# Optimizing Non-Glare Zone Width of Adaptive Driving Beam (ADB) Using Fuzzy Logic Control
## 5 Conclusions  
Adaptive driving beams enhance night driving safety by providing high-beam-level road illumination while eliminating the uncomfortable glare that a normal high beam would create for other road users. Due to the limitation of the current vehicle recognition method, indirect glare through side rearview mirrors was observed by the vehicle tailed by an ADB vehicle at sharp corners.  
This research focuses on a solution to this issue by providing automotive OEMs with a methodology to develop a design guideline for non-glare zone width adjustment. This research demonstrates a novel methodology to study the trade-off effect between road  
\begin{table}
\begin{tabular}{c c c c c} \hline \hline
**Driving** & \begin{tabular}{c} **Minimum** \\ **Curvature [m]** \\ \end{tabular} & \begin{tabular}{c} **Trial 1 Optimal** \\ **Non-Glare** \\ **Zone Width [\%]** \\ \end{tabular} & \
\begin{tabular}{c} **Trial 2 Optimal** \\ **Non-Glare** \\ **Zone Width [\%]** \\ \end{tabular} &
\begin{tabular}{c} **Glare-Free** \\ **Non-Glare** \\ **Zone Width [\%]** \\ \end{tabular} \\ \hline
1 & 25 & 148 & 164 & 256 \\
2 & 50 & 151 & 150 & 180 \\
3 & 75 & 137 & 138 & 154 \\
4 & 100 & 133 & 133 & 143 \\ \hline \hline \end{tabular}
\end{table}
Table 6: Best non-glare zone width vs. minimum curvature of the S-curve in all four driving scenario simulations.  
Figure 14: The minimum curvature in the driving scenario vs. best non-glare zone width.  
illumination and glare when tuning the non-glare width in different driving scenarios using a virtual night drive simulator and fuzzy logic control to find the non-glare zone width. Experimenting with a virtual simulator avoids the difficulty and limitations of conventional night drives. The simulation result shows the minimum ADB non-glare zone width to eliminate all glare at S-curves with minimum curvatures at 25 m, 50 m, 75 m, and 100 m. The fuzzy logic controller mimics a human test drive to provide feedbacks and balances with the loss of road illumination and the reduction in glare time, converging them to an optimal width. The research also demonstrates fuzzy logic controllers with two basic membership functions, and both of them converge to a similar optimal non-glare zone width in each driving scenario. The demonstration uses a genetic beam pattern to prove the concept. By replacing the generic beam pattern file with a specific ADB beam pattern, a physical test could be conducted to validate the result from the night drive simulator. The physical test should also collect glare and road illumination feedbacks from the driver, which will be used to select the membership function types and tune the parameters of the fuzzy logic controller.  
All authors contributed equally. All authors have read and agreed to the published version of the manuscript. This research was funded by MITACS, grant number IT18512. Not applicable. Not applicable. Not applicable. Data Availability Statement: Data is contained within the article. The authors would like to thank MITACS for funding support and Stellantis N.V. Canada for their financial support. We thank [PERSON] from Politecnico di Torino; [PERSON] and [PERSON] from Stellantis for their discussions, guidance, and support for this project. We also thank the support from [PERSON] and [PERSON], as well as the Automotive Research and Develop Center (ARDC) in Windsor, Ontario. The authors declare no conflict of interest.