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The high photoluminescence quantum yield (PLQY) orange-red phosphor, which is of great significance for the application of phosphor-converted light-emitting diode (LED). Herein, the novel BaSrLu 4 O 8 :Eu2+ orange-red phosphor was synthesized, and the PLQY is enhanced from 30 % to 91 % by Al 2 O 3 assisted sintering. Combined with the trap energy level analysis, it is considered that the addition of Al 2 O 3 introduces new vacancies, which release electrons during high temperature sintering, creating a more favorable environment for the reduction of Eu3+, increasing the Eu2+ luminescence center in the matrix and improving the PLQY. The white LED device prepared with BaSrLu 4 O 8 :Eu2+ and Y 3 (Al,Ga) 5 O 12 :Ce3+ has a color rendering index of 84.4 at a low correlated color temperature of 4295 K. Meanwhile, the luminous brightness of the orange LED prepared by BaSrLu 4 O 8 :Eu2+ can maintain 89 % of the original light intensity in the simulated foggy day illumination experiment, which proves its excellent lighting prospect as an automobile steering lamp in foggy and smog extreme conditions. The results indicate that this work provides a new strategy for the reduction of Eu2+ while realizing the multi-application of phosphors. [Display omitted] [ABSTRACT FROM AUTHOR]

Energy-efficient road illumination systems are an indispensable part of any modern society to ensure safe nocturnal transportation of freight and passengers, assure better navigation, promote improved visibility of surroundings, and diminish the probability of occurrence of accidents and crimes. Simulative estimation of pertinent photometric parameters and probable energy expenditure before commissioning of projects is very desirable to project managers, transportation engineers, local authorities, and other stakeholders for envisaging a complete picture of the deliverables and ensuring total conformity with applicable lighting and energy codes. This simulation-based work was conducted with luminaire luminous intensity distribution data tables of different light-emitting diode luminaires having type II luminous intensity distribution patterns in the simulation environment of an industry-standard lighting simulation software. Thereafter, the multiple regression analysis technique was utilized upon the simulatively obtained substantial dataset to propound a model of twenty-four bivariate quadratic polynomial equations for estimating the changes in road surface illuminance parameters, and three general equations were derived with the same dataset, two for estimating road surface illuminance parameters and one for estimating energy efficiency. The propounded model and general equations can be readily followed by various stakeholders to rapidly estimate pertinent photometric parameters and installation energy efficiency and the approach expatiated in this work can prove to be useful for exploring inter-variable relationships, providing objective functions in optimization tools, and proffering neoteric, heuristic perspectives to lighting design. [ABSTRACT FROM AUTHOR]

This article is devoted to the positioning of glued parts by robots in the process of manufacturing automotive headlights, with the possibility of generalization to the mutual positioning of any 3D object. The authors focused on the description of the mathematical method that leads to the optimization of the robot arm setting and ensures the closest contact of the glued parts. The contact surfaces of the two joined parts are, in the ideal case, identical in shape and their optimal alignment is considered to best align the position of the nominal points on the base part with the position of the control (measured) points on the part manipulated by the robot. [ABSTRACT FROM AUTHOR]

• Riders moved significantly further away from overtaking vehicles equipped with Adaptive Headlamp Systems (AHS) compared to a control condition. • AHS has the potential to improve bicycling safety in nighttime conditions when lighting conditions are poor. Introduction : The risk of motor vehicle-bicyclist crashes and fatalities is greater during nighttime than daytime lighting conditions, even though there are fewer cyclists on roadways at night. Vehicle Adaptive Headlamp Systems (AHS) aim to increase the visibility of bicyclists for drivers by directing a spotlight to illuminate bicyclists on or near the roadway. AHS technology also serves to alert bicyclists to the approaching vehicle by illuminating the road beneath the rider and by projecting a warning icon on the roadway. Method: Here, we examined how bicyclists respond to different AHS designs using a large screen, immersive virtual environment. Participants bicycled along a virtual road during nighttime lighting conditions and were overtaken by vehicles with and without an AHS system. The experiment included five treatment conditions with five different AHS designs. In each design a box of white light was projected beneath the rider; in four of the designs an icon was also projected on the road that varied in color (white or red) and position (to the left of the rider at midline or to the left of the front wheel). Participants in the control condition experienced only non-AHS vehicles. Results: We found that riders in all AHS treatment conditions moved significantly farther away from overtaking vehicles with AHS systems, whereas riders in the control condition did not significantly move away from overtaking vehicles without AHS systems. Practical Applications: The experiment demonstrates that AHS has potential to increase bicycling safety by influencing riders to steer away from overtaking vehicles. [ABSTRACT FROM AUTHOR]

