DE19758664B4 - Lighting unit for a vehicle - Google Patents

Abstract

Method for controlling a lighting device for a vehicle with the following steps:
Detecting a driving environment of the vehicle;
Detecting oncoming and preceding vehicles in the driving environment of the vehicle;
Determining a traffic density depending on the detected number of oncoming and preceding vehicles within a predetermined distance unit and a predetermined time unit and
Controlling a lighting unit of the vehicle depending on the traffic density, wherein at a traffic density below a predetermined value, an illumination range of the lighting unit is extended.

Description

The The present invention relates to a method for controlling a Lighting device for a vehicle and a lighting device for a vehicle.

A conventional Device for controlling the illumination, which is performed by a lighting unit and based on the driving environment, includes an image pickup device to monitor the road condition or a similar one Parameters in front of the vehicle, and then directly the light distribution, which is generated by the lighting unit, to change in such a way that they on the information of the surveillance customized is.

From the DE 36 01 388 A1 is known a headlight system for motor vehicles, which aims to optimize driving behavior by adapting the light distribution to different traffic situations.

From the DE 44 39 556 A1 is a dynamic headlight range control with a range sensor for determining the distance to a vehicle ahead, so that the determined distance is used as a measure for glare-free adjustment of the headlight range.

The Environment in which a vehicle drives, can include a variety of different types of roads, such as Mountain roads, streets in urban areas, highways, diversion roads and the same. About that hangs out the traffic density from place and time. Because the driving environment for a Vehicle from the instantaneous position of the vehicle and the vehicle Time depends elevated the above mentioned direct control of the lighting coming from the lighting unit carried out will, the load coming from a driver part of the lighting unit must be worn whereby the durability of the driver part is deteriorated. If The lighting control is also hypersensitive to changes reacts in the driving environment, the driveability deteriorates of the vehicle.

Around the ones mentioned above To prevent problems, it is conceivable, a method for reducing the response speed for the lighting control performed by the lighting unit to use. However, a reduced control speed uncertain when the driving environment changes rapidly.

It An object of the present invention is a method of control a lighting device for to provide a vehicle and a lighting device for a vehicle the lighting is adapted to the requirements of the environment.

These The object is achieved by a method having the features of claim 1 and a device with the features of claim 4.

preferred Further developments of the subject invention are set forth in the dependent claims.

Especially comprises a lighting unit for Vehicles a driving environment detection device for detecting information indicating a driving environment, which is determined by the travel path on which a vehicle is traveling; a mode determination device for determining a driving mode included in the driving modes, the combinations of the driving environment detection device represent observable information and change dynamically when the driving environment during the driving of the vehicle changes; and a lighting control device for controlling the lighting, through the lighting unit of the vehicle according to a Instruction signal performed is generated by the mode determining device and the Driving mode corresponds.

The Mode determining device determines the driving mode of the vehicle according to the determined driving environment in which the vehicle is driven. The lighting performed by the lighting unit is controlled according to the determined driving mode, which is changes with the detected driving environment. Thus, an overly fast Answers or a delay in the control regarding changes avoided in the driving environment.

following the present invention will be related to embodiments with the attached Drawings closer described and explained. In these shows:

1 1 is a block diagram showing the basic structure of a lighting unit for a vehicle according to an embodiment;

2 FIG. 4 is a graph schematically showing a light distribution curve of a low beam of a headlamp of a vehicle; FIG.

3 FIG. 2 is a graph schematically showing a light distribution curve of a fog lamp of a vehicle. FIG.

4 FIG. 4 is a graph schematically showing a light distribution curve of a cornering lamp of a vehicle; FIG.

5 3 is a graph schematically showing a light distribution curve of a fog light of a vehicle when the light is controlled to converge;

6 FIG. 4 is a graph schematically showing a light distribution curve of a fog lamp of a vehicle when the light is controlled to be horizontally scattered; FIG.

7 together with the 8th to 27 an embodiment and a block diagram showing the structure of the unit,

8th FIG. 12 is a schematic view showing an example of the structure of an oncoming and preceding vehicle detecting unit; FIG.

9 FIG. 4 is a flowchart schematically showing the procedure performed in a driving environment corresponding mode; FIG.

10 a perspective view showing an essential part of an example of the construction of the lamp,

11 a schematic view for explaining the height control of a cut-off line of in 10 shown lamp,

12 FIG. 2 is a schematic view showing a light distribution curve and the surface of a road when a straight ahead vehicle is viewed from the front; FIG.

13 FIG. 12 is a diagram for explaining the control of the height of the cut-off line for the lane of a vehicle and the lane of an oncoming vehicle; FIG.

14 FIG. 4 is a flowchart showing the procedure performed in a mode in which the vehicle is traveling on a freeway; FIG.

15 together with the 16 and 17 FIG. 4 is a diagram for explaining the control of lighting performed when the vehicle approaches an intersection, and is an explanatory view showing the side lighting; FIG.

16 a diagram showing the position of the vehicle with respect to the intersection,

17 a flowchart showing a procedure for controlling the lighting,

18 a horizontal cross section showing an example of the construction of the fog lamp.

19 FIG. 4 is a diagram showing the control of lighting performed by the lighting unit when the vehicle is running on a winding road. FIG.

20 a diagram showing the control of the lighting used by the in 10 lamp is performed in the horizontal direction,

21 12 is a schematic view showing a light distribution curve and the surface of a road when the vehicle running in a right turn is viewed from the front,

22 a diagram that together with the 23 and 24 shows the control of the lighting performed by the lighting unit when the vehicle is driving through a tunnel and has approached a position in front of the tunnel,

23 a diagram showing a state in which the vehicle is running on a road with a broken tunnel,

24 a diagram showing a state in which the vehicle has passed through the tunnel,

25 a diagram showing the relationship between the vehicle and a bridge structure,

26 a flowchart showing a procedure for controlling the lighting, which is performed when the vehicle is running in a tunnel, and

27 a block diagram showing the structure of a unit using a GPS satellite communication system.

1 is a diagram showing the basic structure of a lighting unit 1 for motor vehicles according to an embodiment, which shows a driving environment detection device 2 , a mode determination device 3 and a lighting control device 4 includes.

The driving environment detection device 2 detects information about the driving environment in which the vehicle is traveling and transfers the detected information to the mode determining device 3 ,

The mode determination device 3 determines the driving mode of the vehicle according to that of the driving environment detection device 2 and transmits a drive mode based control signal to the lighting control device 4 ,

The "driving mode" of the vehicle classifies combinations of information received from the driving environment detection device 2 are detected and changes dynamically as the driving environment changes while the vehicle is traveling (including a change from standstill to driving and vice versa). The classification is performed for a variety of environment information, for example, whether a vehicle is traveling on a freeway or not, or whether a vehicle is traveling on a high traffic city street (which will be described later).

The lighting control device 4 receives this from the mode determining device 3 received signal directly or via a driver device 6 and operates the lighting unit 5 to the lighting coming from the lighting unit 5 is performed, control and the timing at which a light source 5a the lighting unit 5 on or off, to steer. The lighting unit 5 for a vehicle includes a headlight, a fog light, a cornering lamp or the like.

• (I) die Form der Straße;
• (II) Struktur der Straße;
• (III) Spezifikation und Einstufung der Straße;
• (IV) Gelände und Gebiet, durch das das Fahrzeug fährt;
• (V) die Tatsache, ob ein es entgegenkommendes oder vorausfahrendes Fahrzeug gibt;
• (VI) das Verkehrsvolumen und die Verkehrsdichte;
• (VII) die Umgebungsbeleuchtungsdichte; und
• (VIII) atmosphärische Phänomene (wie etwa Wetter und dergleichen).

Basic information used to determine the driving environment includes the following:

• (I) the shape of the road;
• (II) structure of the road;
• (III) specification and classification of the road;
• (IV) terrain and area through which the vehicle travels;
• (V) the fact whether there is an oncoming or preceding vehicle;
• (VI) traffic volume and traffic density;
• (VII) the ambient illumination density; and
• (VIII) atmospheric phenomena (such as weather and the like).

The point (I) includes the shape of the road (a straight road, a curve, the turning radius, the gradient of the road and the like) on which the vehicle is traveling, the structure of the road (the number of lanes, the width of a lane and the like) and the fact if there is an intersection (a cross-shaped cross tongue, a T-shaped intersection or the like) or a Y-shaped intersection in front of the vehicle.

Of the Item (II) Tunnels, an anti-glare fence and bridge-like structures including pedestrian bridges, intersections on several levels and the like.

