Patent Description:
For example, <FIG> shows a motorcycle <NUM> traveling generally straight in a lane on a road <NUM>. As can be seen, motorcycle headlights have a primarily horizontally shaped light beam pattern <NUM> that is shaped according to requirements to illuminate the road <NUM> ahead without disruptively shining on oncoming traffic, and to provide sufficient illumination for the drivers line of sight area <NUM>. Unfortunately, the light beam pattern <NUM> suits illumination requirements when the motorcycle is traveling generally straight forward, but not when the motorcycle is banking.

When a vehicle such as the motorcycle <NUM> makes a turn, the motorcycle typically goes through some degree of bank angle, i.e., the motorcycle banks as the motorcycle is making a turn or traveling through a curve. Referring to <FIG>, unfortunately, the headlight used in most motorcycles is secured to the motorcycle frame in a fixed position, which causes the horizontally shaped light beam pattern <NUM> cast by the motorcycle headlight to correspondingly tilt and bank as the motorcycle is banked on a curved road <NUM>. The banking of the headlight along with the motorcycle <NUM> causes the amount of light distributed by the motorcycle headlight to shift in an inward and downward direction, which is away from the actual direction of travel of the motorcycle, and away from the focus of the motorcycle driver's eyes and line of sight area <NUM>. This is particularly concerning for motorcycle drivers during cornering at night. With the amount of light distributed by the headlight light beam focused more in an inwardly direction, the driver's illuminated field of view generally forward of the direction of travel is reduced.

Attempts have been made to address the shortcomings of standard headlights that work well when the motorcycle is traveling straight ahead, but not when the motorcycle is banking. Systems have been suggested that include a velocity sensor along with several gyroscopes to detect the roll rate and the yaw rate of the motorcycle. Based on extensive calculations using the motion data from the gyroscopes and the velocity sensor, a mechanical system rotates or adjusts the rotational orientation about the optical axis of the headlight in a direction opposite to the bank angle of the motorcycle. Other systems mechanically move a mirror to adjust the direction of illumination coming from a fixed light source. Each of these systems requires complex computations, which require complex electronics, and they also require sophisticated mechanical systems to provide movement of the illumination from the light source. The mechanical systems add complexity and cost to both the headlight and the overall vehicle cost.

Some steerable headlights have been developed that address problems related to mechanically rotating headlights for automobiles. For instance, it is known to provide a one or two dimensional array of LEDs where the LEDs generate separate adjacent light fields and where different horizontal subsets of the LEDs may be illuminated to generate light patterns at different locations in front of the automobile. Although this type of arrangement may provide adjustable horizontal illumination for an automobile, it inadequately addresses the effect when a vehicle, such as a motorcycle, is banking. Merely providing additional illumination to the left or to the right fails to illuminate the portion of the curved road ahead of a motorcycle driver. The horizontal row of LEDs and associated horizontally shaped light beam pattern is still rotated off of horizontal and would tilt and bank during the vehicle bank (see <FIG>).

What is needed are systems and methods that accurately calculate a bank angle, and based upon the bank angle, alter a distribution of illumination to more naturally illuminate more of the driver's field of view.

Further prior art can be found in the <CIT> and the <CIT>. The <CIT> relates to a motorcycle headlamp device that can provide a wide front field of view even during cornering during night driving. The <CIT> relates to a saddle riding vehicle for enabling a rider to ride in a saddle type. The vehicle is provided with a vehicle speed detecting means for detecting a vehicle speed, a yaw rate detecting means for detecting a yaw rate, an estimating means for respectively deducing an estimate of the inclination and the turning radius the of vehicle body from these vehicle speed and yaw rate and a control means for controlling the vehicle according to the estimate.

It has been recognized that an angle of a vehicle can be accurately calculated using axis data, and based on the calculated angle, vehicle illumination optics can be controlled to maintain a pattern of illumination from an illumination source to be generally horizontal. For example, a bank angle of a vehicle can be accurately calculated using roll axis data, and based on the calculated bank angle, the illumination optics can be controlled, or the pitch rate data can be used to provide an improved illumination pattern when the vehicle is pitching either up or down due to a hill in the road, for example. In some embodiments, roll axis data and/or motion sensor offset can be incorporated into the bank angle calculation. In some embodiments, when yaw axis data equals zero, the calculated bank angle can be zeroed. The improved pattern of distributed illumination from the illumination source illuminates a more natural field of view for the vehicle driver during a bank. In some embodiments, the vehicle illumination source can include a primary illumination group and a plurality of side illumination groups.

The present invention is defined by means of its independent claims <NUM> and <NUM>, wherein claim <NUM> is directed to a headlight system for a banking vehicle, and wherein claim <NUM> is directed to a method for calculating a bank angle value and controlling a headlight on a banking vehicle.

In accordance with an embodiment of the invention, an apparatus is provided for calculating a bank angle value of a banking vehicle. The apparatus comprises an inertial measurement unit, the inertial measurement unit including a processor and at least one motion sensor operatively coupled to the processor. The processor is programmed to sample yaw rate data at a predetermined rate, the yaw rate data provided by the at least one motion sensor; compare the yaw rate data to a predefined minimum yaw rate and a predefined maximum yaw rate, and when the yaw rate data is between the predefined minimum yaw rate and the predefined maximum yaw rate, set a bank angle value to zero; and when the yaw rate data is not between the predefined minimum yaw rate and the predefined maximum yaw rate, calculate the bank angle value.