As urban greenery improves and the ecological environment is continuously optimized, road facilities are also impacted to varying degrees. For example, as vegetation grows, it causes varying degrees of obstruction to the lighting facilities on the roads. This article is based on vehicle-mounted LiDAR data and focuses on the point cloud data characteristics of different objects. Using appropriate modeling techniques, it accurately models road surfaces, green belts, streetlights, and other objects. On the Lumion platform, this system creates a 3D visualization of road scenes and examines the interplay between objects and lighting space, analyzing lit areas. Leveraging the precise 3D spatial relationships found in point clouds, it determines the effective illumination area on the ground from streetlights after object obstruction, comparing it to the theoretical illumination area. This not only visualizes the road scene but also quantifies the lighting obstruction rate. Furthermore, it assesses the lighting conditions in road scenes based on illuminance distribution, offering scientific insights and suggestions for enhancing road lighting. [ABSTRACT FROM AUTHOR]

In order to find optimized headlight distributions based on real traffic data, a three-step approach has been chosen. Since the complete investigations are too extensive to fit into one single publication, this paper is the second of three papers. Over the course of these papers, a novel way to optimize automotive light distributions based on real-life traffic and eye-tracking data is presented. Over all three papers, 119 test subjects participated in the studies, with over 15,000 km of driving, including recordings of gaze behavior, light data, detection distances and other objects in traffic. In the first paper, an ideal headlight distribution for straight roads with no other road users was identified. The second paper aims to collect the data required to modify this idealized headlight distribution for use on real roads. The first step is to find the extent to which real roads differ from an ideal, straight road. To do this, the German traffic space was analyzed. A new test vehicle recorded video and GPS data over a selected route. The video data were then evaluated by a machine learning algorithm. Object recognition software was used to find different traffic participants and road signs. Camera calibrations were used to find the exact angles of these objects. Using publicly available road data combined with the recorded GPS data, the video data were split into different road categories, and traffic object distributions were calculated for urban roads, country roads and motorways. The resulting analyses provided representative distributions of vehicles and highway signs along different types of roadways and roadway geometries. The GPS data were also used to find the curvature distributions along the selected route. These data were then used to optimize segment sizes for an adaptive driving beam. Overall, increasing the number of segments above 100 did not have appreciable benefits. These data will also be used in the third paper, where along the same route, the gaze distribution of drivers was recorded and analyzed. [ABSTRACT FROM AUTHOR]

In order to find optimized headlight distributions based on real traffic data, a three-step approach has been chosen. The complete investigations are too extensive to fit into a single paper; this paper is the last of a three part series. Over the three papers, a novel way to optimize automotive headlight distributions based on real-life traffic and eye tracking data is presented. Across all three papers, a total of 119 test subjects participated in the studies with over 15,000 km of driving, including recordings of gaze behaviour, light data, detection distances, and other objects in traffic. In this third paper, driver gaze behaviour is recorded while driving a 128 km round course, covering urban roads, country roads, and motorways. This gaze behaviour is then analysed and compared to prior work covering driver gaze behaviour. Comparing the gaze distributions with roadway object distributions from part two of this series, Analysis of Real-World Traffic Data in Germany and combining them with the idealized baseline headlight distribution from part one, different optimized headlight distributions can be generated. These headlight distributions can be optimized for different driving requirements based on the data that is used and weighting the different road types differently. The resulting headlight distribution is then compared to a standard light distribution in terms of the required luminous flux, angular distribution, and overall shape. Nonetheless, it is the overall approach that has been taken that we see as the primary novel outcome of this investigation, even more than the actual distribution resulting from this effort. [ABSTRACT FROM AUTHOR]

