CN111660918A

CN111660918A - Control device and control method for vehicle headlamp, and vehicle headlamp system

Info

Publication number: CN111660918A
Application number: CN202010146635.8A
Authority: CN
Inventors: 村松直树; 后藤亮; 户高信一
Original assignee: Honda Motor Co Ltd; Stanley Electric Co Ltd
Current assignee: Honda Motor Co Ltd; Stanley Electric Co Ltd
Priority date: 2019-03-06
Filing date: 2020-03-05
Publication date: 2020-09-15
Also published as: JP2020142614A; JP7260340B2

Abstract

The invention provides a control device and a control method for a vehicle headlamp, and a vehicle headlamp system, which can combine two things of rapid recovery of visibility of pedestrians and the like and reduction of discomfort brought to a driver. A control device for a vehicle headlamp, which is used for controlling light irradiation of the vehicle headlamp, wherein when a first irradiation light and a second irradiation light at a position relatively lower than the first irradiation light are formed on the headlamp, a first time required from the formation start until the brightness of the first irradiation light is increased to a specified value is longer than a second time required from the formation start until the brightness of the second irradiation light is increased to the specified value.

Description

Control device and control method for vehicle headlamp, and vehicle headlamp system

Technical Field

The present invention relates to a lighting control technique for a vehicle lamp that selectively irradiates light in accordance with a position of a preceding vehicle.

Background

As a vehicle lamp, there is known a vehicle lamp in which a light irradiation range of a running lamp (high beam) emitted from a head lamp is variably controlled in accordance with a position of an oncoming vehicle or a leading vehicle (hereinafter, collectively referred to as a "leading vehicle") present in front of a host vehicle. In such a vehicle lamp, the light distribution state of the headlight of the host vehicle is controlled such that: when there is a preceding vehicle, for example, only a range corresponding to a position of the preceding vehicle is shielded (or dimmed) and light is irradiated to a range other than that. Such light distribution control is also called ADB (Adaptive Driving Beam) control.

As for the above-mentioned vehicular lamp, for example, japanese patent laying-open No. 2017-81500 (patent document 1) describes a vehicular lamp system that dynamically controls light distribution so that a preceding vehicle fits into a non-irradiation region, the vehicular lamp system including: a vehicle lamp capable of forming a plurality of light distribution patterns; a selection unit that selects a light distribution pattern to be formed by the vehicle lamp, based on the plurality of light distribution patterns; and a setting section that sets at least one switching time parameter that determines a time required for switching from the existing light distribution pattern to the new light distribution pattern, based on the existing light distribution pattern formed by the vehicle lamp and the new light distribution pattern newly selected by the selection section. The following explanation is made: in this vehicle lamp system, for example, in a situation where a preceding vehicle is about to enter an irradiation range (irradiation region), the light distribution pattern is rapidly switched so as to narrow the irradiation range, while in a case where the irradiation region is enlarged, control is performed to switch the light distribution pattern relatively slowly, so that both countermeasures against glare for the preceding vehicle and reduction of discomfort given to the driver of the own vehicle can be achieved.

However, when the light distribution pattern is switched slowly in the case of enlarging the irradiation area, there occurs a problem such as: it takes time to easily see pedestrians and the like existing on the roadside. On the other hand, when the light distribution pattern is switched rapidly to solve the problem, the driver feels a sense of discomfort as described above. Therefore, the following technique is preferable: it is possible to satisfy both of the requirements of rapid restoration of visibility of pedestrians and the like and the reduction of discomfort given to the driver.

Documents of the prior art

Patent document

Patent document 1: japanese patent laid-open publication No. 2017-81500

Disclosure of Invention

Problems to be solved by the invention

An object of a specific aspect of the present invention is to provide a technique that can achieve both quick recovery of visibility for pedestrians and reduction of discomfort given to a driver.