In accordance with an additional embodiment of the invention, an apparatus is provided for controlling a horizontal distribution of illumination from a vehicle when the vehicle is banking, the vehicle including a headlamp to distribute the horizontal distribution of illumination. The apparatus comprises an inertial measurement unit, the inertial measurement unit including a processor and a motion sensor operatively coupled to the processor, the motion sensor to be coupled to the banking vehicle. The processor is programmed to sample yaw rate data at a predetermined rate, the yaw rate data provided by the motion sensor coupled to the banking vehicle; receive a motion sensor offset value; compare the yaw rate data to a predefined minimum yaw rate and a predefined maximum yaw rate, and when the yaw rate data is between the predefined minimum yaw rate and the predefined maximum yaw rate, determine if the motion sensor offset value is between a predefined minimum offset and a predefined maximum offset; when the yaw rate data is not between the predefined minimum yaw rate and the predefined maximum yaw rate, or when the motion sensor offset value is not between the predefined minimum offset and the predefined maximum offset, determine a roll data sum, the roll data sum equal to a roll rate data value minus the motion sensor offset value, and then calculate the bank angle value; and when the motion sensor offset value is between the predefined minimum offset and the predefined maximum offset, set the bank angle value to zero.

In accordance with a further embodiment of the invention, a vehicle headlamp for providing a horizontal distribution of illumination for a vehicle when the vehicle is banking is provided. The headlamp comprises a headlamp housing. An inertial measurement unit is positioned within the housing, the inertial measurement unit including a processor and at least one motion sensor operatively coupled to the processor. A primary illumination group and a plurality of side illumination groups are positioned with the headlamp housing, the primary illumination group and the plurality of side illumination groups operatively coupled to a driver board, the driver board operatively coupled to the processor. The processor is programmed to sample yaw rate data provided by the at least one motion sensor; compare the yaw rate data to a predefined minimum yaw rate and a predefined maximum yaw rate, and when the yaw rate data is between the predefined minimum yaw rate and the predefined maximum yaw rate, set a bank angle value to zero; and when the yaw rate data is not between the predefined minimum yaw rate and the predefined maximum yaw rate, calculate a bank angle value and cause at least one of the plurality of side illumination groups to illuminate to provide the horizontal distribution of illumination for the vehicle when the vehicle is banking.

In accordance with yet a further embodiment, an apparatus for calculating a angle value of a vehicle is provided. The apparatus includes an inertial measurement unit, the inertial measurement unit including a processor and at least one motion sensor operatively coupled to the processor. The processor is programmed to sample motion data at a predetermined rate, the motion data provided by the at least one motion sensor; compare the motion data to a predefined minimum motion rate and a predefined maximum motion rate, and when the motion data is between the predefined minimum motion rate and the predefined maximum motion rate, set a vehicle angle value to zero; and when the motion data is not between the predefined minimum motion rate and the predefined maximum motion rate, calculate the vehicle angle value.

To the accomplishment of the foregoing and related ends, the invention, then, comprises the features hereinafter fully described. The following description and the annexed drawings set forth in detail certain illustrative aspects of the invention. However, these aspects are indicative of but a few of the various ways in which the principles of the invention can be employed. Other aspects, advantages and novel features of the invention will become apparent from the following detailed description of the invention when considered in conjunction with the drawings.

While the invention is susceptible to various modifications and alternative forms, specific embodiments thereof have been shown by way of example in the drawings and are herein described in detail. It should be understood, however, that the description herein of specific embodiments is not intended to limit the invention to the particular forms disclosed, but on the contrary, the intention is to cover all modifications, equivalents, and alternatives falling within the scope of the invention as defined by the appended claims.

The various aspects of the subject invention are now described with reference to the annexed drawings, wherein like reference numerals correspond to similar elements throughout the several views. It should be understood, however, that the drawings and detailed description hereafter relating thereto are not intended to limit the claimed subject matter to the particular form disclosed. Rather, the intention is to cover all modifications, equivalents, and alternatives falling within the scope of the claimed subject matter.

As used herein, the terms "component," "system," "device" and the like are intended to refer to either hardware, a combination of hardware and software, software, or software in execution. The word "exemplary" is used herein to mean serving as an example, instance, or illustration. Any aspect or design described herein as "exemplary" is not necessarily to be construed as preferred or advantageous over other aspects or designs.

Furthermore, the disclosed subject matter may be implemented as a system, method, apparatus, or article of manufacture using standard programming and/or engineering techniques and/or programming to produce hardware, firmware, software, or any combination thereof to control a source of illumination to implement aspects detailed herein.

Unless specified or limited otherwise, the terms "connected," and "coupled" and variations thereof are used broadly and encompass both direct and indirect mountings, connections, supports, and couplings. As used herein, unless expressly stated otherwise, "connected" means that one element/feature is directly or indirectly connected to another element/feature, and not necessarily electrically or mechanically. Likewise, unless expressly stated otherwise, "coupled" means that one element/feature is directly or indirectly coupled to another element/feature, and not necessarily electrically or mechanically.

As used herein, the term "processor" may include one or more processors and memories and/or one or more programmable hardware elements. As used herein, the term "processor" is intended to include any of types of processors, CPUs, microcontrollers, digital signal processors, or other devices capable of executing software instructions.