In order to find optimized headlight distributions based on real traffic data, a three-step approach is chosen. Since the complete investigations are too extensive to fit into a single publication, this paper is the first in a series of three publications. Over three papers, a novel way to optimize automotive headlight distributions based on real-life traffic and eye-tracking data is presented, based on 119 test subjects who participated in over 15,000 km of driving, including recordings of gaze behavior, light data, detection distances, and other objects in traffic. In the present paper, a baseline headlight distribution is derived from a series of detection tests conducted under ideal conditions, with a total of three tests, each with 19–30 subjects, conducted within the same test environment. In the first test, the influence of low beam intensity on the detection of pedestrians on the sidewalk ( 5.0   m from the center of the driving lane) is investigated. In the second test, the influence of different high beam intensities was investigated for the same detection task. In the third test, the headlight distribution and intensity are kept constant at a representative high beam level, but the detection task is changed. In this test, the pedestrian detection target is placed along different detection angles, ranging from immediately adjacent to the road ( 2.5 ° ) to 15.5   m away from the center of the driving lane ( 8.0 ° ). As mentioned, all of these tests were conducted under ideal conditions, with the studies taking place on an airfield with a 1.2  km long straight road and normal road markings, but without oncoming traffic, tasks other than keeping the vehicle with cruise control within its lane, or other distracting objects present. The tests yielded two sets of data; the first is the intensity, based on the first two studies, needed to ensure sufficient intensity to detect objects under ideal conditions at distances needed for different driving speeds. The last test then uses these intensities and necessary variations in the required intensity to create an idealized, symmetric headlight distribution as a baseline for subsequent publications. Although the distribution applies only to passenger vehicles like the one used in the test, the same approach could be applied to other vehicle types. The second paper of this series will focus on real traffic objects and their distributions within the traffic space in order to identify relevant areas in headlight distribution when driving under real traffic conditions. The third paper of this series will analyze driver gaze distributions during real driving scenarios. The data from all three papers are used to create optimized headlight distributions, thereby showing how such an optimized distribution relates to current headlight distributions in terms of luminous flux, intensity, and overall distribution. [ABSTRACT FROM AUTHOR]

Additive manufacturing (AM) processes present unique opportunities for the repair of high-value-added industrial and consumer plastic products, which otherwise are destined for the landfill at the end of their life and contribute to the growing environmental and health issues. In this work, we propose a novel method of integrating fused filament-based additive fabrication with the hot staking method to repair a complex automotive component, namely headlight. Newly formulated polypropylene-based composite filaments were used to 3D print a set of staking posts and the missing brackets in the damaged headlight to enable their effective reuse of the repaired assembly. Three staking designs were tested in the first phase of the experiments with the respective geometrical configurations, viz. knurled, domed, and hollow. Strength tests were conducted to rank the performance of the joints against the highest ultimate shear strength values, toughness, and repeatability. The joint design with a domed-shaped profile ranked the best across these criteria. In the second phase of the study, the main printing parameters, including printing temperature, nozzle head penetration in the substrate, printing speed, and layer height, were optimised to increase the joint strength. Based on the design of experiment, the dome-shaped stakes, which were printed using a nozzle temperature of 240 ∘ C , tip penetration of 0.3 mm, 3D printing speed of 12 mm/s, and a layer height of 0.15 mm demonstrated the highest mechanical performance with the bond strength of 7.27 MPa. The repaired headlight was tested under cycling loading showing excellent durability without noticeable degradation of the staked joints upon 10,000 cycles. [ABSTRACT FROM AUTHOR]

DC-biased optical orthogonal frequency division multiplexing (DCO-OFDM) has been introduced to visible light networking framework for connected vehicles (LiNEV) systems as a modulation and multiplexing scheme. This is to overcome the light-emitting diode (LED) bandwidth limitation, as well as to reduce the inter-symbol interference caused by the multipath road fading. Due to the implementation of the inverse fast Fourier transform, DC-OFDM suffers from its large peak-to-average power ratio (PAPR), which degrades the performance in LiNEV systems, as the LEDs used in the vehicles' headlights have a limited optical power-current linear range. To tackle this issue, discrete Fourier transform spread-optical pulse amplitude modulation (DFTS-OPAM) has been proposed as an alternative modulation scheme for LiNEV systems instead of DCO-OFDM. In this paper, we investigate the system performance of both schemes considering the light-emitting diode linear dynamic range and LED 3 dB modulation bandwidth limitations. The simulation results indicate that DCO-OFDM has a 9 dB higher PAPR value compared with DFTS-OPAM. Additionally, it is demonstrated that DCO-OFDM requires an LED with a linear range that is twice the one required by DFTS-OPAM for the same high quadrature amplitude modulation (QAM) order. Furthermore, the findings illustrate that when the signal bandwidth of both schemes significantly exceeds the LED modulation bandwidth, DCO-OFDM outperforms DFTS-OPAM, as it requires a lower signal-to-noise ratio at a high QAM order. [ABSTRACT FROM AUTHOR]