Means for solving the problems

[1] One aspect of the present invention is a control device for a vehicle headlamp, (a) the control device controlling light irradiation by a vehicle headlamp, wherein (b) when a first irradiation light and a second irradiation light at a position relatively lower than the first irradiation light are formed by the headlamp, a first time required from the start of the formation until brightness of the first irradiation light increases to a predetermined value is longer than a second time required from the start of the formation until brightness of the second irradiation light increases to the predetermined value.

[2] One aspect of the present invention is a control device for a vehicle headlamp, (a) the control device controlling light irradiation by the vehicle headlamp, wherein (b) the control device includes: an instruction unit that instructs the headlamp to form first irradiation light and second irradiation light at a position relatively lower than the first irradiation light; and (c) a lighting control unit that controls lighting of the headlight so that a first time required from a start of formation of the first irradiation light to an increase in brightness to a predetermined value is longer than a second time required from the start of formation to an increase in brightness of the second irradiation light to the predetermined value, when the instruction from the instruction unit is given.

[3] One aspect of the present invention is a control method of a vehicle headlamp, (a) the control method is for controlling light irradiation by a vehicle headlamp, wherein (b) when a first irradiation light and a second irradiation light at a position relatively lower than the first irradiation light are formed by the headlamp, a first time required from the start of the forming until brightness of the first irradiation light increases to a predetermined value is longer than a second time required from the start of the forming until brightness of the second irradiation light increases to the predetermined value.

[4] One aspect of the present invention is a vehicle headlamp system including: the control device described above; and a vehicle headlamp that forms first irradiation light and second irradiation light under the control of the control device.

According to the above-described configurations, it is possible to achieve both of quick recovery of visibility of pedestrians and the like and reduction of discomfort given to the driver.

Drawings

Fig. 1 is a block diagram showing a configuration of a vehicle lamp system according to an embodiment.

Fig. 2 is a diagram for explaining the intermediate beam formed by the intermediate beam unit and the high beam formed by the high beam unit.

Fig. 3 is a diagram for explaining a lighting time when the

lamp units

14L and 14R are turned on and off.

Fig. 4 is a schematic diagram for explaining a case of lighting control of the vehicle lamp system.

Fig. 5 is a flowchart showing the processing steps of the lighting control by the control device.

Description of the reference symbols

10: a camera device; 11: a camera; 12: an image processing unit; 13: a control device; 14L, 14R: a lamp unit; 20: a vehicle detection unit; 21: a light distribution setting unit; 22: a lighting time setting section; 23: a control signal generating section; 30: a drive circuit; 31: an intermediate beam unit; 32: a high beam unit; 100. 100L, 100R: an intermediate beam; 101: a high beam; 110: front vehicle

Detailed Description

Fig. 1 is a block diagram showing a configuration of a vehicle lamp system according to an embodiment. The illustrated vehicle lamp system includes an imaging device 10, a control device (lighting control device) 13, and a pair of lamp units (vehicle lamps) 14L and 14R.

The imaging device 10 includes a camera 11 and an image processing unit 12. The camera 11 is provided at a predetermined position of the vehicle (for example, an upper portion of a windshield in a vehicle cabin), and captures an image of the front of the vehicle. The image processing unit 12 detects an object existing in front of the vehicle by performing predetermined image processing on the image (video) captured by the camera 11. The "object" referred to herein is a road surface marking such as a preceding vehicle, a pedestrian, a bicycle rider, an obstacle, a white line on a road surface, or the like.

In addition, when the host vehicle is provided with a device corresponding to the imaging device 10 and used for devices related to other applications (for example, a steering wheel assist function, an automatic braking function, and the like), the imaging device 10 may be omitted by using the output.

The control device 13 is implemented by using a computer system having a CPU (central processing unit), a ROM (read only memory), a RAM (random access memory), and the like, for example, and executing a predetermined operation program in the computer system. The control device 13 includes a vehicle detection unit 20, a light distribution setting unit 21, a lighting time setting unit 22, and a control signal generation unit 23 as functional blocks.