Of the Item (III) a distinction between a freeway and an open road and the Classification of the road (for example, first, second or third class). The point (IV) comprises a division into inner city terrain, suburbs, Mountainous regions and coastal areas.

Of the Point (V) is a factor that takes into account whether it is an oncoming one Vehicle or a preceding vehicle gives or not. Of the Point (VI) is a size that by counting the oncoming and preceding vehicles is received. The "traffic volume" gives the total amount the oncoming and preceding vehicles in a given Range or within a specified time period. The "traffic density" gives the traffic volume per track unit and time unit.

Of the Item (VII) relates to the ambient illumination intensity for the vehicle and provides basic information for setting the time the lighting unit is turned on, and for setting the amount of light for the lighting

Of the Item (VIII) clear weather, cloudy weather, rain, fog, snow and the like.

From the above points, the items (I) to (IV) can be obtained from a structure in which the driving environment detection apparatus 2 Devices for detecting information including the shape and structure of a road and the current position of the vehicle or devices for monitoring the travel path in conjunction with image information that is generated by an image pickup device for photographing the travel path includes.

consequently can Information including the shape of the road indicated on a map, information about the instantaneous position of the vehicle and various information about the vehicle Road, up the vehicle is driving, to be obtained.

Map information can from a navigation system (a so-called "car navigation system") using from radio waves, for example from GPS (Global Positioning System) Satellite or a system that is a communication between a Street and the vehicle used, to be sent out. The former system is arranged such that one of a gyroscope sensor or a detection signal obtained from a vehicle speed sensor, Radio wave information emitted by a GPS satellite and obtained from a GPS receiver be, and information about one on a storage medium (a CD-ROM or the like) saved map can be used to the current position of the vehicle on the road map specify. About that In addition, the vehicle may travel along a planned route a destination become. The latter system is designed to receive information from beacons (Communication post for generating a communication between the vehicle and a road), those on the median strip of a highway or on the side strip at predetermined intervals (a distance that allows communication), on main corners or Intersections in the downtown area or on a mountain road with obstacles are arranged used. In this way, information about the Position of the vehicle on the road, on the shape of the road and the like to be obtained.

There are also it is a system using a subchannel of a multiplexed FM communication. It is essential that information about the Street and the information about the current position of the vehicle can be obtained. Therefore Any system can be used as long as the above information can be obtained.

In a case where an image pickup device (a CCD camera or the like) for photographing the road in front of the vehicle at the Vehicle is attached to identify the shape and the like of the road, by the image information obtained from the image pickup device be analyzed, it is preferable that the above system on is used such that a Time Delay due to the image processing is avoided.

Information about the point (V) can be obtained by a method in which a counter is detected by using an image pickup device or a method in which light for illuminating or signal light emitted from the oncoming or preceding vehicle from a light detection device (a blended sensor or the like) is detected. A preceding vehicle may be detected by a method using radar or a sensor that detects the distance between vehicles and uses detection waves such as radio waves or ultrasonic waves. If there is information about the oncoming vehicle or the preceding vehicle, the traffic volume and traffic density (VI) can be calculated.

The Ambient light intensity (Point (VII)) can be detected by an illumination intensity detection device be found, which is attached to the vehicle. The atmospheric phenomena (Point (VIII)) can be determined according to the information provided by devices to detect temperature, humidity and air pressure or obtained from an instruction signal for the windshield wipers become.

If controlled by the lighting unit performed lighting is, it is preferable that too Information about both the intentions of the driver as well as the previous driving environment factors be considered.

This is a vehicle heading prediction device 7 provided as in 1 shown. Thus, the vehicle heading intended by the driver is predicted in accordance with the operation signal generated by the driver of the vehicle or detected information about the running state of the vehicle. The result of this prediction becomes the mode determination device 3 transfer. As a result, when the driver drives the vehicle on a road that is not on a map, lighting control can be performed in such a manner that the lighting unit steers the lighting in the desired direction.

• (a) ein Richtungssignal, das an ein Blinklicht angelegt wird;
• (b) einen Lenkwinkel (der Lenkwinkel des Lenkrads);
• (c) der Betrag der Betätigung des Bremspedals und des Gaspedals;
• (d) die Fahrzeuggeschwindigkeit;
• (e) die Beschleunigung;
• (f) das festgestellte Signal für die Stellung des Fahrzeug (ein Ausgangssignal von einem Fahrzeughöhensensor); und
• (g) ein geplanter Kurs, bei dem ein Bestimmungsort mittels eines Navigationssystems mit einer Routenführungsfunktion erreicht wird.

Information used to predict the direction of travel of the vehicle may include:

• (a) a directional signal applied to a flashing light;
• (b) a steering angle (the steering angle of the steering wheel);
• (c) the amount of operation of the brake pedal and accelerator pedal;
• (d) the vehicle speed;
• (e) the acceleration;
• (f) the detected signal for the position of the vehicle (an output from a vehicle height sensor); and
• (g) a planned course in which a destination is reached by a navigation system having a route guidance function.

The vehicle direction predictor 7 fully predicts the driver intended vehicle heading corresponding to the above signals and is not based solely on an information point such as the direction signal. A change in the steering angle, as seen from the transmission of the direction signal, is successively detected to determine whether a provisional operation for changing the direction as indicated by the direction signal, according to a change in attitude of the vehicle, its speed, its acceleration and driving condition is possible or not. Thus, the driving operation of the vehicle is predicted. That is, a change in the driving state of the vehicle is detected before the route of the vehicle changes. Thus, an extrapolated direction is determined as the direction of travel of the vehicle.

One Example of the prediction process will be described below. In In this case, a simple model is used in which the direction (left or right) and the presence of an instruction from the Flashing light can be detected. In addition, only the direction and the degree of change in the steering angle and the direction and the amount of acceleration detected. When the direction instruction signal has been transmitted, a temporary prediction about it made that a change the direction of travel is intended. When the steering angle over a considerable period of time changed will or if an acceleration is over a given range carried out is determined that the prediction approved is. If the steering angle is not over a considerable period of time will be changed and the vehicle is not decelerated becomes the previous prediction corrected.

It is then determined that no change in direction is intended. When the steering angle is changed considerably over a certain period of time, or when the vehicle is decelerated rapidly even if no instruction signal has been transmitted, it is determined that a change of direction is intended. Note that the meaning of the basic information for the prediction need not be uniform. Of course, a weighting may be given arbitrarily according to the value of the information.

The Predicting the vehicle's direction of travel can provide information about the mentioned above Shape of the road use. For example, the distance becomes a road intersection in front of the vehicle to the current position of the vehicle calculated to determine how the steering angle changes when the distance decreases. If the steering angle does not change significantly, will made a prediction that that Vehicle drives straight ahead. If the steering angle changes significantly, will made a prediction that a change in the direction of travel is intended.

• (i) Modus des Fahrens auf einer Straße mit einer Kreuzung;
• (ii) automatischer Lichteinschaltemodus;
• (iii) Tunneldurchfahrmodus;
• (iv) Modus des Fahrens unter einer Brücke;
• (v) Modus des Fahrens auf einer Straße mit Blendschutzeinrichtungen;
• (vi) Modus des Fahrens auf einer Schnellstraße;
• (vii) Modus des Fahrens im Innenstadtbereich;
• (viii) Modus des Fahrens im Vorortbereich;
• (ix) Kurvenfahrmodus; und
• (x) Modus mit entgegenkommendem Fahrzeug.

The driving mode of the vehicle provided by the mode determining device 3 depends on the complexity of the driving environment. For example, because a vehicle may have many classified driving modes, these modes can not all be listed. Therefore, only the following representative modes are described:

• (i) mode of driving on a road with an intersection;
• (ii) automatic light-on mode;
• (iii) tunnel penetration mode;
• (iv) mode of driving under a bridge;
• (v) mode of driving on a road with anti-glare devices;
• (vi) mode of driving on a freeway;
• (vii) mode of driving in the inner city area;
• (viii) Mode of driving in the suburban area;
• (ix) cornering mode; and
• (x) oncoming vehicle mode.

mode (i) is a driving mode that is detected when an intersection, like a road crossing, in front of the vehicle on the road, on which it drives, exist. To determine the presence of an intersection, be information about the shape of the road and their structure and forecasts about the vehicle's direction of travel used.