The design of exterior lighting is crucial for automotive manufacturers to ensure the visibility and safety of the driver. This article proposes a new strategy to control and diagnose one or more exterior lighting functions in electric vehicles by maximising the electrical faults that are detected and their transfer over a single-wire. The outcome is a decreased system cost and an additional method for vehicle lighting infrastructure control and diagnosis. Virtual simulation tools are used to explore the correlation between master-slave architecture and the effectiveness of the single-wire approach to comply with safety and regulatory demands. Safety-related and non-safety-related needs are explored to properly assess lighting functions, internal logic, and fault-case scenarios. Furthermore, assessing the viability of minimizing wire harness utilization while retaining the diagnostic capabilities for the controlled lighting sources, thereby simultaneously reducing the vehicle's overall weight. This approach aims to concurrently decrease the overall weight of the vehicle. This work has three main contributions: (1) the development of efficient and reliable lighting systems in electric vehicles, a critical factor for achieving optimal performance, ensuring customer satisfaction, meeting regulatory compliance, and enhancing cost-effectiveness in automotive lighting systems. (2) Framework for future development and implementation of lighting systems in electric vehicles. (3) Simulation of the hardware architecture associated with the system strategy to achieve the desired system strategy for effectively applying the single-wire approach. [ABSTRACT FROM AUTHOR]

This study developed and implemented a driving power supply for light-emitting diode (LED) array streetlamps. The power stage was a quasi-resonant (QR)-flyback converter, its input power was the alternating-current power, and the LED array streetlamp was driven by the direct-current output power. The developed QR-flyback converter was operated in discontinuous conduction mode, and the pulse-width modulation (PWM) control chip was used to switch and conduct at the resonant valley of the drain-source voltage on the metal-oxide-semiconductor field-effect transistor (MOSFET) switch to reduce the switching loss. Moreover, the PWM control chip had a disable function, which was connected with a bright and extinguishable control circuit, and the high/low voltage level signal output by the Arduino development board can be used to control the output power of the QR-flyback converter, achieving bright and extinguishable controls for the LED array streetlamp. [ABSTRACT FROM AUTHOR]

• Crash outcomes related to six vehicle technologies were calculated for drivers 35–54 and 70 +. • Older drivers may benefit most from intersection assistance features. • Technologies can reduce crashes, injuries, and fatalities for drivers of all ages. Introduction : Age-related changes and frailty are among the reasons that older drivers are overrepresented in certain crash types. Vehicle safety features that address these crash types may therefore deliver greater safety benefits for older drivers than for other age groups even though they are designed for the general population. Methods: U.S. crash data from 2016–2019 were used to estimate the proportion of crash involvements and fatal and nonfatal driver injuries for older (70 years old and above) and middle-aged (35–54 years old) drivers from crash scenarios to which current crash avoidance features, improved headlights, and forthcoming vehicle-to-vehicle (V2V)-connected intersection-assistance features could be relevant. Risk ratios were then calculated to determine the relative benefits of each technology for older drivers compared with middle-aged drivers. Results: Combined, these technologies were potentially relevant to 65 % of older driver and 72 % of middle-aged driver fatalities during the study period. Intersection assistance features showed the most promise for older drivers. Such features were potentially relevant to 32 % of older driver crash involvements, 38 % of older driver injuries, and 31 % of older driver fatalities. Intersection assistance features were significantly more likely to be relevant to older driver deaths than middle-aged driver fatalities (RR, 3.52; 95 % CI, 3.33–3.71). Conclusions: Vehicle technologies have the potential to substantially reduce or mitigate crashes and the injuries that they cause for everyone, but the potential safety impact of each technology varies by driver age because different age groups are over- or underrepresented in specific crash scenarios. Practical applications: With the older driver population growing, these findings underscore the need to bring intersection assistance technologies to the consumer market. At the same time, everyone stands to benefit from currently available crash avoidance features and improved headlights, so their use should be promoted among all drivers. [ABSTRACT FROM AUTHOR]