Embodiments of the technology are described below by using diagrams to illustrate either the structure or processing of embodiments used to implement the embodiments of the present technology. Using the diagrams in this manner to present embodiments of the technology should not be construed as limiting of its scope. The present technology contemplates various illumination control and optics configurations capable of providing controllable illumination patterns.

The various embodiments of the bank angle calculation and illumination source configurations will be described in connection with a motorcycle headlight. That is because the features and advantages of the technology are well suited for this purpose. Still, it should be appreciated that the various aspects of the technology can be applied in other forms of optics and vehicles, and is not limited to motorcycles, as it will be understood that a wide variety of vehicles using a headlight or headlights including automobiles may benefit from bank angle calculations and illumination optics having the features described herein.

Referring now to the drawings wherein like reference numerals correspond to similar elements throughout the several views and, more specifically, referring to <FIG> and <FIG>, at least some embodiments of the present invention include systems and methods for calculation of a bank angle <NUM> for a vehicle <NUM>. In an exemplary embodiment, the vehicle <NUM> is shown to be a motorcycle <NUM>, including a headlight <NUM>. It is to be appreciated that a wide variety of other vehicles would also benefit from the present technology, including boats, wave riders, peddle bikes, airplanes, roller coasters, automobiles, and the like, that may bank as the vehicle turns or may be on a banked road. In the embodiments described herein, the bank angle <NUM> can be used to generate, among other things, an improved illumination pattern during a vehicle bank, to be described in greater detail below.

Referring to <FIG>, an exemplary motorcycle <NUM> can include an inertial measurement unit (IMU) <NUM>. The IMU <NUM> can provide data including velocity, mass, and angular information, for example, of the motorcycle <NUM> by way of one or more of the motorcycle's pitch rate data <NUM> (rotation around the X-axis), yaw rate data <NUM> (rotation around the Y-axis), roll rate data <NUM> (rotation around the Z-axis) and acceleration data <NUM> in at least the X, Y, and Z axes (see <FIG>). From combinations of these measurements, the bank angle <NUM> can be calculated. In some embodiments, the calculated bank angle <NUM> can then be provided to vehicle electronics <NUM>. In some embodiments, the IMU <NUM> is included with the vehicle electronics <NUM>. The IMU <NUM> and or the vehicle electronics <NUM> can utilize the calculated bank angle <NUM> to control illumination <NUM> from the vehicle headlight <NUM>. In some embodiments, a switch <NUM> can also be operationally coupled to the vehicle electronics <NUM> to switch the headlight <NUM> between a high beam mode and a low beam mode, for example, or to control other illumination features of the vehicle headlight <NUM>. As is known, the low beam mode provides illumination that is aimed slightly down to avoid blinding oncoming drivers, and the high beam mode provides illumination typically at a higher wattage and that is aimed more further ahead to give the driver a longer illuminated view. The features described herein are contemplated for both low beam mode and high beam mode.

Referring to <FIG>, the IMU <NUM> and/or the vehicle electronics <NUM> can comprise individual components or can be a single integrated chip, for example. In some embodiments, the IMU <NUM> can include combinations of a processor <NUM>, and a motion sensor or sensors including a gyroscope <NUM>, an accelerometer <NUM>, a magnetic sensor <NUM>, a communication device, e.g., a communications port <NUM>, and a wireless communication device <NUM>, depending on the application. The processor <NUM> can include internal memory and/or memory <NUM> can be included. It is to be appreciated that the IMU <NUM> can include a variety of configurations. Single axis and/or multi-axis motion sensors including but not limited to gyroscopes, accelerometers, and magnetic sensors can be used. Other embodiments can include built-in filtering algorithms and can also include data logging. The communication device, i.e., the communication port <NUM> and the wireless communications <NUM> are not required, but may be included to provide the user data access and/or illumination customization features, as non-limiting examples. A communication port <NUM> can comprise a USB port or RS-<NUM> port or other known serial or parallel communication port configurations. The IMU <NUM> can also include plug and play capabilities, i.e., plug and play operable with a vehicle control system.

In some embodiments, the IMU <NUM> can include a processor <NUM> and a motion sensor <NUM> that senses at least two axis, such as a two-axis MEMS gyroscope <NUM>. The motion sensor <NUM> can provide the measurement data usable to produce the calculated bank angle <NUM>, which can be calculated from the yaw rate data <NUM> and the roll rate data <NUM> (see <FIG>).

The processor <NUM> can use the simplified equation below to produce the calculated bank angle <NUM>:
If yaw rate data <NUM> = zero, then calculated bank angle (new) <NUM> = zero, else calculated bank angle (new) <NUM> = calculated bank angle (old) <NUM> + roll rate data <NUM> * K, where K = a scale factor calculated by a sample rate = t, a bank angle calculation period, and resolution of the motion sensor <NUM>.

In one embodiment, the sample rate t can equal about ten milliseconds, although it is to be appreciated that the sample rate t can be more or less, such as five milliseconds, or twenty milliseconds, or one hundred milliseconds, or one second, depending on the application. In the above equation, the calculation of the bank angle <NUM> allows for the motion sensor <NUM> to be zeroed out when the vehicle returns to a horizontal orientation. This simplified approach allows for the calculation of the bank angle without the need for additional motion data measurements, and without requiring significant processing power.