The vehicle detection unit 20 determines the presence or absence of a preceding vehicle based on the result of image processing output from the image processing unit 12 of the imaging device 10, and acquires the position of the preceding vehicle when the preceding vehicle is present.

The light distribution setting unit 21 variably sets the light distribution pattern according to the position of the preceding vehicle detected by the imaging device 10. The light distribution pattern includes a light irradiation range and a light reduction range (non-irradiation range of light). For example, a fixed range set in correspondence with a position where a preceding vehicle is present is set as the dimming range, and a range corresponding to a position where no preceding vehicle is present is set as the light irradiation range.

The lighting time setting unit 22 sets a lighting time at which the

lamp units

14L and 14R are turned on and off. The lighting time referred to herein is a time required from a predetermined state (for example, a lighting-off state) in which the brightness of light emitted from each lamp unit 14L or the like is relatively low to a predetermined state (for example, a lighting-on state of 100% brightness) in which the brightness is relatively high.

The control signal generator 23 generates a control signal (light distribution control signal) for turning on and off the

respective lamp units

14L and 14R based on the light distribution pattern set by the light distribution setting unit 21 and the lighting time set by the lighting time setting unit 22, and outputs the control signal to the

respective lamp units

14L and 14R.

The

lamp units

14R and 14L are provided one on each of the left and right sides of the front portion of the vehicle, and are units for irradiating light in front of the vehicle. These

lamp units

14R, 14L have a drive circuit 30, an intermediate beam unit 31, and a high beam unit 32, respectively.

The drive circuit 30 drives the intermediate beam unit 31 and the high beam unit 32 in accordance with a control signal supplied from the control signal generating section 23 of the control device 13.

The intermediate light flux unit 31 includes a plurality of light emitting elements (LEDs) arranged in a matrix, for example, and a lens or the like that condenses and projects light emitted from the light emitting elements, and receives drive power from the drive circuit 30 to form an intermediate light flux (see fig. 2 described later). The light-emitting elements of the intermediate beam unit 31 can be independently turned on and off, and the dimming range can be selectively set for a part of the intermediate beam by appropriately turning on and off the light-emitting elements.

The high beam unit 32 includes a plurality of light emitting elements (LEDs) arranged in a matrix, for example, and a lens or the like for condensing and projecting light emitted from the light emitting elements, and receives drive power from the drive circuit 30 to form a high beam (see fig. 2 described later).

Fig. 2 is a diagram for explaining the intermediate beam formed by the intermediate beam unit and the high beam formed by the high beam unit. Fig. 2 schematically shows the shape and arrangement of each light flux on an imaginary screen at a predetermined position (for example, a position 25 m ahead) in front of the host vehicle. Although not shown here, the low beam of the conventional low beam lamp is also preferably formed below the intermediate beam and the high beam relatively.

Fig. 2 (a) shows an intermediate light beam formed by the intermediate light beam unit 31 of the lamp unit 14L. The intermediate beam 100L is formed in a range that is shifted to the left side with respect to the front of the host vehicle (0 ° on the horizontal axis), and is formed in a range from a position slightly exceeding the horizontal line (0 ° on the vertical axis) (front and rear of 1 °) to the lower side.

Likewise, (B) of fig. 2 shows an intermediate light beam formed by the intermediate light beam unit 31 of the lamp unit 14R. The intermediate beam 100R is formed in a range that is shifted to the right side with respect to the front of the vehicle (0 ° on the horizontal axis), and is formed in a range from a position slightly exceeding the horizontal line (0 ° on the vertical axis) (front and rear of 1 °) to the lower side.

These

intermediate light beams

100L and 100R are combined to form one intermediate light beam 100 as shown in fig. 2 (D). The intermediate light flux 100 can be switched to be turned on and off for each of the plurality of regions in the left-right direction (horizontal direction) in the drawing.