In the past, polarizing filters were attached to cars' halogen headlights to reduce glare for other vehicles. However, the filters absorbed a significant amount of light and made it difficult for drivers to see properly. Coupled with overheating issues and numerous technical and logistical limitations, polarized automotive lighting systems have not become widespread. In this research, we propose using a polarized LED lighting system to improve drivers' visibility. Our results demonstrated an illuminance reduction of up to 97.5% when simultaneously using a polarized headlight filter and flip plate. Additionally, our system's lower operating temperatures resulted in a lifespan increase of approximately 120 times compared to a conventional halogen lighting system. [ABSTRACT FROM AUTHOR]

In this study, an experimental study based on the target visibility criteria is carried out for dark and foggy environments, where only vehicle headlights are active. More specifically, the performances of the headlights containing halogen, xenon, and LED light sources in dark and foggy weather conditions are examined and the performance of each headlight is evaluated separately. According to the general result of the visibility experiments, the participants perceived the target object in a shorter time when halogen headlights are used. It is also observed that the average target perceived times of the participant under foggy conditions are at different levels depending on the type of headlights with different correlated color temperature (CCT) and color rendering (CRI) indexes. According to the experimental results performed under foggy conditions, the target detection times of the participants are the shortest at the halogen headlight, the second at the xenon headlight, and the third under the LED lights. It has also been observed that this sequencing is gender-independent. However, the ratio of the detection time of female participants to that of male participants varies between 1.72 and 3.65 times. In other words, female participants perceive the targets in a much longer period than male participants. [ABSTRACT FROM AUTHOR]

In recent years, computer vision algorithms have become more powerful, which enabled technologies such as autonomous driving to evolve rapidly. However, current algorithms mainly share one limitation: They rely on directly visible objects. This is a significant drawback compared to human behavior, where visual cues caused by objects (e. g., shadows) are already used intuitively to retrieve information or anticipate occurring objects. While driving at night, this performance deficit becomes even more obvious: Humans already process the light artifacts caused by the headlamps of oncoming vehicles to estimate where they appear, whereas current object detection systems require that the oncoming vehicle is directly visible before it can be detected. Based on previous work on this subject, in this paper, we present a complete system that can detect light artifacts caused by the headlights of oncoming vehicles so that it detects that a vehicle is approaching providently (denoted as provident vehicle detection). For that, an entire algorithm architecture is investigated, including the detection in the image space, the three-dimensional localization, and the tracking of light artifacts. To demonstrate the usefulness of such an algorithm, the proposed algorithm is deployed in a test vehicle to use the detected light artifacts to control the glare-free high beam system proactively (react before the oncoming vehicle is directly visible). Using this experimental setting, the provident vehicle detection system's time benefit compared to an in-production computer vision system is quantified. Additionally, the glare-free high beam use case provides a real-time and real-world visualization interface of the detection results by considering the adaptive headlamps as projectors. With this investigation of provident vehicle detection, we want to put awareness on the unconventional sensing task of detecting objects providently (detection based on observable visual cues the objects cause before they are visible) and further close the performance gap between human behavior and computer vision algorithms to bring autonomous and automated driving a step forward. [ABSTRACT FROM AUTHOR]