Referring to <FIG> and <FIG>, an exemplary method <NUM> is shown for calculating the bank angle <NUM>. At process block <NUM>, yaw rate data <NUM> in degrees per time period can be sampled at a predetermined rate. The predetermined rate can be based off a timer that triggers a read of the motion data, for example. It is to be appreciated that the yaw rate data <NUM> can be sampled or acquired by many different known methods, and at various sampling rates.

At process block <NUM>, a motion sensor offset <NUM> can be determined, if available, from a product data sheet, for example. The motion sensor offset <NUM> can be a predetermined value generated from a factory calibration, for example, or can be a continuously generated value. An actual offset will vary from part to part and over time and temperature. The motion sensor offset <NUM> can then be provided to the processor <NUM>.

At decision block <NUM>, the yaw rate data <NUM> can be compared to a predefined minimum yaw rate <NUM> and a predefined maximum yaw rate <NUM>. The minimum yaw rate <NUM> and the maximum yaw rate <NUM> are two of several parameters that can be used to tune the method <NUM> for any one of a specific motion sensor, vehicle, or sample rate used individually or in any combination. If the yaw rate data <NUM> is between the minimum yaw rate <NUM> and the maximum yaw rate <NUM>, the yaw rate data <NUM> is within an acceptable range <NUM> where the yaw rate data <NUM> is determined by the method <NUM> to indicate that there is no yaw, and accordingly, the vehicle is not turning and therefore the bank angle <NUM> equals zero or can be set to zero, at process block <NUM>.

When the yaw rate data <NUM> is not between the minimum yaw rate <NUM> and the maximum yaw rate <NUM>, then the yaw rate data <NUM> indicates that the vehicle is turning. At process block <NUM>, a roll data sum <NUM> can be determined. The roll data sum <NUM> equals the roll rate data <NUM> minus the motion sensor offset <NUM> plus a previous roll data sum <NUM>, if previously determined. At process block <NUM>, the bank angle <NUM> can then be calculated by multiplying the roll data sum <NUM> by a scale factor K <NUM> to produce the bank angle <NUM> in degrees. For example, when roll data sum <NUM> equals one hundred degrees per millisecond, and roll rate data <NUM> equals twenty-two degrees per millisecond, and motion sensor offset <NUM> equals two degrees per millisecond, roll data sum <NUM> can be calculated to be one hundred and twenty degrees per millisecond. Multiplying roll data sum by the scale factor K <NUM> divides out the sample rate to end up with a bank angle in degrees. In this example, roll data sum <NUM> equals one hundred and twenty degrees per millisecond, and can be multiplied by <NUM>/<NUM> millisecond to arrive at a bank angle <NUM> of six degrees. The method <NUM> can be repeated at the sampling rate t.

Referring to <FIG>, an alternative method <NUM> for calculating the bank angle <NUM> is shown. The method <NUM> is similar to the method <NUM> of <FIG>, except in method <NUM>, an initialization process can be included to allow a motion sensor offset determination sufficient time to establish. At decision block <NUM>, if the yaw rate data <NUM> is between the minimum yaw rate <NUM> and the maximum yaw rate <NUM>, the yaw rate data <NUM> is within an acceptable range <NUM> where the system interprets the yaw rate data <NUM> to indicate that there is no yaw. Next, at decision block <NUM>, the motion sensor offset <NUM> can be compared to a predefined minimum offset <NUM> and a predefined maximum offset <NUM>. The minimum offset <NUM> and the maximum offset <NUM> are two more of the several parameters that can be used to tune the method <NUM> for a specific motion sensor, vehicle, and/or sample rate used.

When the motion sensor offset <NUM> is not between the minimum offset <NUM> and the maximum offset <NUM>, the roll data sum <NUM> can be filtered to smooth the return of the motion sensor offset value to zero. This serves to avoid the immediate calculation of a zero degree bank angle <NUM> when erroneous data is received that would indicate no yaw, yet the vehicle <NUM> is in a turn. At process block <NUM>, the roll data sum <NUM> can be calculated by dividing the roll data sum <NUM> by a soft zero rate factor <NUM>. The soft zero rate factor <NUM> is another of the several parameters that can be used to tune the method <NUM> for a specific motion sensor, vehicle, and/or sample rate used. Next, at process block <NUM>, the bank angle <NUM> can then be calculated by multiplying the roll data sum <NUM> by the scale factor <NUM> to produce the bank angle <NUM> in degrees.

When the motion sensor offset <NUM> is between the minimum offset <NUM> and the maximum offset <NUM>, the motion sensor offset <NUM> has not yet been sufficiently calculated, so the roll data sum <NUM> is simply set to zero to compensate for the extra roll data sum error. The method <NUM> can be repeated at the sampling rate t.

Referring to <FIG>, a method <NUM> associated with calculating a motion sensor offset <NUM> is shown. The motion sensor offset <NUM> can be used with the method <NUM> of <FIG> and the method <NUM> of <FIG>. As is known, motion sensors, such as a MEMS gyroscope, include an amount of inherent error, which can be referred to as offset. The method <NUM> shown in <FIG> is used to calculate the motion sensor offset <NUM> over time so the bank angle calculation can account for the inherent error produced by the motion sensor <NUM>.