In the above case, the lighting control device decreases 4 Preferably, the amount of light emitted by side lighting units mounted on the side portions of the vehicle at a time or distance predetermined point before the vehicle reaches the intersection. The reason for this is that a pedestrian or the driver of another vehicle (hereinafter referred to as "road user") is irritated when the side lighting unit is suddenly turned on immediately before the vehicle reaches the intersection.

If the above control is performed in such a way that the the amount of light emitted by the side lighting units gradually elevated when the vehicle approaches the intersection, after the amount of light, which is emitted by the side lighting units is reduced has been, the driver is able to the road area including the Crossing with sufficient visibility to recognize.

Preferably is the amount of emitted from the side lighting units Light controlled in such a way that the amount of light to a maximum distance of a predetermined distance from the intersection is. The reason for this is that one Road users get confused when the amount of light for the lighting maximum at the position where the vehicle reaches the intersection, or at the position immediately before the intersection becomes maximum.

If there are several intersections on the road at certain intervals (for example, if the vehicle is traveling on a road with several successive crossings that follow one another in the direction of travel of the vehicle and are separated from each other by a distance less than a predetermined distance), above control for the amount of light for lighting not performed. Alternatively, it is preferable that the amount of light for illumination be constant. Thus, a delay for the lighting control is avoided (the control for reducing the amount of light emitted from the lighting unit can not be performed in time before passing the next intersection). In addition, the burden to be borne by the apparatus for operating the lighting unit is reduced. The criterion for determining the distance between Intersections can be a constant value or can vary according to the vehicle speed.

The mode (ii) is provided for a vehicle having an illumination intensity detecting device for detecting the intensity of the ambient illumination, which is arranged in such a manner that the illumination control device 4 automatically turn on / off the lighting unit 5 and controls the amount of light emitted therefrom according to the illumination intensity of the environment. When the surrounding illumination intensity decreases, for example, after sunset, the illumination unit is turned on. In addition, the amount of light for the lighting is regulated to a corresponding amount for the evening or the morning. It should be noted that the basic information for determining the mode includes the ambient lighting intensity, the time, the day, the time of sunrise and sunset, and the like.

Of the Mode (iii) is detected when there is a tunnel in front of the vehicle in the street, on which the vehicle drives, located. To determine the above mode, information about the Shape of the road and their structure and forecasts about the vehicle's direction of travel used.

When the above mode is detected, the lighting control device turns 4 automatically the lighting unit in front of the tunnel entrance. Preferably, the lighting unit is turned on when the distance from the position of the vehicle to the tunnel entrance is shorter than a predetermined criterion obtained from the multiplication of the vehicle speed by a predetermined time. The reason for this is that the approach time changes with the vehicle speed.

If it is stated that in the street, on which the vehicle drives, no tunnel is located and the ambient lighting intensity of the vehicle temporarily changes and the amount of change exceeds a predetermined value, the lighting unit preferably remains switched off. The reason for that lies in that one frequent on / off switching the lighting unit must be prevented when the vehicle is under a bridge, For example, a pedestrian bridge passes through.

If the vehicle after it for a predetermined distance or for a predetermined time has passed, does not leave the tunnel, remains the lighting unit preferably turned on. The reason is that an increase the illumination intensity near the end of the tunnel, or detecting an increased illumination intensity leading to Example by lights in the tunnel occurs in an undesirable way the lighting unit turns off.

If a tunnel with openwork openings or a plurality of tunnels in front of the vehicle is present the time that determines for the vehicle is required to pass through the area between the openwork openings or drive between the majority of tunnels. When the travel time no longer is a given value, preferably the turned on Maintain state of lighting unit. When the lighting unit is switched off immediately before the end of the tunnel, the Lighting unit to unwanted Way during the drive of the vehicle between the perforated tunnel openings or between the tunnels on and off. If a lighting unit of the Type that uses a discharge lamp as a light source, often and repeatedly switched on and off, the life of the Light source shortened. Therefore, the on-state of the lighting unit preferably remains maintained in the above driving environment.

Of the Mode (iv) is a mode that is determined when a bridge-shaped construction, such as a pedestrian bridge or a level equal transition in front of the vehicle on the road, on which the vehicle drives, is present and the vehicle should pass under the bridge. Around To make a statement, information about the shape of the road, the Structures on the street and predictions about the Vehicle direction used.

In this mode will be changes in the ambient lighting intensity predicted that temporarily occur when the vehicle passes under a bridge. Therefore becomes the illumination intensity detection signal ignored, even if the ambient lighting intensity of the vehicle changes significantly, because this change is not as useful Information is considered. Therefore, an erroneous turning on of the lighting unit prevented.

The mode (v) is detected when the vehicle is running on a road with anti-glare devices (an anti-glare fence or the like). To make this determination, information about the shape of the road, the structures on the road and the prediction about the vehicle direction are ver applies. Thus, it is determined whether or not the vehicle is running on a road with a median strip or on a road with a shoulder.

In the above mode becomes the illumination light coming from the illumination unit is emitted, preferably controlled vertically. If a vehicle on a street with an anti-dazzle fence will the height the Abblendlichtverteilung cut-off line adjusted so that they something higher than the reference altitude lies. In the case of the presence of an anti-dazzle fence or of a similar, can the distance vision be improved without the driver of an oncoming Vehicle is dazzled. The above mode is effective when the vehicle is driving on a highway.

The Modes (i) through (viii) have names that match the settings in which the vehicle drives. Around To make the appropriate findings, information about the Shape of the road and about structures in the street and predictions about the vehicle direction of travel used.

Preferably the above modes are even finer subdivided so that they Traffic volume and traffic density.

If the vehicle for example on a road with a high volume of traffic or a high traffic density, becomes the cut-off line the dipped beam distribution of the headlamp on a given Height set and so controlled that they the upper limit for the height control does not exceed the cut-off line. Thus, other road users not blinded. When the range of lighting through the lighting unit on the track of the oncoming vehicles is expanded a sufficiently wide field of view for a pedestrian for an approaching one Vehicle created. If the vehicle is on a road with a low traffic volume or low traffic density is it is preferable that the Range of lighting extended by the lighting unit is compared to the lighting area that is used if the vehicle is on a high traffic road or a high traffic density drives. The reason is in that the possibility dazzling a road user on a high street Traffic volume must be reduced.

Of the Mode (ix) is detected when the vehicle is on a winding road Street, like a mountain road, moves. To make this determination, information about the Street and over Structures on the street and predictions about the vehicle direction of travel used.

In the above mode, the lighting performed by the lighting unit is controlled in accordance with the shape of the road in the direction in which the vehicle travels. When the vehicle is running on a road that is not included in the information of the road map, the vehicle heading prediction device controls 7 the illumination performed by the lighting unit according to the predicted vehicle traveling direction.

Of the Mode (x) is detected when the vehicle is on an oncoming Vehicle passes by. To make this determination, are by the light detection device obtained information used.

at This mode is the beam of light coming from the vehicle headlight is generated, switched from the high beam to low beam, to a Preventing dazzle of the driver of an oncoming vehicle. Alternatively, the range of lighting used by the lighting unit is generated, extended to the lane of oncoming vehicles, to provide sufficient visibility for to ensure the driver of an oncoming vehicle with it a pedestrian or the like can be recognized.

Preferably, the above driving environment detection device comprises 2 a vehicle driving state detection device for detecting the driving state of the vehicle including the vehicle speed, the acceleration, and the like. As an alternative to this, preferably information about the detected vehicle driving condition obtained by the vehicle heading prediction device 7 used. Consequently, the lighting control is controlled not only depending on the driving environment in which the vehicle is located, to avoid problems that would otherwise arise. For example, when the vehicle is traveling on a highway, the vehicle is not always traveling at high speed. As described above, the running state of the vehicle in connection with the driving environment can not be ignored. It should be noted that the vehicle speed can be detected by a conventional vehicle speed detecting device. The acceleration of the vehicle can be detected by a method in which an acceleration De or in which the derivative of the vehicle speed detected by the vehicle speed detection device is calculated.

• (A) die Beleuchtungsrichtung;
• (B) der Beleuchtungsbereich;
• (C) die Lichtmenge für die Beleuchtung;
• (D) die Zeit, zu der die Beleuchtungseinheit an/ausgeschaltet wird, und der Steuerungsstartzeitpunkt;
• (E) die Steuerungsgeschwindigkeit;
• (F) die Lichtverteilung;
• (G) die Höhe der Abschneidelinie; und
• (H) der gesteuerte Bereich.