Fig. 2 (C) shows the high beam formed by each high beam unit 32 of the

lamp units

14L, 14R. The high beam 101 is formed in a horizontally uniform range with respect to the front of the vehicle (0 ° on the horizontal axis), and is formed in a range from a position slightly below the horizontal line (0 ° on the vertical axis) (-2 ° front-rear position) to a position higher than the horizontal line (5 to 6 ° on the vertical axis). The high beam 101 is formed by overlapping the light from the high beam units 32 into one.

As shown in fig. 2 (D), the high beam 101 partially overlaps the intermediate beam 100. In the present embodiment, the lower ends of the intermediate beam 100 and the high beam 101 are at substantially the same position, and the upper end is at a position on the upper side of the high beam 101. The high beam 101 is irradiated in the same range as that of a conventional high beam as a running light, and is irradiated from the host vehicle to a position farther away.

On the other hand, the intermediate beam 100 is formed at a position lower than the conventional high beam and higher than the conventional low beam serving as a low beam. The intermediate beam 100 is formed at a position at a height intermediate between the conventional high beam and low beam, and is wider than the high beam 101. The intermediate beam 101 is suitable for making it easier to see pedestrians, bicycle riders, obstacles, etc. located beside roads, roadside banks, etc.

In the present embodiment, a difference is provided in the brightness of the intermediate beam 100 and the high beam 101. Specifically, when the intermediate beam 100 and the high beam 101 are compared, the high beam 101 is relatively bright as compared with the intermediate beam 100. The "difference in brightness" referred to herein may be a difference in brightness of the outgoing light beams from the intermediate beam unit 31 and the high beam unit 32 (for example, brightness at the outgoing surface of the light emitting element), or a difference in illuminance between the intermediate beam 100 and the high beam 101 actually irradiated on the road surface (or on the virtual screen) by the outgoing light beams. The "difference in brightness" may be a difference between the brightest portions of the intermediate beam 100 and the high beam 101, or may be a difference between the average values of the entire irradiation ranges of the intermediate beam 100 and the high beam 101.

Fig. 3 is a diagram for explaining a lighting time when the

lamp units

14L and 14R are turned on and off. Here, the lighting time is a time required for forming each light flux from the luminance of 0 (lighting rate of 0%) to the maximum luminance (lighting rate of 100%). In each of fig. 3 (a) and 3 (B), a solid line indicates a temporal change in the lighting rate of the outgoing light from the intermediate beam unit 31, and a one-dot chain line indicates a temporal change in the lighting rate of the outgoing light from the high beam unit 32.

The lighting times respectively illustrated in fig. 3 (a) and 3 (B) have such basic features: the lighting rate of the intermediate beam reaches 100% in a relatively short time, and the lighting rate of the high beam reaches 100% in a relatively long time. Further, various methods for continuously changing the lighting rate are conceivable, and for example, in the present embodiment, the respective light emitting elements of intermediate beam unit 31 and high beam unit 32 are driven by pulse width modulation (PWM control) and the duty ratios thereof are increased and decreased.

In the example shown in fig. 3 a, it is instructed (judged) that the respective light emitting elements of the intermediate beam unit 31 and the high beam unit 32 should be lit at the time point of time 0, and a waiting time T0 is provided between this time 0 and a time T1 at which the lighting rate actually starts to increase. The waiting time may be set to, for example, about 100 ms. The intermediate beam unit 31 is subjected to lighting control such that the lighting rate increases from 0% to 100% between the time t1 at which the lighting rate starts to increase and the time t 2. The time required from the time t1 to the time t2 may be set to, for example, about 100 ms. On the other hand, from time t1 when the lighting rate starts to increase, the high beam unit 32 is controlled to be turned on so that the lighting rate increases from 0% to 100% until time t 3. The time required from the time t1 to the time t3 may be set to, for example, about 1200ms (1.2 s).