Referring to <FIG> and <FIG>, at process block <NUM>, roll rate data <NUM> can be sampled at a predetermined rate. The predetermined rate can be based off a timer that triggers a read of the motion data, for example. It is to be appreciated that the roll rate data <NUM> can be sampled or acquired by many different known methods, and can be averaged over two or more samples. At decision block <NUM>, a roll rate sum value <NUM> can be compared to a predefined minimum drift <NUM> and a predefined maximum drift <NUM>. The minimum drift <NUM> and the maximum drift <NUM> are two of the several parameters that can be used to tune the method <NUM> for a specific motion sensor, vehicle, and/or sample rate used.

When the roll rate sum <NUM> is between the minimum drift <NUM> and the maximum drift <NUM>, each incrementally sampled roll rate data <NUM>, or every other, or some variation thereof, can be summed with the previous roll rate sum <NUM>, at process block <NUM>. Next at process block <NUM>, the counter value <NUM> can be incremented. Method <NUM> can then proceed to either method <NUM> or method <NUM>.

If the roll rate sum <NUM> is not between the minimum drift <NUM> and the maximum drift <NUM>, the roll rate sum <NUM> is divided by the counter value <NUM> to produce a roll rate average <NUM>, at process block <NUM>. The motion sensor offset <NUM> can then be calculated, at process block <NUM>, by adding the new roll rate average <NUM> to a predetermined value for an offset and then dividing the sum by two. The new roll rate average <NUM> can be averaged with the prior roll rate average <NUM> to limit the amount of change within each sampling cycle. If desired, the number of samples used to average the motion sensor offset <NUM> can be changed, which would increase or decrease the speed of the motion sensor offset update. It is to be appreciated that this is but one filtering technique, and there are other filtering techniques that could be used. Continuing at process block <NUM>, the counter value <NUM> can then be zeroed and the roll rate sum <NUM> can then be zeroed at process block <NUM>. Method <NUM> can then proceed to either method <NUM> or method <NUM>.

Referring to <FIG>, an alternative embodiment of a method <NUM> associated with calculating a motion sensor offset <NUM> is shown. As with the method <NUM> of <FIG>, the motion sensor offset <NUM> can be used with the method <NUM> of <FIG> and the method <NUM> of <FIG>. The method <NUM> can be used to calculate the motion sensor offset <NUM> over time so a motion related calculation can account for the inherent error produced by the motion sensor <NUM>.

At process block <NUM>, motion data <NUM> can be sampled at a predetermined rate. The predetermined rate can be based off a timer that triggers a read of the motion data, for example, or the motion data <NUM> can be sampled or acquired by many different known methods, and can be averaged over two or more samples.

At decision block <NUM>, it can be determined if a motion data sum <NUM> is outside of a predetermined range (e.g., is x > x(max) or is x < x(min)) and if counter value <NUM> is greater than a minimum average counter value <NUM>. The x(max) and the x(min) are two of the several parameters that can be used to tune the method <NUM> for a specific motion sensor, vehicle, and/or sample rate used. Motion data sum <NUM> can comprise data from any axis, and the method <NUM> can be used for any axis.

When the motion data sum <NUM> is not outside of the predetermined range and the counter value <NUM> is not greater than a minimum average counter value <NUM>, at decision block <NUM>, it can be determined if the motion data <NUM> is outside of a predetermined range. Decision block <NUM> is an optional step and can be included to help limit the motion data sum <NUM> and improve the speed of the motion sensor offset calculation. When decision block <NUM> is included, if the motion data <NUM> is outside of the predetermined range, then the motion data <NUM> can be determined to be actual motion data, and method <NUM> can proceed to either method <NUM> or method <NUM>. If the motion data <NUM> is not outside of the predetermined range, then method <NUM> can proceed to process block <NUM>. When optional decision block <NUM> is not included in method <NUM>, and the motion data sum <NUM> is not outside of the predetermined range and the counter value <NUM> is not greater than a minimum average counter value <NUM>, method <NUM> can proceed to process block <NUM>.

At process block <NUM>, the latest motion data <NUM> can be added the motion data sum <NUM>. Optionally, the motion sensor offset <NUM> can be subtracted from the motion data <NUM>. Tracking the difference in offset helps limit how often the motion sensor offset <NUM> is updated when there is a small difference between a calculated offset and the actual offset of the sensor. Next at process block <NUM>, the counter value <NUM> can be incremented. Method <NUM> can then proceed to either method <NUM> or method <NUM>.

When the motion data sum <NUM> is outside of the predetermined range and the counter value <NUM> is greater than a minimum average counter value <NUM>, the motion data sum <NUM> can be divided by the counter value <NUM>, and optionally the motion sensor offset <NUM> can be added, to produce a new motion data average <NUM>, at process block <NUM>. The motion sensor offset <NUM> can then be calculated, at process block <NUM>, by adding the new motion data average <NUM> to a predetermined value for an offset and then dividing the sum by two. The new motion data average <NUM> can be averaged with the prior motion data average <NUM> to limit the amount of change within each sampling cycle. If desired, the number of samples used to average the motion sensor offset <NUM> can be changed, which would increase or decrease the speed of the motion sensor offset update. It is to be appreciated that this is but one filtering technique, and there are other filtering techniques that could be used. Continuing at process block <NUM>, the counter value <NUM> can then be zeroed and the motion data sum <NUM> can then be zeroed at process block <NUM>. Method <NUM> can then proceed to either method <NUM> or method <NUM>.