The lighting control device 4 controls the lighting performed by the lighting unit so as to comply with the control instructions of the mode determining device 3 that indicate the driving mode follow. The controlled parameters are the following:

• (A) the direction of illumination;
• (B) the lighting area;
• (C) the amount of light for the illumination;
• (D) the time when the lighting unit is turned on / off and the control start time;
• (E) the control speed;
• (F) the light distribution;
• (G) the height of the cut-off line; and
• (H) the controlled area.

• (A-I) Ein Verfahren, bei dem Licht zur Beleuchtung vollständig in eine vorgegebene Richtung gelenkt wird.
• (A-II) Ein Verfahren, bei dem ein Teil des Lichts zu Beleuchtung in eine vorgegebene Richtung gelenkt wird.

The control of the illumination direction (parameter (A)) is divided into two methods.

• (AI) A method in which light for illumination is completely directed in a given direction.
• (A-II) A method in which a part of the light is directed to illumination in a predetermined direction.

The Method (A-I) is a method in which the entire body of the Lighting unit is rotated about a rotating shaft, around the illumination axis to direct the lighting unit in a predetermined direction. Another method can be used when setting of components (for example, a reflection mirror, a lens, a light source, a light shielding member or the like) the lighting unit is controlled so that the optical axis of the optical System is directed in the predetermined direction.

at the method (A-II), a method can be used in which only one or more illumination axes (for example, only one or two illumination axes or one or more elements of Headlamps, fog lamps and cornering lamps of a motor vehicle, which includes such lamps changed) a device with a plurality of lighting units to be changed. Another method may be used in which one or more multiple settings of one or more elements of components the lighting unit are controlled (for example, the Reflection mirror from a stationary reflection mirror and a movable reflecting mirror to the optical axis of the moving the reflection mirror in the predetermined direction).

• (B-I) Ein Verfahren, bei dem der Beleuchtungsbereich durch eine Verbindung von mehreren Beleuchtungseinheiten miteinander eingestellt wird.
• (B-II) Ein Verfahren, bei dem ein Teil der Komponenten der Beleuchtungseinheit bewegt wird, um den Beleuchtungsbereich zu ändern.

The control of the illumination area (parameter (B)) can be achieved by one of the following two methods.

• (BI) A method in which the lighting area is adjusted by connecting a plurality of lighting units to each other.
• (B-II) A method in which a part of the components of the lighting unit is moved to change the lighting area.

In the method (BI), an apparatus composes the illumination areas generated by a plurality of illumination units to generate a total illumination area. The lighting areas generated by a part of the lighting units are controlled. For example, a method may be used in which two lighting units having different lighting areas for the vehicle are provided, so that the lighting area generated by one of the two lighting units is fixed and the one generated by the other lighting unit is changed can (for example, the lighting area can be extended to the right or left). As an example, a lighting unit for a vehicle comprises headlamps, fog lamps and cornering lamps. The illumination distribution curve a of the dimmed light as shown in FIG 2 and the illumination distribution curve b of the fog light as shown in FIG 3 is shown, and / or the illumination distribution curve c of the cornering light, as shown in 4 are shown are combined to control the extension of the illumination area in the horizontal direction. When a side lighting unit is mounted to illuminate a specific lighting area on the vehicle, the lighting area can be changed by turning on this lighting unit. It should be noted that the 2 to 4 schematically shows light distribution curves for each of the lighting units, which are located on the front, right side of the vehicle. In the drawings, the line HH denotes a horizontal line and the line VV denotes a vertical line.

The enable the above methods obtaining a required lighting area by selection a part of the above lighting units with different Lighting areas. Because the size of the device increases unreasonably, Preferably, the method (B-II) is used when the structure the device must be simplified.

Here The lighting area can be illuminated by a lighting unit is obtained by changing the Adjustment of one or more components of the lighting unit changed become. As an example, in a method where the movement a lens is used, the relative position of two lenses be adjusted so that the Degree of light scattering for the illumination light can be arbitrarily set when the Lentils are moved. It can also be used a structure where the lighting area of the lighting unit is generated by moving a shading to shield a portion of the light emitted from the light source used is changed becomes. A lot of possibilities can be obtained if the optical components on such Way, that only the light source is moved or a collective movement of the reflection mirror and the light source or the lens and the reflection mirror or the lens and the shading takes place around the lighting area to change.

As an example, consider a vehicle having headlamps and cornering lamps as lighting units. When the in 2 shown light distribution curve a of the low beam and the in 5 shown light distribution cc, which is generated when a control for converging the light beams of the fog lamps is performed, or in 6 shown light distribution, which is generated when a control for preventing the horizontal dispersion of the fog lamps is performed, composed, an extension of the illumination area can be prevented. The 5 and 6 schematically show the light distribution curves of lighting units, which are arranged on the front, right side of the vehicle.

Preferably the width of the illumination area can be adjusted that she the vehicle speed and the acceleration corresponds. Of the the reason for this lies in the fact that the Field of view of a driver in a mode in which the vehicle is driven at a high speed, and in one mode, in which the vehicle was driven at a low speed is, and in a mode in which the vehicle with a constant Speed is driven, and a mode in which the speed is greatly reduced, is different. Preferably, the Lighting area in comparison with the lighting area in other states widened when the vehicle was driven at low speed or when the vehicle is braked hard.

Regarding the amount of light for the lighting (parameter (C)), a method can be used where the amount of light emitted by each lighting unit is changed, comprehensively becomes. Another method can be used in which the amount of light coming from only a part of the lighting units is emitted, changed or in which a lighting unit is switched on / off, around the total amount of light for to change the lighting. The amount of light can be adjusted by a method in the amount of light emitted by the light source is changed, or in which a filter element or a light shielding element is so is controlled that the Amount of light is set.

Around to control the point in time at which the lighting unit is switched on / off If (parameter (D)), a method can be used after the time at which all lighting units switched on or off be set or a method may be used by the time at which a part of the lighting units is turned on or off, is determined.

The time at which a lighting unit is turned on may be set in the case of a road having an intersection so that the distance from the intersection to the vehicle or the time to the intersection obtained by dividing the distance by the vehicle speed in one predetermined range lies. According to the result of this determination, the timing at which the control of the lighting is performed (the change of the lighting direction and the lighting area) can be set. In this case, the criteria or the range to be changed preferably corresponds to the vehicle speed and / or the acceleration. The reason for this is that the vehicle can approach the intersection in various ways depending on the vehicle speed and the like. For example, a method may be used in which the illumination area is changed at a position far from the intersection with respect to the vehicle speed. Another method is constructed so that the timing of the illumination direction changes is advanced when the direction of travel changes. It can also be used a method in which the total body of the lighting unit is tilted in a vertical plane, or a method may be used in which a part of the optical elements constituting the lighting unit is moved. If the height of the cut-off line is increased excessively, the other road users are blinded. Therefore, the controlled area is preferably restricted so that an upper limit is provided to prevent an excessive height for the cut-off line.

Of the controlled range (parameter (H)) is an angular range of one Reference direction starting up to a maximum angle. If the Lighting range is controlled, the controlled area is an angular range between the reference illumination angle and the maximum illumination angle. When the height the cutoff line is controlled, the controlled area is on Range from the upper limit height to the lower limit height.

The above control provided by the lighting control device 4 is performed in accordance with an instruction signal supplied from an instruction device 8th to the lighting control device 4 is transmitted as in 1 shown. The instruction device 8th may be designed as an exclusive hand switch or as a conventional switch and be designed as a switch for switching on the lighting unit or another switch.

The 7 to 27 show an embodiment as it is applied to a lighting unit for a motor vehicle.

7 is a block diagram showing the structure of a unit 9 shows. An ECU (electronic control unit) 10 with a computer has the functions of the mode determining device 3 and the lighting control device 4 , The ECU 10 is supplied with signals from a unit 11 for communication between a road and the vehicle and a computing unit 12 be transmitted to the street display and to calculate the current vehicle position. In addition, the ECU 10 with detection signals from a steering sensor 13 and a vehicle speed sensor 14 come with signals coming from a direction selector switch 15 and an automatic control selection switch 16 and with detection signals derived from an engine start signal 17 , a brake enable signal 18 , an optical sensor 19 and a vehicle-spacing radar 20 come, supplied. The output signals of the ECU 10 become driver areas 21L and 21R transmit to control the lighting coming from headlights 22L and 22R , Fog lights 23L and 23R and cornering lamps 24L and 24R is produced. Note that the letter "L" added to the reference sign means a front left lamp or an area for controlling the front left lamp. The letter "R" added to the reference numeral designates a front right lamp or an area for controlling the front right lamp.