Saudi Arabian urban roads and highways have witnessed a large number of traffic crashes. Road lighting is one of the most important factors influencing drivers' safety during the nighttime. Street-lighting design (e.g., spacing and height), visibility (e.g., lane marking and oncoming vehicles), and drivers' satisfaction (e.g., glare effect on eyes and overall ambiance) are primary criteria affecting the performance of an urban street-lighting system (USLS). The present study presents a methodology for the performance appraisal of USLS in Qassim, Saudi Arabia. An online questionnaire survey was developed to obtain drivers' opinions on nine sub-criteria (three under each primary criterion). The responses were translated into a five-scale subjective rating system from very low to very high. Fuzzy synthetic evaluation (FSE) effectively aggregated the statistically diverse (p-value < 0.001) responses obtained on the three primary criteria. The study found that electronic billboards' positioning, oncoming vehicle lights, and poor lighting in the course of bad weather (mainly dust) are mainly affecting the performance of USLS in the view of road users. The performance levels ranged between "medium" and "high", with no criteria or sub-criteria achieving a "very high" level, suggesting a need for upgrades, such as conversion to LED lights and smart lighting control systems. The proposed methodology benefits the transportation ministries to identify lacking components of USLSs in different regions of Saudi Arabia. The methodology provides the opportunity to include additional or site-specific factors for appraising the performance of USLS before (during planning and design) or after the implementation of improvement actions. [ABSTRACT FROM AUTHOR]

The paper addresses the problem of the efficiency of road lighting replacement in a selected municipality. The following question arose: can the replacement of lighting bring measurable financial benefits in the short or long term, and does increasing the comfort of road use in terms of lighting involve higher costs? During the global energy crisis, reducing the operating costs of road lighting has become the goal of many analyses and studies. Professionally selected lighting of streets and sidewalks is a factor that significantly affects the safety of road users. The problem of many studies is the omission of safety considerations, lighting comfort and budgetary possibilities of municipalities. The authors conducted comparative analyses of solution variants, examining both road lighting comfort and costs as an innovative element of research. The DIALux application was used to analyse the changes in road lighting depending on the luminaires used and the changes in pole spacing influenced by the height of the light point. Variant and scenario analyses were incorporated into the efficiency analyses, while the calculations themselves were based on detailed cost analyses with reference to Polish catalogues of material inputs and market prices. The authors conducted cost analyses of lighting dismantling and installation, including the subsequent operating costs over 20 years for seven variants of poles with their systems and four variants of luminaires. The results were compared with the existing lighting system in use. An original element of the study is the use of BIM analyses with design variants, combined with analyses of the technical condition of the existing lighting network and an illuminance analysis with estimates of the height and spacing of poles. Numerous studies indicate that it is very cost-effective to replace old lighting systems, especially those based on high-intensity discharge (HID) sodium lamps, with more modern LED lamps additionally equipped with twilight dimmers. The analyses also demonstrated that cost-efficient lighting replacement could go hand in hand with improved road lighting comfort without the need to incur additional costs, which is often overlooked in various studies. The analysis performed for a model lighting network indicates that savings of nearly 60% are possible over 20 years. [ABSTRACT FROM AUTHOR]

Motor vehicle headlamps are the only light sources that create visibility conditions for the driver in nighttime non-urban traffic. Therefore, a suitable design of these lighting systems is of the highest relevance to allow the driver an early detection of obstacles so that an appropriate reaction is possible. In order to provide a design basis for the headlamps, this article deals with the determination of the minimum required lighting conditions for reliable object detection. For this purpose, studies with drivers were conducted in a light tunnel on a closed test site, and the Visibility Level (VL) required for reliable object detection was considered. Gray cards with a reflectance of 4% were positioned on different positions of measurement grids, and the intensity of the low beam and high beam of a test vehicle was increased step by step until the drivers had detected the gray card. The results demonstrate that a Visibility Level of at least 13.35 is required in non-urban areas in order to reliably detect objects. In addition, the required Visibility Level depends on the eccentricity angle. Thus, the required Visibility Level reaches its maximum value in the foveal area of the field of view and decreases in a Gaussian shape in the periphery. [ABSTRACT FROM AUTHOR]