In some embodiments, the roll rate average <NUM> can be stored in memory <NUM>. In some embodiments the memory is non-volatile memory <NUM>, and maintaining the roll rate average <NUM> in non-volatile memory <NUM> can be beneficial to provide the method <NUM> with a larger amount of samples over time to better account for the inherent error produced by the motion sensor <NUM>. If the roll rate average <NUM> is not saved in non-volatile memory <NUM>, each time the vehicle is powered down, and then powered back up, the roll rate average <NUM> calculation can go through several data samples before the roll rate average <NUM> and associated counter value <NUM> produced a useful roll rate average.

After methods <NUM> or <NUM> calculate a bank angle <NUM>, an illumination source, e.g., a headlight according to the present technology, can be controlled to provide an improved illumination pattern during a vehicle bank. Referring to <FIG>, the motorcycle <NUM> on the curved road <NUM> can provide an improved illumination pattern <NUM> where additional illumination is provided to generally maintain a horizontal illumination pattern in the driver's line of sight area <NUM>.

Referring now to <FIG>, an embodiment of a headlight <NUM> controllable to provide an improved illumination pattern during a vehicle bank is shown in several orientations. In this embodiment, the headlight <NUM> can be sized and shaped to allow the headlight to fit within the volume of a predetermined sealed beam lamp. For example, motorcycles are known to use standard PAR56 sealed beam headlights, although custom sizes and shapes are contemplated. The headlight <NUM> can include a primary illumination group <NUM> and a plurality of side illumination groups <NUM>. In some embodiments, lenses and/or reflectors can be used to enhance or reflect illumination. Illumination groups <NUM> and <NUM> can include a single illumination source, or a plurality of illumination sources. An illumination source can include any known or future developed Illumination source, including tungsten halogen, HID, LED, emissive surface, and laser as non-limiting examples. In the embodiment shown, three side illumination groups <NUM>, <NUM>, <NUM> are shown on a left side <NUM> (looking at the headlight <NUM>), and three side illumination groups <NUM>, <NUM>, <NUM> are shown on a right side <NUM> of the headlight <NUM>, although, more or less are contemplated.

It is to be appreciated that more than one headlamp can be used to achieve the features described herein. For example, the side illumination groups <NUM>, <NUM>, <NUM> as described as being on the left side can be in one headlamp, side illumination groups <NUM>, <NUM>, <NUM> as described as being on the right side can be in another headlamp, and the primary illumination group <NUM> can be in yet another headlamp. As best seen in <FIG>, the headlight <NUM> can include a driver board <NUM> that includes the illumination sources <NUM> and illumination source drivers <NUM>. The illumination source drivers <NUM> can be analog or digital, and can be included for low beam illumination, high beam illumination, and banking illumination.

In one embodiment, side illumination groups <NUM> and <NUM> can be spaced or rotated off of horizontal <NUM> by five degrees, side illumination groups <NUM> and <NUM> can be rotated off of horizontal <NUM> by ten degrees, and side illumination groups <NUM> and <NUM> can be rotated off of horizontal <NUM> by fifteen degrees. The rotation off of horizontal for a motorcycle that has a greater bank angle can extend higher, e.g., twenty degrees, or thirty degrees, or forty-five degrees, as non-limiting examples. It is to be appreciated that rotation off of horizontal can range anywhere between zero and ninety degrees, and the rotation can be both above horizontal and below horizontal <NUM>. Further, rotation off of horizontal <NUM> can be linear, e.g., five, ten, fifteen degrees, or rotation off of horizontal <NUM> can be exponential, e.g., two, four, eight, sixteen, thirty-two degrees, or a combination of both linear and exponential.

Referring to <FIG>, improved illumination projections from the headlight <NUM> are shown. The headlight is generally level, or horizontal, in <FIG>, and the associated illumination projection <NUM> is also generally level. Only the primary illumination group <NUM> is energized to produce the illumination projection <NUM>. In <FIG>, the headlight <NUM> is simulating a five degree left bank (of a motorcycle, for example). The primary illumination group <NUM> is energized, along with side illumination group <NUM> on the right side <NUM>. As can be seen in the illumination projection <NUM>, illumination from the primary illumination group <NUM> is angled at generally five degrees, and illumination projection <NUM> from the side illumination group <NUM> remains generally horizontal, and provides illumination for the space above and to the left of center of the angled illumination projection <NUM> from the primary illumination group <NUM>. The added illumination projection <NUM> from the side illumination group <NUM> provides the improved illumination pattern to generally maintain a horizontal illumination pattern in the driver's line of sight area.

The results are similar for <FIG>. In <FIG>, the headlight <NUM> is simulating a ten degree left bank. The primary illumination group <NUM> is energized, along with side illumination group <NUM> on the right side <NUM>. As can be seen in the illumination projection <NUM>, illumination from the primary illumination group <NUM> is angled at generally ten degrees, and illumination projection <NUM> from the side illumination group <NUM> remains generally horizontal, and provides illumination for the space above and to the left of center of the angled illumination projection <NUM> from the primary illumination group <NUM>.

In <FIG>, the headlight <NUM> is simulating a fifteen degree left bank. The primary illumination group <NUM> is energized, along with side illumination group <NUM> on the right side <NUM>. As can be seen in the illumination projection <NUM>, illumination from the primary illumination group <NUM> is angled at generally fifteen degrees, and illumination projection <NUM> from the side illumination group <NUM> remains generally horizontal, and provides illumination for the space above and to the left of center of the angled illumination projection <NUM> from the primary illumination group <NUM>.