If the ECU 10 is housed in the lighting unit or attached to the outside of the lighting unit, the process of replacing the ECU 10 or the like can be easily performed. Of course, the ECU 10 a conventional vehicle-mounted ECU.

The unit 11 for communication between a road and the vehicle is used to obtain from beacons data about the shape and structure of the road on which the vehicle is traveling. The arithmetic unit 12 for the road indication and the calculation of the current vehicle position is used to indicate the current position of the road on which the vehicle is traveling and the vehicle to correct the current position of the vehicle when the vehicle is approaching a beacon and the current one To calculate position between the beacons.

The steering sensor 13 is provided to detect the steering direction and the steering angle when the driver operates the steering wheel. The vehicle speed sensor 14 and the direction instruction selection switch 15 may be conventional devices for vehicles.

The automatic control selector switch 16 corresponds to the instruction device 8th and has a structure that arises when a switch for selecting a "mode according to the driving environment" or a "mode that does not correspond to the driving environment" to a three-stage light switch (off, half light (turning on a small lamp and the tail light) and full light) is added. The "driving environment mode" is a mode in which the driving mode is selected to be selected according to the driving environment in which the vehicle is located and the lighting control performed by the lighting unit for each driving mode (FIG. including the control giving precedence to the driver's intentions). The "mode that is not the Is a mode in which the lighting performed by the lighting unit is controlled by the driver The latter mode is a mode in which no determination of the driving mode is made or only a limited operation such as the display Driving mode or an instruction to the driver is performed.

The optical sensor 19 includes a blend sensor, an illumination intensity sensor, and an image pickup sensor (including a solid state image pickup device (a large area CCD or MOS image sensor or the like), an image pickup tube, and the like). The optical sensor 19 is used to detect an oncoming vehicle or a preceding vehicle (for example, to detect the position of the headlight of an oncoming vehicle or the tail light of a preceding vehicle) or to detect the ambient illumination intensity of the vehicle. 8th schematically shows an example of a detection unit 25 for detecting an oncoming or preceding vehicle. Light IL of an object to be detected can be transmitted through an objective lens 26 go and then go through a diachronic half mirror 27 divided into two parts. Then a part (the blue light beam) is transmitted via an infrared cut filter 28 from a CCD image sensor 29 added. The other part (the light beam from which the blue light has been separated) is passed through an infrared cutoff filter 30 from a CCD image sensor 31 added.

The vehicle distance radar 20 is used to determine the distance between the vehicle and the preceding vehicle, wherein the vehicle spacing radar 20 for example, a millimeter-wave radar.

Furthermore can Devices for detecting the position of the vehicle, such as a vehicle height meter, a vibration sensor and the like, and devices for detection the driving environment, such as temperature and humidity sensors, an air pressure sensor and the like may be provided.

The unit 9 is arranged in such a way that the ECU 10 Receive signals from the individual sensors when a lamp switch (not shown) is set to any position other than the off position to perform an initialization (for example, a detection of the reference position of the position of the lighting unit in the driver areas 21L and 21R and the reference position (the zero point) of the steering sensor 13 ).

The driver areas 21L and 21R include motors for moving the lighting units and their components, motor drive circuits and detection devices for detecting the position of the lighting units and their components under the control of the ECU 10 ,

In the unit 9 Information used to detect the driving environment is used by the unit 11 for communication between a road and the vehicle, the computing unit 12 for displaying the road and calculating the current vehicle position, the optical sensor 19 and the vehicle distance radar 20 be transmitted. On the other hand, the detection signals coming from the steering wheel sensor 13 and the vehicle speed sensor 14 the direction instruction signal generated by the direction instruction selection switch 15 is transmitted, the engine start signal 17 and the brake activation signal 18 used to predict the vehicle's direction of travel. Note that the mode determination device 3 and the lighting control device 4 in the ECU 10 are executed in the form of software.

The Control the lighting coming from the lighting unit in each the modes performed will be described below in such a way that the driving modes, according to the environment in which the vehicle is driving, and be determined according to traffic density, taken as examples become.

The streets be in five Types divided including Expressways, streets in the city area, mountain roads and roads in the suburban area. About that In addition, traffic density becomes high density and low Density divided. Thus, those shown in Table 1 are classified Generated modes.

you notice that the Numbers in the parentheses indicate the numbers of the modes. If the mode number is an odd number, the traffic density is high. If the mode number is an even number, the traffic density is low (note that the criterion for the Traffic density none of the mode and the criterion for each Mode independent Must be constant).

9 FIG. 14 is a flowchart showing an essential part of the control procedure executed by the ECU 10 is carried out. In step S1, a calculation is made of the instantaneous position of the vehicle by the computing unit 12 for displaying the road and calculating the current vehicle position. Thus, the information about the position of the vehicle is corrected when the vehicle passes a position near a position where a beacon is located. In addition, the instantaneous position of the vehicle is calculated from the speed and travel time when the vehicle is traveling between two beacons. When the information is received from the beacon via optical communication, the information can be obtained only in a narrow area around the beacon. Therefore, when the information transmitted by the beacon contains information about the position of the beacon, the current position can be obtained with a mistake of several meters when the vehicle passes the beacon.

In the next step S2, the elapsed time is measured from the time when the vehicle has passed the beacon, and information about the driving environment (the vehicle running state and the driver's intentions) is obtained. Information about the driving environment includes the shape, structure and specification of the road and the driving area obtained when the vehicle passes the beacon. In addition, the information includes the ambient illumination intensity of the vehicle, that of the optical sensor 19 and information about whether there is an oncoming vehicle and a preceding vehicle, and about the traffic density and traffic volume coming from the optical sensor 19 and the vehicle-spacing radar 20 to be obtained. Information about the vehicle driving state includes the vehicle speed and the acceleration. Information about the intentions of the driver includes the direction instruction signal, the detection signal received from the steering sensor 13 is received, the engine start signal 17 and the brake activation signal 18 ,

In Step S3, the driving mode of the vehicle is determined to be the Control of lighting in dependence from the detected mode. Therefore ver branches the sequence in the steps S4_1 to S4_N. Note that the step S4_i (i = 1, 2, ..., n) corresponding to a step for performing an operation a certain number of modules Mi (i = 1, 2, ..., n). The module number Wed included a tunnel passing mode which will be described later, and FIGS Mode numbers 1 to 10.

The Modes (1) to (4) are detected when there is essentially no Pedestrian gives and the driving speed is high. According to the fact whether a glare protection device for the street is provided or not, the height of the cut-off line is controlled.

There A street of the above type usually Anti-glare screens or guardrails on their median strip, there are essentially no danger that the Driver of an oncoming vehicle is dazzled, even when the height the cut-off line is raised slightly (by about 0.5 °). Therefore, can the distance vision can be improved as the cut-off line is raised has been. Thus, the driving safety in the dark is improved.

10 shows an example of the structure of a headlamp for low beam, which is a lamp of the so-called projection type.

The lamp 32 includes a projection lens 33 , a shadowing 34 and a reflection mirror 35 , where the shading 34 and the reflection mirror 34 are moving elements. The shading 34 consists of a columnar area 34a for determining the cut-off line of the light distribution curve for own lane and a columnar area 34b for determining the cut-off line for the oncoming traffic lane. Eccentric rotary shafts 36 (where one of the waves is shown) passing over the Side surfaces of the columnar portions project at positions eccentric from the central axes of the columnar portions are actuators 37 and 38 turned. This allows the height of the cut-off line to be adjusted. It should be noted that the light source at the reflecting mirror 35 is fixed in such a manner that the light-emitting portion of the light source 39 is arranged on the optical axis in a recess of the reflecting mirror.

11 Fig. 12 is a side view showing the working principle of the above arrangement. In the upper drawing the upper end of the shading is correct 34 essentially with the main optical axis LL of the optical system including the projection lens 33 , the reflection mirror 35 and the light source 39 match. If the upper end of the shading 34 as a result of the rotation of the shading 34 is brought to a position below the main optical axis LL (the symbols "h" indicate the amount of shift of the upper end of shading with respect to the horizontal plane including the main optical axis LL), the height of the cut-off line is compared with that in the upper drawing raised case (it must be on the image inversion through the projection lens 33 be respected). Note the thick arrow in the drawing, which schematically shows the direction of illumination.

