizon of the vehicle is determined. In step  2814 , the system determines whether the high beams or low beams are activated by the high beam and low beam signal. When high beams are activated, step  2816  illuminates dedicated high beam elements. In step  2818 , dedicated low beam elements may also be illuminated. This, of course, is an optional step. In step  2820 , supplemental elements above a predetermined angle above the horizon and second predetermined angle below the horizon are illuminated. As illustrated in the examples above, one or two elements above the horizon and one or two elements below the horizon may be illuminated depending on design constraints and the width of the elements. 
     In step  2814 , when the low beam is activated, step  2830  activates the dedicated low beam elements. In step  2832 , the supplemental elements at or below the horizon and above a third predetermined angle from the horizon may be activated. This corresponds to  FIG. 27 . 
     Referring now to  FIG. 29 , as mentioned above, the adaptive lens logic may change depending on whether high beams or low beams are activated. In  FIG. 29 , the detection of the lean angle may also be determined. In step  2910 , the IMU input is provided to Other sensors or a camera  2914  may also be used to detect conditions. The sensors or cameras other than the IMU are described above. Step  2922  may also provide an indication as to the type of road or whether high or low beams are to be activated. A selection signal indicator may be provided from the vehicle operator in step  2922 . As mentioned above, this may be performed by a dedicated switch or by a switch in a touch screen display. In step  2920 , depending on the conditions step  2930  activates additional supplemental low beam (adaptive) elements in the direction of the roll or lean angle. That is, the direction toward the lean angle has more supplemental low beam (adaptive) elements illuminated. After step  2930 , step  2932  deactivates the active elements opposite of the direction of the lean angle. 
     In step  2920 , when a straight road is determined, the system may operate using the primary high beam element in a usual manner in step  2940 . In step  2942 , an optional step is provided. Supplemental zero degree adaptive elements at the horizon may be activated to provide a broader width of view. 
     Referring now to  FIG. 30 , regulations require a minimum amount of light at certain angles for low beam driving. However, additional amounts of light may be provided for better spread and punch. In the first column of  FIG. 30 , the light output of the primary low beam elements  2610 A and  26106  are illustrated at area  3010  in both a front view and a bird&#39;s eye view. The light output of the supplemental low beam (adaptive) elements are provided at the area  3012 . The area  3012  is really a combination as illustrated in the bird&#39;s eye view in the last row. When the supplemental low beam (adaptive) elements are turned off at lean angle, the primary low beam elements generate the area  3020 . 
     Referring now to  FIG. 31 , method of operating  FIG. 30  is illustrated. In step  3112 , the determination of the lean angle and whether the lean angle is between 0 and a predetermined value such as 8°, is performed. When the lean angle is between 0 and 8°, step  3114  activates the zero degree adaptive elements. Referring back to step  3112 , when the lean angle is not between 0 and 8°, the supplemental zero degree adaptive elements are deactivated in step  3140 . 
     Referring now to  FIG. 32 , a light assembly  3210  is illustrated having an alternate configuration to those configurations described above. In this example, the primary low beam elements  3212 A and  3212 B are located adjacent to a primary high beam element  3214 . An array of elements  3212  for generating light are provided. In this example, the array  3220  is located above the primary low beam elements  3212 A,  3212 B. Also, the primary low beam elements  3212 A and  3212 B are located on each side and slightly above the primary low beam element  3214 . In the first column, a lean angle of 0° of the vehicle  10  is illustrated. That is, the vehicle  10  is located perpendicular to the horizon  3240 . As illustrated in the bottom of the first column, a rectangular pattern having three elements in height and six elements wide is set forth. A rectangular pattern is generated below the horizon  3240  for low beam operation. Of course, the rectangular pattern may be elongated. 
     At an 18° lean angle, a simulated pattern for constant horizontal illumination is set forth. The upper limit and lower limit of the elements  3222  approximate the upper and lower limits of the rectangular elements in the first column. The sum elements are illuminated that are between the horizon  3240  and the lower limit  3242 . Elements that would partially extend above the horizon are extinguished or not turned on. As the vehicle leans more, a 24° lean angle is illustrated in the third column having a different array pattern than the first two columns. The array elements  3222  provide a supplemental array. Thus, the determination as to whether an array element is illuminated corresponds to the upper limit or the horizon  3240  and the lower limit line  3242  in a low beam configuration. 
     Referring now to  FIG. 33 , an upper limit line  3310  and a lower limit line  3312  are illustrated for high beams relative to the horizon  3240 . Because the high beams are not regulated, the upper limit  3310  may extend various distances above the horizon  3240  without violating the regulations. The primary high beam element  3214  is illuminated. The lower limit line  3312  is set to prevent hotspots in front of the vehicle as described above relative to  FIG. 32 . 
     Referring now to  FIG. 34 , a method for operating the determination of the array of elements is set forth. The system may adjust upper and lower limit lines from  FIG. 32  based upon various inputs. In step  3402  the lean angle may be determined. In step  3404  whether the high beam or low beam has been activated may also be determined. In step  3406  user inputs may also be used to adjust the upper limit line and lower limit line. These may be obtained from a user interface such as a touch screen or switch. In step  3408  a camera input may also be used to adjust the upper limit or lower limit as well as adjusting the actual pattern of the illumination. For example, rather than a rectangular pattern Illustrated in  FIG. 32 , a camera input may disable certain elements to prevent shining the light at oncoming vehicles. Rather than rectangular, the beam pattern may be teardrop or various types of irregular shapes. 
     In step  3410 , and upper limit line is determined. Upper limit line may be determined based upon whether high or low beams are selected. A predetermined distance above the horizon may be illuminated for high beams. The horizon may be the upper limit in a low beam configuration. In step  3412 , the lower limit line is established. The lower limit line corresponds to the amount of elements that illuminate an area a predetermined distance from the vehicle while traveling down the road. Elements too far below the horizon will illuminate hotspots close to the vehicle and may provide a distraction to the driver. In step  3414 , the elements between the upper limit line and the lower limit line are determined. For low beams, the upper limit line is absolute and therefore elements extending partially above the upper limit line may not be illuminated. For high beams, elements that cross the upper limit lines may still be used if they only partially extend thereabove. In step  3416 , elements between the limit lines are illuminated. In step  3418 , elements outside the limit lines are deactivated or not illuminated. 
     The foregoing description has been provided for purposes of illustration and description. It is not intended to be exhaustive or to limit the disclosure. Individual elements or features of a particular example are generally not limited to that particular example, but, where applicable, are interchangeable and can be used in a selected example, even if not specifically shown or described. The same may also be varied in many ways. Such variations are not to be regarded as a departure from the disclosure, and all such modifications are intended to be included within the scope of the disclosure.