In the example shown in fig. 3B, the lighting is started without providing a waiting time from time 0 when the instruction (determination) is that the light emitting elements of the intermediate beam unit 31 and the high beam unit 32 should be turned on at the time point when the time is 0. The intermediate beam unit 31 is subjected to lighting control such that the lighting rate increases from 0% to 100% during the period from the time t0 to the time t21 at which the lighting rate starts to increase. The time required from the time t0 to the time t21 may be set to, for example, about 1000ms (1.0 s). On the other hand, the high beam unit 32 is controlled to turn on so that the lighting rate increases from 0% to 100% during a period from time t0 when the lighting rate starts to increase to time t 3. The time required from time t0 to time t3 is, for example, about 3000ms (3.0 s).

Here, it is desirable that, in each of the above examples, if the time difference between the time until the lighting rate of the center beam unit 31 reaches 100% and the time until the lighting rate of the high beam unit 32 reaches 100% is time T1, time T1 is set to 200ms or more. In the case of fig. 3 (a), the time T1 is 1100ms (1.1s), and in the case of fig. 3 (B), the time T1 is 2000ms (2.0 s). By setting the time T1 in this way, the driver or the like can recognize the intermediate beam and the high beam as different beams when viewing the beams.

The setting of the time T1 described above is based on the experimental result of the spot blinking of the wetter. Specifically, the experiment of the light spot blinking of the wetter sea was conducted by using an experimental apparatus in which two light spots alternately blink, and it was examined how the feeling of the visual person changes after changing the blinking interval, and the results were as follows:

(a) in the case where the interval of the spot blinking is about 30ms (about 33 frames/sec) or less, it is perceived that both spots are lit at the same time (simultaneous time phase).

(b) In the case where the interval of the spot blinking is about 60ms (about 16 frames/sec), the two spots are perceived to be moving smoothly (the most suitable phase).

(c) When the interval between the light spots blinking is about 200ms (about 5 frames/second) or more, the two light spots are seen as different light spots, and no motion is perceived (continuous time phase).

In addition, the method of changing the respective lighting rates of the intermediate beam unit 31 and the high beam unit 32 is not limited to the above-described example. That is, in the above example, it is such a variation method: the degree of increase in the lighting rate at the start is small, and the degree of increase in the lighting rate gradually increases as the time elapses, but the method may be a method of changing the lighting rate in such a manner that: the degree of increase in the lighting rate is large at the beginning, and the degree of increase in the lighting rate is gradually increased as the time goes longer. The lighting rate may be linearly increased with the passage of time, or may be increased in stages.

Fig. 4 is a schematic diagram for explaining a case of lighting control of the vehicle lamp system. In fig. 4, the front of the host vehicle is schematically shown. As shown in fig. 4 a, when a preceding vehicle 110 (an oncoming vehicle in this example) is detected, a dimming range is set in the center light flux 100 on the right side in the figure in accordance with the position of the preceding vehicle 110, and the dimming range is turned off. In addition, the high beam 101 also goes out. Next, as shown in fig. 4 (B), when the preceding vehicle 110 is driven away and cannot be detected, the range in which the intermediate light flux 100 is extinguished as the dimming range is quickly lit, and the lighting rate reaches 100%. At this time, the high beam 101 starts to be lit, but the lighting time is different, and therefore, the high beam is darker than the middle beam 101. Thereafter, as shown in fig. 4 (C), the lighting rate gradually increases with respect to the high beam 101, and after a predetermined lighting time has elapsed, the lighting rate reaches 100%.

In either case, a low beam 102 (indicated by a broken line in the drawing) is irradiated with another lamp unit (not shown in fig. 1) at a position relatively lower than the intermediate beam 100 and the high beam 101. The low beam 102 referred to herein is a low beam lamp whose lower end of the irradiation range is set to be at a position lower than each lower end of the intermediate beam 100 and the high beam 101, and which is light that can irradiate a relatively short distance ahead of the vehicle.