12 shows both the light distribution curve 40 the lamp 32 and the surface of the road ahead of the vehicle driving straight ahead (in a case where the vehicle must be driven on the left side of the road). The upper end of the columnar area 34b determines the height of the cut-off line in the light distribution curve 40 in the vertical direction for the lane of the oncoming vehicles, indicated by an arrow T. The upper end of the columnar area 34a determines the height of the cut-off line in the light distribution curve 40 in the vertical direction for the lane of the vehicle itself, indicated by an arrow M.

As in 10 shown, owns the reflecting mirror 35 an area next to its upper end that has parallel links 41 on a support element 42 of the reflecting mirror 35 is attached. In addition, the reflecting mirror can be formed by an L-shaped rotational connection 44 that is between an actuator 43 that on the support element 42 is attached, and the reflecting mirror 35 is arranged in a by the in 10 shown arrow R indicated direction to be turned.

When anti-glare fences are installed, the control is performed such that the cut-off line is set slightly higher than the standard, as described above. If the above control is performed, the presence of preceding vehicles must be taken into account. If there is a preceding vehicle, the problem of dazzling the driver of the preceding vehicle must be considered when raising the own lane cut-off line. Therefore, the presence and the distance to a preceding vehicle from the vehicle distance radar must 20 or the optical sensor 19 be determined to control the height of the cut-off line of such a type that the driver of the preceding vehicle is not dazzled.

13 Fig. 10 is a diagram showing an example of the control of the height of the cut-off line. In countries and areas where the vehicles must travel in accordance with the traffic regulations on the left side, the height of the cut-off line CL1 of the low-beam distribution curve, which is located to the left of the vertical line VV, that is, the height of the cut-off line for the lane of the vehicle itself substantially coincide with the horizontal line HH, as indicated by the in 13 shown solid line shown. On the other hand, the height of the cutoff line CL2 located on the right side of the vertical line VV, that is, the height of the oncoming traffic lane cutoff line, is positioned slightly lower than the horizontal line HH and arranged to extend horizontally, such as through the in 13 shown solid line shown.

When the heights of the cut-off lines CL1 and CL2 are used as reference heights, the control of the cut-off line CL1 for the lane of the vehicle itself is performed in accordance with the detection made by the optical sensor 19 and the vehicle-spacing radar 20 is carried out. That is, the distance from the vehicle to the preceding vehicle and the fact whether there is an oncoming vehicle are detected. According to the detection results, the height of the cut-off line CL1 in the area Pa from the reference level to an upper limit (a position indicated by the dot-and-dash line in FIG 13 displayed) is controlled.

The oncoming traffic lane CL2 is controlled in accordance with the information supplied by the optical sensor 19 and the unit 11 for communication between a road and the vehicle. The reason for this lies in the fact that the driver is not easy may identify an oncoming vehicle when light emitted from the oncoming vehicle towards the own vehicle is intermittently interrupted by the anti-glare fences when the vehicle is traveling on a road with anti-glare fences on the median strip of the road when the optical sensor 19 is arranged on an interior mirror or a position adjacent to the interior mirror. In the above case, the cut-off line can be raised to the horizontal line HH or a position near the line HH when the anti-glare fences are low. When the anti-glare fences are high, the cut-off line CL2 can be up to a position higher than the horizontal line HH and slightly lower than the top height of the cut-off line CL1 (consider the area Pb in FIG 13 ), as indicated by the dot-dash line in FIG 13 shown.

The height of the cut-off line CL2 for the lane of the oncoming vehicles is thus determined as a function of anti-glare fences, which are arranged on the median strip of the road. If the vehicle is traveling on a road without a median strip and does not meet a vehicle or if light emitted from an oncoming vehicle to the subject vehicle is not interrupted in the event that there is no median strip, another control may be performed. In this case, the height of the cut-off line CL2 in the area Pc may be between the maximum height (substantially the same height as the maximum height of the cut-off line CL1) indicated by the short dashes shown in FIG 13 alternate with two long dashes, and is the reference line for the cut-off line CL2.

If the traffic density on the street is high, there is the possibility that one Variety of drivers are blinded by vehicles in front, when the height changed the cut-off line becomes. Hence the height the cut-off line is preferably set to a reference value, to prevent dazzle.

14 Fig. 10 is a flowchart showing the procedures for the modes (1) to (4). In step S1, it is determined whether or not there is an anti-glare fence. If there is no antiglare fence, the flow advances to step S4, so that the heights of the cut-off lines CL1 and CL2 are made constant with respect to the reference levels. If there is an anti-glare fence, it is determined in step S2 whether there is a preceding vehicle or not. If there is no preceding vehicle, the process goes to step S5 to set the height of the cut-off line to its highest value. If there is a preceding vehicle, the process goes to step S3 to determine the distance from the subject vehicle to the preceding vehicle or the position of the tail lamp of the preceding vehicle. Then, the process goes to step S6 to control the height of the cut-off line in such a manner that the driver of the preceding vehicle is not blinded.

at the modes (5) and (6) the driving speed is not very high, but the traffic density is high, and there are a lot of Pedestrians, and In general, there are intersections. In this case it is important, pedestrians and Detecting obstacles so that nearby traffic participants not blinded.

• (1) Vergrößerung des Beleuchtungsbereichs durch Verwendung von Seitenbeleuchtung; und
• (2) Steuerung unter Verwendung von Informationen über die Form und die Struktur der Straße.

Consequently, in the above modes, the following lighting control is performed:

• (1) magnification of the illumination area by using side illumination; and
• (2) Control using information about the shape and structure of the road.

The controller (1) is performed in a case where the traffic density is higher than a predetermined criterion or when there is an oncoming vehicle, even if the traffic density is low. As in 15 is shown, light I, which is emitted for illuminating lamps (cornering lamps or the like) mounted on the sides of the vehicle body on the side of the lane of the oncoming vehicles, is used to the surface of the road adjacent to the lane of the oncoming vehicles illuminate. Thus, the driver of the oncoming vehicle K 'is able to perceive pedestrians or the like from a distance greater than the visual distance obtained from the headlights of the oncoming vehicle. Therefore, the safety for other vehicles and also for the own vehicle can be improved. The amount of light for the illumination of the cornering lamps is increased when approaching the vehicle approaches an intersection. Therefore, pedestrians or the like can be easily recognized.

The control (2) is performed when information about the shape and structure of the road and in particular information about an intersection is obtained. The lighting areas obtained from the headlights, fog lights and cornering lamps are connected to each other to to determine the lighting area. In addition, the amount of light for the illumination is changed according to the distance of the vehicle from the intersection or the time obtained by dividing the protruding distance by the vehicle speed.

One Vehicle with headlights and cornering lamps is such kind built that the Position of central intensity of light with the light distribution curve of the headlights and the Position of central intensity of light of the light distribution curve of the cornering lamps in the horizontal direction are slightly apart. thats why the brightness of this vehicle in an area between them reduced approximately two light distribution curves. When the time to which the cornering lamp is turned on, with the time to which the direction indicator (the flashing light) is switched on, is synchronized, there is a risk that other road users be confused when the cornering lamp suddenly according to the direction instruction signal is turned on. When the cornering lamp is turned on at one position that will turn into a big one Distance from one intersection of the same, the others will be Road users blinded and the power consumption is increased unreasonably.

Consequently, the position of the central intensity of the light of the light distribution curve of the fog lamp is brought into a position between the position of the central intensity of the light with the light distribution curve of the headlights and the position of the central intensity of the light of the light distribution curve of the cornering lamps. Moreover, when the vehicle K has approached an intersection and the presence of the intersection in a position A corresponding to the information of the unit 11 has been established for communication between a road and the vehicle, as in 16 shown, the time at which the vehicle K will reach the intersection, predicted. Then, the amounts of light for illumination emitted from the pair of lateral illumination fog lamps are reduced at a position B a few seconds before reaching the intersection. As the vehicle approaches the intersection, the amounts of light from the fog lamps are gradually increased so that the lighting is performed in such a manner that pedestrians and the like can be easily detected on the road ahead of the intersection. It should be noted that the above control of the amount of light for the illumination can be performed in such a manner that the increase ratio of the amount of light changes according to the vehicle speed or the acceleration or according to the operation of the brake pedal or the accelerator pedal.

The Fog lights are controlled in such a way that the amounts of light at a point C at a predetermined distance before the intersection are maximum.

The Cornering lamps are turned on when the vehicle is the Intersection further approached has as to the point where the fog lights are turned on. In general, only the right or left turn lamp is turned on (namely the lamp, which is located on the side in which the vehicle turns).

In the mode corresponding to the driving environment becomes the cornering lamp after transferring the Direction instruction signal turned on. If it is within a predetermined distance in the direction of travel of the vehicle no intersection or the vehicle is well away from an intersection, the cornering lamp is preferably not on or the The amount of light emitted by it is reduced.