In <FIG>, only one side illumination group on one side of the headlight <NUM> is shown energized. It is to be appreciated that one or more of the side illumination groups can be illuminated at any particular bank angle, and that one or more illumination groups can be illuminated on either or both the right side and the left side for a left bank and a right bank to fill in more or less of an illumination projection.

Referring now to <FIG>, an embodiment of a headlight <NUM> controllable to provide an improved illumination pattern during a vehicle bank is shown in several orientations. Any of the features described above with reference to <FIG> are contemplated with this embodiment. In this embodiment, the headlight <NUM> can be sized and shaped to fit within or on the fairing of a motorcycle, for example. The headlight <NUM> can include a primary illumination group <NUM> and a plurality of side illumination groups <NUM>. The illumination groups <NUM> and <NUM> can reflect illumination from a single illumination source or a plurality of illumination sources. In some embodiments, lenses can also be used to enhance or reflect illumination. In the embodiment shown, three side illumination groups <NUM>, <NUM>, <NUM> are shown on a left side <NUM> (looking at the headlight), and three side illumination groups <NUM>, <NUM>, <NUM> are shown on a right side <NUM> of the headlight <NUM>, although, more or less are contemplated. As best seen in <FIG>, the headlight <NUM> can include a driver board <NUM> that includes the illumination sources <NUM> and illumination source drivers <NUM>. The illumination source drivers <NUM> can be analog or digital, and can be included for low beam illumination, high beam illumination, and banking illumination.

In some embodiments, side illumination groups <NUM> and <NUM> can move the illumination cutoff into the turn at five degrees, side illumination groups <NUM> and <NUM> can move the illumination cutoff into the turn at ten degrees, and side illumination groups <NUM> and <NUM> can move the illumination cutoff into the turn at fifteen degrees.

Referring to <FIG>, improved illumination projections from the headlight <NUM> are shown. Similar to <FIG>, in <FIG>, the headlight <NUM> is level, and the associated illumination projection <NUM> is also generally level. Only the primary illumination group <NUM> reflects illumination from an illumination source to produce the illumination projection <NUM>. In <FIG>, the headlight <NUM> is simulating a five degree left bank (of a motorcycle, for example). The primary illumination group <NUM> is energized, along with side illumination group <NUM> on the right side <NUM>. As can be seen in the illumination projection <NUM>, illumination from the primary illumination group <NUM> is angled at generally five degrees, and illumination projection <NUM> from the side illumination group <NUM> remains generally horizontal, and provides illumination for the space above and to the left of center of the angled illumination projection <NUM> from the primary illumination group <NUM>. The added illumination projection <NUM> from the side illumination group <NUM> provides the improved illumination pattern to generally maintain a horizontal illumination pattern in the driver's line of sight area.

Similar to <FIG>, in <FIG>, only one side illumination group on one side of the headlight <NUM> is shown as reflecting illumination from an illumination source. It is to be appreciated that one or more of the side illumination groups can reflect illumination at any particular bank angle, and that one or more illumination groups can be illuminated on either or both the right side and the left side for a left bank and a right bank to fill in more or less of an illumination projection. The examples provided of fifteen degrees are exemplary only. Other vehicles, such as a sports bike that can take turns at high degrees of bank may extend illumination forty-five degrees or more or less.

In some embodiments, in addition to calculating the bank angle <NUM> in order to provide an improved illumination pattern during a vehicle bank as described above, the pitch rate data <NUM> from the IMU <NUM> can be used to provide an improved illumination pattern when the vehicle is pitching either up or down due to a hill in the road, for example. As can be seen in <FIG>, a headlight can include one or more rows of illumination sources <NUM>. Each row can be controlled, alone or in combination with lenses or reflectors to provide an improved illumination pattern generally in front of the vehicle to maintain illumination on the road while the vehicle is pitching. Further, the improved illumination pattern during a vehicle bank can be combined with the improved illumination pattern while the vehicle is pitching.

One important aspect of at least some embodiments of the present invention is that the vehicle electronics <NUM> can allow the illumination source to be modulated using pulse width modulation (PWM) or other known modulation techniques to a predetermined or calculated level so that the illumination source can be smoothly turned on and off to avoid the driver's perception of individual illumination sources being turned on or off at full capacity. For example, when a bank angle is calculated to be at four degrees, the five degree element, e.g., side illumination groups <NUM> and <NUM>, or side illumination groups <NUM> and <NUM>, can be controlled to illuminate at eighty percent of its full intensity.

In one embodiment, side illumination groups <NUM> and <NUM>, or side illumination groups <NUM> and <NUM>, can be controlled to illuminate in a range anywhere between zero and one hundred percent of full intensity per degree of bank. Further, control of the illumination can be linear, e.g., twenty, forty, sixty, etc., percent of illumination per degree of bank, or control of the illumination can be exponential, e.g., ten, twenty, forty, eighty percent of illumination, or a combination of both linear and exponential.

As previously identified, single, dual, multi element illumination sources, and emissive projection technologies are considered within the scope of the invention. For example, one embodiment could include an array of LEDs or an emissive projector that can be controlled to illuminate a pattern of illumination sources, as shown in <FIG>, as non-limiting examples, to provide various improved illumination projection patterns <NUM>, <NUM>, <NUM> respectively. For example, illumination projection pattern <NUM> shows several illuminated LEDs <NUM> illuminated in a horizontal line, along with several more illuminated LEDs <NUM> in an upper right quadrant <NUM>. In addition, the shape of an LED array or emissive projector, for example, can be optimized to provide desired illumination patters for specific vehicles and specific operating conditions. The structure of the illumination source can be flat, convex, concave, or combinations, to provide optimized illumination patters.