Statistical surveys show that the majority of traffic accidents occur due to low visibility, highlighting the need to delve into innovative car lighting technologies. A car driver must not only be able to see but also to be seen. The issue of headlight illumination is vital, especially during the dark hours of the night. Therefore, the focus of this article is determining the range of visibility of dipped (low-beam) headlights under specific experimental conditions. We also designed a methodical guideline aimed at identifying the distance at which dipped headlights illuminate the road while a vehicle is in motion. Research conducted on various classes of road confirmed that the Hyundai i40 is best used on higher-class roads, while the Dacia Sandero is better used on lower-class roads due to the shape and spreading out of its light cone. Furthermore, the pros and cons of the distribution of light cones on several classes of road are presented. Sensor-related equipment was also used to investigate light beam afterglow. In particular, an LX-1108 light meter was applied to determine the obstacle illumination intensity, the properties of which enable recording of low lighting values, and a DJI Mavic AIR 2 unmanned aerial vehicle (UAV; drone) was utilized to record the data related to the location of the examined vehicle, as well as light afterglow at night; relevant data evaluation was carried out using Inkscape software. [ABSTRACT FROM AUTHOR]

Over the last few years, light-emitting diodes have completely dominated the lighting field. In road lighting, high-power LEDs have replaced traditional light sources. That is why various technical aspects of LEDs have been researched extensively worldwide. However, little research has been conducted in the area of luminance measurement. This paper reviews the methods for measuring the luminance of high-power LEDs. Particular attention is paid to the influence of the measurement distance on the measurement results. Next, the results of the tests using a modern image luminance measuring device (ILMD) for luminance measurements are presented. It is concluded that it is necessary to redefine the photometric test distance. The conducted research demonstrates that an incorrectly selected test distance can lead to the huge errors of several hundred per cent or more. In addition, the possible impact of the incorrect measurements on the design of road lighting installations is presented. It is shown that a road lighting installation can use over 300% more electrical energy compared to the installation based on the correct luminance measurements of single LEDs. In the final stage of the research, the definition of the photometric test distance for LED measurements using ILMD is proposed. The results of the research can also be useful for the luminance measurements of other types of LEDs. [ABSTRACT FROM AUTHOR]

The article presents a novel strategy for reducing the geometric error of a vehicle headlamp equipped with a set of calibration screws, which represents a product assembly. Using a general method for designing and implementing a digital twin, we determined the optimal configuration for a compensatory element that minimizes the total geometric error. Formulated as a problem of constrained minimization, we solved the error using the gradient method and the Broyden–Fletcher–Goldfarb–Shanno method. Products are automatically adjusted according to this optimal setting during the manufacturing process. The results of this novel method indicate that all points can be aligned when the non-individual calibration satifies a geometrical specification of 92%. The digital twin approach was compared to the manufacturing process on 84,055 samples. Overall, 98.19% of the samples were perfectly aligned. [ABSTRACT FROM AUTHOR]

Future automotive interior lighting might have the potential to go beyond decorative purposes by influencing alertness, circadian physiology, and sleep. As the available space in the interior of an automobile for lighting applications is limited, understanding the impact of various luminous surface sizes on non-image-forming effects is fundamental in this field. In a laboratory study using a within-subject design, 18 participants were exposed to two bright light conditions with different solid angles and one dim light condition in a balanced, randomized order during the course of the evening. Our results demonstrate that both light conditions significantly increased subjective alertness and reduced salivary melatonin concentration but not cognitive performance compared to dim light. The solid angle of light exposure at constant corneal illuminance only affected visual comfort. While subjective alertness can be increased and melatonin can be attenuated with rather small luminaires, larger solid angles should be considered if visual comfort is a priority. [ABSTRACT FROM AUTHOR]

Introduction: Vehicle headlights are the primary means of providing visibility illumination for drivers at night, when crash rates are several times higher than during the day. Based on research indicating a wide range of headlight performance in the passenger vehicle fleet and the absence of a comprehensive and objective consumer evaluation program, the Insurance Institute for Highway Safety (IIHS) began testing and rating headlight systems in 2015. The purpose of this study was to examine the relationship between headlight visibility, as quantified by IIHS, and real-world crash occurrence. Methods: Poisson regression was used to estimate the effects of the headlight rating and the underlying demerits on the rate of police-reported nighttime single-vehicle crashes per vehicle mile traveled. Results: Results indicate that vehicles with better headlight visibility have lower nighttime crash rates after controlling for differences in daytime rates and other factors. A reduction of 10 visibility demerits, the equivalent of one overall rating band, was estimated to reduce the nighttime crash rate by 4.6% (95% CI: 2.1%–7.0%). While statistical significance was limited by small sample sizes, good-rated headlights were estimated to reduce crash rates by 12 to 29% relative to those with poor ratings for the different types of single-vehicle crashes studied. Among different components of the IIHS rating, the assessments of low and high beam curve visibility were associated with the greatest crash rate reductions. Conclusions: This study demonstrates that the IIHS evaluation program encourages headlight designs that reduce the risk of nighttime single-vehicle crashes. Practical applications: Headlight systems have a meaningful effect on nighttime crash rates. Drivers can reduce their crash risk by selecting a vehicle with one of the best designs. [ABSTRACT FROM AUTHOR]