After this the vehicle K over The cornering lamp turns, the cornering lamp and the fog lights switched off or their amounts of light are reduced, after which the Turn off lamps in turn.

If it in short intervals in the direction of travel of the vehicle a variety of intersections There, the amount of light remains for the illumination preferably constant, instead of that a control of the amount of light is performed, to prevent confusion of other road users.

If the vehicle stops at an intersection, especially if the vehicle just before the stop line stops, those from the headlights emitted light levels are preferably reduced, or the headlights are turned off, or the height the lighting through the cornering lamp is being used diminished. The reason for this lies in the fact that the traffic participants must be protected against glare in the area of the intersection.

17 FIG. 10 is a flow chart showing the procedure for performing the above-mentioned controls (1). FIG. and (2) shows. In step S1, it is determined whether there is an intersection or not. If the road has an intersection in the direction of travel of the vehicle, the flow advances to step S5. If the road does not have an intersection in the direction of travel of the vehicle, the flow advances to step S2 to detect the traffic density.

If in step S2, it is determined that the traffic density is high, the process goes to step S4. Otherwise, the process goes to step S3, to determine if it is an oncoming vehicle there or not. If there is an oncoming vehicle, go the flow to step S4. If there is no oncoming vehicle gives, the process is terminated.

In Step S4 becomes the surface the lane for Oncoming vehicles lit with light from the cornering lamp is emitted as described above.

If there is an intersection in the direction of travel of the vehicle in step S1, it is determined in step S5 whether the vehicle is traveling in the direction of travel of the vehicle 16 reached point B or not. When the vehicle has reached the point B, the amount of light emitted from the fog lamps for the lighting is reduced in step S6. Then, as the vehicle approaches the intersection, the amount of light for the illumination is increased. In step S7, it is determined whether the vehicle has passed the intersection or not. After the vehicle has passed the intersection, in step S8, the amount of light emitted from the cornering lamp and the fog lamps is decreased in that order, or the lamps are turned off after the reduction.

If the vehicle has no cornering lights and only has headlights and fog lights, there is a fog light 23R for example from a light source 45 , a reflection mirror 46 , an outer lens 47 for covering an opening in the reflecting mirror 46 and an inner lens 48 , which is arranged so that it spatially in the lighting unit of reflection mirror 46 and outer lens 47 is mobile. In addition, the inner lens becomes 48 by a drive mechanism 49 in the arrow I in 18 shown direction moves. Thus, the degree of light scattering for illumination in the horizontal direction may correspond to the relative position between lens stages 48a the inner lens 48 and lens stages 47a the outer lens can be controlled. As a result, those in the 5 and 6 shown light distribution curves are obtained.

The Modes (7) through (10) are detected when the driving frequency for driving on winding roads is high. As the driver usually on unknown roads moves, There is a risk of a serious accident if there are obstacles the street and the shape of the road not enough be recognized. Therefore, the lighting unit is controlled so that she the shape of the road followed.

According to the example of the unit 11 for communication between a road and the vehicle and the computing unit 12 for the road indication and the calculation of the current vehicle position to the ECU 10 is applied information, information about the shape and structure of the road ahead of the position of the vehicle for a predetermined distance (for example, a route that is obtained by multiplying the vehicle speed by a predetermined time). According to this information, the direction of the illumination and the area of the illumination are controlled by the light emitted by the illumination unit.

In 19 the vehicle K drives on a winding road with a beacon 50 , which is located in front of a curve, and another beacon 51 equipped at the end of the curve having curve radii r1 and R1. According to the information about the shape of the road, the time after the passing of the vehicle at the beacon 50 has passed, and the vehicle speed, in turn, the position of the vehicle in an area between the beacon 50 and the beacon 51 and determines the direction of movement. Depending on the vehicle speed, the optimum lighting position on the road in front of the vehicle is determined. Thus, the lighting direction of the headlights is controlled. An arrow in the form of a dashed line in 19 is shown, indicates the direction of the axis of the vehicle body. The position in the shape of a double circle indicates the optimum lighting position. An arrow in the form of a solid line drawn from the front portion of the vehicle to the double circle indicates the illuminating direction by light emitted from the headlamps.

In general, the driver attempts to recognize the road for a second ("t1" seconds) before the current position of the vehicle. The time t1 increases as the vehicle speed increases takes. The curve radius and vehicle speed have a relationship that is approximately proportional. Therefore, the vehicle speed is reduced on a winding road with a small turning radius.

Therefore, the illumination distance is obtained from multiplying the vehicle speed by t1. In addition, the left roadside is illuminated with light when the curve goes to the left, as at point A of 19 shown. When the curve goes to the right, as shown at point C, the right roadside is illuminated with light. In addition, the direction opposite to the roadside is illuminated with light at a position before the inflection point of the curve, as shown at point B. The above control of the direction allows lighting for lighting to be controlled to match the movement of the driver's line of sight. As a result, driving safety is improved.

The control of the illumination direction will now be described for a case where the in 10 shown lamp is used as an example. The reflection mirror 35 is through the actuator 37 is moved in a plane perpendicular to the main optical axis of the illumination unit, so that the illumination direction is changed.

20 Fig. 10 is a plan view showing the above translational movement. In the upper drawing, the main optical axis LL of the optical system falls with shading 34 , the projection lens 33 and the reflection mirror 35 with the optical axis xx of the reflection mirror 35 together. Therefore, the lighting direction goes forward. When the translational motion of the reflection mirror 35 a parallel shift of the optical axis xx of the reflection mirror 35 with respect to the main optical axis LL (in 20 if the shift is denoted by "s"), the lighting direction is shifted to the right or left. So if the vehicle is driving on a winding road to the right, as in 21 As shown, the surface of the road in the direction in which the vehicle is traveling, with light with the light distribution curve 40 ' are illuminated, in which the central illumination intensity is shifted to the right, as indicated by the arrow N.

In the case where the lighting with light coming from the in 18 is emitted, is controlled when the vehicle is traveling on a winding road, the movement of the inner lens 48 controlled so that it corresponds to the vehicle speed. Thus, when the vehicle speed is high, the concentrated control (see FIG 5 ) of the light distribution curve to improve the visibility in the forward direction of the vehicle. When the vehicle speed is low, it is preferable to use the scatter control (see 6 ) of the light distribution curve to improve the visibility to the side of the vehicle.

The The above control of the illumination range can be applied to such Manner performed become that same Condition for the right and left lamps is obtained. As an alternative can the right and left lamps are controlled independently become. When the degree of dispersion of the illumination area, the from the right and left lamps is achieved, essentially is the same, in general a slalom ride can be easily done.

When the vehicle is driving on a straight road, the fog lights are turned off. If from the unit 11 for communication between a road and the vehicle, a winding road is detected, the fog lights are turned on with a reduced amount of light. When the vehicle approaches a curve, the amount of light emitted from the lamp, which is in the direction in which the vehicle will travel, or the amount of light of both lamps is increased. Thus, electric power can be saved.

In addition to the above arrangement becomes the controlled area for the height of the cut-off line for each the headlamp and the fog lights are set so that they turn on the traffic density and the shape of the road is adapted (one refers to the parameter (H)). Thus, the load on the actuator can lead to control the cutoff line is used can be reduced. If the Traffic density is low, the control area is preferred extended. If the vehicle is driving on a street in a city area, will the controlled area is preferably reduced.

in the The following describes the tunnel transit mode.

In this mode, information is provided by the unit 11 for communication between a road and the vehicle, the computing unit 12 for street indication and for calculating the momentary vehicle position, the optical sensor 19 and the vehicle speed sensor 14 generated by the ECU 10 received for processing. From the unit 11 Information generated for communication between a road and the vehicle is read in at a frequency of a few times per minute. Information from the optical sensor 19 and the vehicle speed sensor 14 are read in at a frequency of several tens of times per second. Note that the read-in frequency may be a constant value or may change to correspond to the vehicle speed. The one from the unit 11 Information generated for communication between a road and the vehicle is processed taking into account the distances of the installed beacons.

Data about the driving environment in which the vehicle is traveling and that of the optical sensor 19 be determined, together with data obtained in a given period and in a memory in the ECU 10 have been stored, subjected to a Bewegungsmittelungsvorgang. It should be noted that the averaging process may include a simple averaging process and also a weighted averaging process. The period over which the averaging operation is performed may be a fixed, predetermined time period or it may change with the vehicle speed or the like.