In some embodiments, the processor <NUM> can be configured to control other vehicle operations when a bank angle is calculated, and/or when a bank angle of zero is determined. For example, it can be advantageous to turn on a blinker or a side light <NUM> (see <FIG> and <FIG>) to further provide additional focused illumination for particular vehicle maneuvers, such as when a vehicle is parking, or when a vehicle is making a sharp turn at a street corner. Similarly, a blinker or a side light, for example, can be automatically turned off based on a calculated bank angle, and/or when a bank angle of zero is determined. It is to be appreciated that the processor <NUM> can be configured to control non-illumination related vehicle operations as well. For example, when a bank angle is calculated, vehicle shocks or vehicle steering functions can be adjusted according to the calculated bank angle.

In other embodiments, processor <NUM> can be configured to control one or a plurality of illumination patterns. Examples of illumination patterns can include a vehicle start-up pattern, a vehicle shutdown pattern, a vehicle parked pattern, a pattern when a vehicle horn is honked, a vehicle operator initiated pattern, and different patterns for a left headlight and a right headlight, etc. The illumination patterns can be stored in memory <NUM>. The illumination pattern can be primarily meant for entertainment, and not for specific illumination for vehicle operation. The illumination pattern can be initiated when the vehicle is powered up and/or turned off. It is to be appreciated that the illumination pattern can be initiated at other times as well, such as when the vehicle is not moving, or daylight when the headlight illumination is not required. For example, the illumination sources could be controlled to ramp up and down in illumination intensity for several seconds and/or through several cycles, and/or the illumination sources could be controlled to illuminate in a circular fashion so it appears that the illumination is chasing its own tail. The configuration of illumination patterns are only limited by the particular configuration of the illumination sources. The illumination pattern can be preprogrammed when the headlight is manufactured, or, the illumination pattern can be user programmable.

In yet other embodiments, a user can control and/or configure and/or customize headlight options, including illumination patterns and other illumination functions. For example, an application, i.e., and "App" can be provided to a user. The App can be cell phone/smart device based or HTML web based, or both, as non-limiting examples. In addition, a key fob or other remote device can include control and/or configuration capabilities. These control and/or configuration options can provide remote control / configuration and/or wireless control and/or configuration of headlight options using a wireless communication option <NUM>, or with connectivity through the USB port <NUM>, or both.

In some embodiments, headlight options can be licensed or provided as a pay-as-you-go feature. For example, a user may only want to enable the custom illumination pattern function when the vehicle is going to be in a parade, or a show of some sort. Again, using an App or a web site provided to a user, and with connectivity through the USB port <NUM>, or a wireless communication option <NUM>, as a non-limiting examples, the user with a cell phone or other smart device can control and/or configure and/or create custom illumination patters, e.g., whatever function was licensed or pre-paid for. Further, the functions paid for can be disabled after a predetermined amount of time, i.e., the amount of time paid for. Other headlight options that can be made available via a license or as a pay-as-you-go feature include the improved illumination pattern during a vehicle bank, the ability to control a booster for a high or low beam, or any other controllable headlight function, as non-limiting examples.

It is to be appreciated that the embodiments described herein may include other elements such as covers, lenses, reflectors, baffles, motors, solenoids, and surface arrangements, all for the purpose of controlling and/or adjusting the illumination projection from a headlight arrangement. It is also to be appreciated that the embodiments described herein contemplate use in a low beam mode and a high beam mode.

Although the present technology has been described with reference to preferred embodiments, workers skilled in the art will recognize that changes may be made in form and detail without departing from the scope of the claims. For example, the present invention is not limited to headlight illumination for a motorcycle and may be practiced with other vehicles that require control of illumination. In addition, alone, or in combination with the embodiments described herein, additional embodiments can include one or more illumination sources that are controlled to stay horizontal during a bank, so as to continually produce a horizontal illumination pattern, even during a bank.

Claim 1:
A headlight system for a banking vehicle (<NUM>) comprising:
a headlight (<NUM>); and
an inertial measurement unit (<NUM>) including a processor (<NUM>) and a motion sensor (<NUM>, <NUM>, <NUM>), the processor (<NUM>) being configured to:
sample yaw rate data (<NUM>) from the motion sensor (<NUM>, <NUM>, <NUM>);
compare the yaw rate data (<NUM>) to a predefined minimum yaw rate (<NUM>) and a predefined maximum yaw rate (<NUM>);
when the yaw rate data (<NUM>) is between the predefined minimum yaw rate (<NUM>) and the predefined maximum yaw rate (<NUM>), set the bank angle value to zero; and
when the yaw rate data (<NUM>) is not between the predefined minimum yaw rate (<NUM>) and the predefined maximum yaw rate (<NUM>), calculate the bank angle value (<NUM>) based on roll rate data provided by the motion sensor (<NUM>, <NUM>, <NUM>);
wherein the processor (<NUM>) is further configured to control an illumination pattern (<NUM>) provided by the headlight (<NUM>) in response to the bank angle value (<NUM>) calculated by the processor (<NUM>).