By thus lighting the intermediate beam 101 relatively quickly, visibility of pedestrians and the like can be ensured. Since the intermediate beam 101 illuminates a relatively low position, the influence on the perception is small, and therefore, the sense of discomfort of the driver or the like can be suppressed to a small extent. On the other hand, the high beam 101, which is a light beam that is irradiated to a relatively high position and is influenced by the perception, is turned on relatively slowly, thereby reducing the uncomfortable feeling of the driver or the like.

Further, in the case where the next preceding vehicle 110 is detected while the lighting rate of the high beam 101 is increased to 100%, the high beam 101 is turned off at that point in time, and therefore, the difference in brightness due to the on/off of the high beam 101 becomes small, and the driver's sense of discomfort can be reduced at that point as well. Such a situation may be considered, for example, when there are several preceding vehicles immediately behind, when the relative position of the preceding vehicle moves up and down on a slope or the like and repeatedly moves in and out with respect to the target range of image recognition, when the vehicle travels on a curve with many obstacles, the preceding vehicle repeatedly appears or disappears, and the like.

Fig. 5 is a flowchart showing the processing steps of the lighting control by the control device. Next, the processing procedure after the intermediate beam unit 31 and the high beam unit 32 of the

respective lamp units

14L and 14R are turned on by the lighting operation of the lamp switch of the host vehicle and the like will be described in detail with reference to the flowchart. In addition, as long as the results do not contradict or mismatch, the respective processes shown in the drawings may be executed in different orders, and such an embodiment is not excluded.

The vehicle detection unit 20 obtains the result of the image processing output from the image processing unit 12 of the imaging device 10, and determines whether or not there is a preceding vehicle based on the result (step S11). In the case where there is no preceding vehicle, the process is repeated (step S11: NO). When there is a preceding vehicle (step S11: yes), the vehicle detection unit 20 acquires the position of the preceding vehicle.

When the position of the preceding vehicle is acquired by the vehicle detection unit 20, the light distribution setting unit 21 sets a light irradiation range and a dimming range (non-irradiation range), which are light distribution patterns corresponding to the position of the preceding vehicle (step S12). Here, the fixed range corresponding to the position of the vehicle ahead in the entire irradiation range of the intermediate beam 100 is set as the dimming range, the range corresponding to the position where there is no vehicle ahead is set as the light irradiation range, and the entire irradiation range of the high beam 101 is set as the dimming range, and the formation instruction of each beam is given to the control signal generating section 23 (see fig. 4 a).

Next, the control signal generator 23 generates a control signal (light distribution control signal) for turning on and off the

lamp units

14L and 14R based on the light distribution pattern set by the light distribution setting unit 21, and outputs the control signal to the

lamp units

14L and 14R. Therefore, the full range is extinguished with respect to the high beam 101, and the dimming range is extinguished with respect to the middle beam 101 (step S13). The lighting is maintained with respect to the irradiation range in the intermediate beam 101.

Next, the vehicle detection unit 20 acquires the result of the image processing output from the image processing unit 12 of the imaging device 10, and determines whether or not the vehicle ahead is absent based on the result (step S14). If the preceding vehicle does not disappear (no in step S14), the process returns to step S12, sets an irradiation range and a dimming range according to the position of the preceding vehicle at the current time point (step S12), and performs on/off control according to the setting (step S13).

When the preceding vehicle disappears (yes in step S14), the light distribution setting unit 21 sets a light distribution pattern in the case where the preceding vehicle does not exist. That is, the dimming range in the intermediate beam 100 is set as the irradiation range, and the full irradiation range of the high beam 101 is set as the irradiation range, and the formation instruction of each beam is given to the control signal generating section 23. Then, the lighting time setting unit 22 sets the lighting time for lighting and extinguishing the

lamp units

14L and 14R (step S15), and the control signal generating unit 23 generates a control signal for lighting and extinguishing the

lamp units

14L and 14R based on the set lighting time and outputs the control signal to the

lamp units

14L and 14R. Therefore, the middle beam 100 lights up relatively quickly and the high beam 101 lights up relatively slowly (step S16).