There are some challenges involved in the design of a multicolor LED driver, such as the precise control of color consistency, i.e., maintaining the correlated color temperature (CCT) and luminous intensity. CCT deviation causes a color shift of composite light. This paper approaches the method of nonlinear optimization of the LED currents of two LED sources to achieve the desired CCT. A bicolor blended-shade white LED system is formed by using a warm color LED source of 1000 K CCT and a cool color LED source of 6500 K CCT. By using a nonlinear optimization methodology, the reduced deviation of the blended CCT and optimum LED currents are obtained. The optimized currents in the two LED strings are maintained by the control circuit of the single-ended primary inductor converter (SEPIC). The obtained reduced deviation of the CCT is 43 K, and the precision is 99.15%. Again, harmonics in the input current hamper power quality, i.e., reduce the power factor and increase power loss. This paper proposes the harmonic reduction technique to achieve the lowest value of total harmonic distortion (THD) through the nonlinear parametric optimization of the SEPIC. Measured THD = 4.37%; PF = 0.96; and efficiency = 92.8%. The system stability was determined and found to be satisfactory. [ABSTRACT FROM AUTHOR]

The availability of LED-based headlights and taillights makes possible the use of visible light communication (VLC) as a wireless access technology for vehicle-to-vehicle (V2V) communications. A critical concern to establish a reliable VLC link between two moving vehicles is the number of photodetectors and their locations on the destination vehicle. In this paper, we experimentally investigate the usage of dual photodetectors for a vehicular VLC system with selection combining to enhance signal reception in mobile conditions. We measure the electrical receive signal-to-noise ratio (SNR) for each individual photodetector as well as at the output of selection combiner in two different tracks involving straight and curved roads. Through data fitting to experimental data, we obtain a probability density function (PDF) to describe the instantaneous SNR. Based on the PDF, we derive a closed-form expression for the average bit error rate (BER) in the form of a finite summation and compare it with the measurements. [ABSTRACT FROM AUTHOR]

Street lights are important light sources that contribute to artificial light at night (ALAN). To date, ecological impacts of individual LED properties (color temperature, dimmability) have been studied, while interactions between light properties or aspects of luminaire design have not been addressed. However, the design of luminaires can influence ALAN impacts as the shape determines the spatial distribution of light and its visibility in the environment. This may cause amplifying or mitigating effects. We assessed the relative individual and interacting effects of two LED luminaire designs and three LED color temperatures (1750 K, 3000 K, 4000 K) on nocturnal insect abundance, bat foraging and feeding activity. We considered a standard LED luminaire shape with focused light emission and a luminaire shape with a diffusor to scatter the light spatially, leading to increased visibility of the light in the environment. During 104 nights, we trapped 51263 nocturnal insects of which 97% were caught at lights and 3% at dark sites. For bats, up to 44.8% fewer acoustic signals were recorded at dark sites. We caught 31% insects at LEDs with1750 K, 34% and 35% at 3000 K and 4000 K, respectively. Thus, color temperatures of 1750 K proved less detrimental than 3000/4000 K. Effects of luminaire shape led to an increase (16%) of trapped insects for luminaires with diffusors compared to the standard shape. In addition, luminaires with diffusors amplified the effects of LED color (+12% insects at 1750 K/3000 K; +25.6% at 4000 K). In contrast, bat foraging activity was independent of the light treatments while bat feeding activity was increased by 21.5% at standard luminaire shapes. Likely, intense straylight at diffused lights negatively affects the target-focused echolocation by deterring the bats. We concluded that ecological impacts of luminaire shape are an important, yet underestimated variable in light-pollution impact research. [ABSTRACT FROM AUTHOR]