When the control signal is output from the control signal generator 23 to each of the

lamp units

14L and 14R in step S16, the process returns to step S11 described above, and the subsequent processes are executed. Therefore, for example, when the next preceding vehicle is present while the lighting rate of the high beam 101 is less than 100% (step S11), the dimming range is set accordingly (step S12), and the high beam 101 is turned off (step S13).

According to the above-described embodiment, it is possible to achieve both of quick recovery of visibility of a pedestrian or the like and reduction of discomfort given to a driver.

The present invention is not limited to the above-described embodiments, and various modifications can be made within the scope of the present invention. For example, in the above-described embodiment, non-irradiation (lighting rate of 0%) is shown as a typical example of dimming corresponding to the position of the preceding vehicle, but the brightness of light may be reduced to such a degree that no strong light is given as another example of dimming.

In the above-described embodiments, the intermediate beam unit having a plurality of light emitting elements is described as an example of a structure for selectively irradiating light to each portion, but the present invention is not limited thereto. For example, a light modulation device (a liquid crystal device or the like) having a light source and a plurality of light blocking elements capable of transmitting and blocking light from the light source for each portion may be used.

In the above-described embodiment, the intermediate luminous flux is selectively irradiated with light, but the present invention is not limited thereto, and the entire intermediate luminous flux may be controlled to be either turned off or turned on.

Claims

1. A control device for a vehicle headlamp for controlling light irradiation by the vehicle headlamp, wherein,

when the headlamp forms a first irradiation light and a second irradiation light at a position relatively lower than the first irradiation light, a first time required from the start of the formation until the brightness of the first irradiation light increases to a predetermined value is longer than a second time required from the start of the formation until the brightness of the second irradiation light increases to the predetermined value.

2. The control device of the vehicular headlamp according to claim 1, wherein,

the second irradiation light is formed by: at least the upper end thereof is positioned lower than the upper end of the first irradiation light.

3. The control device of the vehicular headlamp according to claim 1 or 2, wherein,

the first time is longer than the second time by more than 200 milliseconds.

4. The control device of the vehicular headlamp according to any one of claims 1 to 3, wherein,

when another vehicle is present in front of the vehicle, the first irradiation light is dimmed, and a partial range of the second irradiation light is dimmed according to a position of the other vehicle, and from when the other vehicle disappears, the brightness of the first irradiation light is increased for the first time, and the brightness of the partial range of the second irradiation light is increased for the second time.

5. The control device of the vehicular headlamp according to any one of claims 1 to 4, wherein,

the brightness of the first illumination light gradually increases during the elapse of the first time.

6. The control device of the vehicular headlamp according to any one of claims 1 to 5, wherein,

the first irradiation light and the second irradiation light are formed to partially overlap.

7. A control device for a vehicle headlamp for controlling light irradiation by the vehicle headlamp, wherein,

the control device includes:

an instruction unit that instructs the headlamp to form first irradiation light and second irradiation light at a position relatively lower than the first irradiation light; and

and a lighting control unit that controls lighting of the headlight so that a first time required from a start of formation of the first irradiation light to an increase in brightness to a predetermined value is longer than a second time required from the start of formation to an increase in brightness of the second irradiation light to the predetermined value, when the instruction is given from the instruction unit.

8. A control method of a headlamp for a vehicle for controlling light irradiation by the headlamp for the vehicle, wherein,

9. A vehicular headlamp system, comprising:

the control device of any one of claims 1 to 7; and

and a vehicle headlamp that is controlled by the control device to form the first irradiation light and the second irradiation light.