22 shows a state in which the vehicle K is located on a road in front of a tunnel TN. The position of the vehicle is at a distance d in front of the tunnel TN. In this situation, the headlights and the like are turned on and a prediction is made as to when (in seconds) the vehicle will reach the entrance TN in the tunnel TN.

If the vehicle drives in the tunnel and the vehicle after a distance (a product of the vehicle speed with a given time) for a given time (a few seconds) from the current one Position does not come out of the tunnel, remain the headlights and the like continuously turned on.

23 shows a situation in which a tunnel TN is divided by an intermediate opening LC into two tunnels TN1 and TN2 (or in which the vehicle travels between two tunnels). When the time required for the vehicle to overcome the intermediate opening LC is shorter than a predetermined time, the headlights and the like remain continuously turned on. Thus, when the time obtained by dividing the length of the intermediate opening LC by the vehicle speed is shorter than a reference value when the vehicle K reaches the position before the end TN1_out of the tunnel TN1, the headlights and the like also remain in running through the intermediate opening LC continuously turned on. In the ECU 10 a reference is made to a past averaged ambient illumination intensity. Moreover, data on the illumination intensity obtained during the period of passing through the intermediate port LC is not used in the averaging process.

24 shows a state in which the vehicle K travels a distance dd after leaving the tunnel TN in a position which is away from the end TN_out of the tunnel. After driving for a predetermined time or a predetermined distance after the end of TN_out of the tunnel or after driving over a distance corresponding to the vehicle speed, the headlights and the like are turned off or the amount of light is reduced, and then the headlights are turned off.

26 Fig. 10 is a flowchart showing the flow of a method used in the tunnel passing mode.

In Step S1, it is determined whether the vehicle K is a predetermined one Position in front of the opening of the tunnel has reached TN or not. If the vehicle is the default Has reached position, in step S2, the headlights and like turned on. In step S3, it is determined whether the Vehicle K reaches a predetermined position in front of the tunnel TN or not. When the vehicle reaches the predetermined position has, the process goes to step S4. Otherwise, the process goes back to step S2, so that the State is maintained, in which the lamps are turned on.

In Step S4, it is determined whether the tunnel TN has an intermediate opening LC owns or not. If there is an intermediate opening, the process goes to step S5. If there is no intermediate opening, the process goes on Step S6.

In step S5, the length of the intermediate opening LC of the tunnel TN is calculated. According to the Time period obtained by dividing this length by the vehicle speed, the length of the intermediate opening is obtained based on the vehicle speed. If the intermediate opening is long, the process goes to step S7. If the intermediate opening is short, the process goes to step S8.

In Step S6, the headlights and the like are turned off, or their amounts of light are reduced and they are turned off afterwards, after the vehicle over a predetermined distance or a predetermined time after moving out out of the tunnel. Thereafter, the tunnel penetration mode becomes completed.

In Step S7, the headlights and the like are turned off or the amounts of light of the same are reduced after the vehicle over a predetermined distance or a predetermined time after moving out out of the tunnel. Then the tunnel passing mode becomes and the flow returns to step S1.

In Step S8 is the state in which the headlights and the like are turned on, even in a period during which the vehicle is off out of the tunnel and through the intermediate opening LC moves, maintained. Thereafter, the tunnel penetration mode is maintained, and the process returns to step S1.

in the The following describes the lighting control that is performed when there is a bridge in the direction of travel of the vehicle.

Consider the case where there is a bridge structure such as a pedestrian bridge or multi-level intersection in the driving area at a predetermined distance or time from the current position of the vehicle. In such a case, the output value of the optical sensor changes 19 significantly (the intensity of the illumination changes significantly when the vehicle is under the bridge) after the vehicle has passed under the bridge structure. Therefore, the illumination intensity detected in this driving situation is preferably omitted from the mean value calculations. The reason is the following. If the rapid change in the illumination intensity exerts a great influence on the average illumination intensity as described above, there is a fear that the lamps are erroneously turned on because the illumination intensity is less than a reference value at which the lamps are turned on and off.

The setting of the driving range for a predetermined distance or a predetermined time from the current vehicle position will be described below. For example, as in 25 shown a position which is a distance of twice the distance D from the bridge construction BR and the vehicle is removed, corresponding to that of the unit 11 information generated for the communication between a road and the vehicle is predicted, that is, the current position of the vehicle K is assumed to be "A". In addition, a position opposite the position A across the bridge is assumed to be "A"'. In this case, the detected illumination intensity (or a value that is smaller than a reference value) that is in the range (by far 2D ) from the position A to the position A ', where the change of the illumination intensity is over a predetermined range, is omitted from the mean value obtaining calculations.

in the The following describes the lighting control that is used in a Mode performed, which is detected when the vehicle stops or starts.

In a start-up mode in which the vehicle starts, a detection of the ambient illumination intensity by means of the optical sensor 19 performed after the engine has been turned on, even if the mode corresponding to the driving environment is not yet using the automatic control selection switch 16 has been selected. Whether the engine has been turned on or not is determined according to the position of the ignition key or the engine speed. The average ambient illumination intensity immediately after the engine start is detected, and it is determined whether it has a value that is above a reference value at which the lamps are turned on or off. If the illumination intensity is above the reference value, the lamps are not turned off. When the average ambient illumination intensity is less than the reference value at which the lamps are turned on or off, the lamps are turned on. When the headlamps and the like are automatically turned on or off, the taillights are preferably turned on or off in synchronization with it.

In a period until the determination of the current position of the vehicle, the control of the ECU 10 performed in such a way that turning on and off the lights with reference to that of the unit 11 information generated for communication between a road and the vehicle is prevented. When the current position of the vehicle has been detected, and the vehicle is traveling on a road which is detected in the road map, the turning on and off of the lamps is made with reference to the information about the shape of the road on which the vehicle is traveling, carried out. When the vehicle is running in an area outside the area where there is communication between the vehicle and the road, or when the vehicle is traveling outside the area where the roads in the road map are included, the control for turning on and off the Luminaires performed according to the average ambient illumination intensity. The latter case is a case where the vehicle is driving in a parking garage or on a new road or the like.

In the stop mode in which the traveling vehicle is stopped in a state in which the engine is running, the turning on or off of the lamps is determined depending on the surrounding illumination intensity, if no bridge construction in a predetermined range before or after the current position of Vehicle exists. If there is a bridge structure within a predetermined range in front of or behind the current position of the vehicle, the on or off state in which the lights are on stopping the vehicle is maintained until a predetermined time interval has elapsed. Then, the period for reading the detection values of the surrounding illumination intensity received from the optical sensor becomes 19 to be obtained, extended. The reading of the illumination intensity is then performed, for example, at intervals of several minutes to several tens of minutes.

Also when a construction has been described that involves communication between a street and the vehicle used, alternatively, a structure may be used be a GPS satellite communication instead of communication used between the vehicle and a road.

At an in 27 shown lighting control unit 9A becomes the ECU 10 the unit with the output signals of a GPS navigation unit 52 provided.

The GPS navigation unit 52 that the driving environment detection device 2 includes a GPS coverage area 53 , a gyroscope sensor 54 , a calculation unit 55 , a setting range 56 for a guided route, a map information output area 57 and a display area 58 , The movement of the vehicle is in accordance with that of the gyroscope sensor 54 and the vehicle speed sensor 14 to the calculation area 55 detected detection signals. The exact current position of the vehicle is determined according to the radio waves transmitted from the GPS satellite received from the GPS reception area GPS. The calculated current position and that of the map information output area 57 data received are in the display area 58 displayed.

The GPS navigation unit 52 has a function capable of guiding the driver along a planned course while the planned course along with information about the road map in the display area 58 are displayed. The planned course includes the course with the shortest distance or the shortest duration from the current position of the vehicle to a destination or course selected according to other input information (the telephone number or the address of the destination) or instruction information or stored information. Thus, the GPS navigation unit 52 able to adjust the required setting using the adjustment range 56 for a guided route.

The GPS navigation unit 52 transfers to the ECU 10 Information about the shape of the road and also information about the current position of the vehicle.

The ECU 10 performs a procedure similar to that of the in 7 shown unit performed by. However, the process differs from that in 9 shown where the corresponding flowchart is shown, inasmuch as the area for obtaining information by the communication between a road and the vehicle must be changed so that it can be adapted to a method used by the GPS navigation unit 52 is used to obtain the appropriate information. Moreover, there is a difference in that the ECU 10 controlling the lighting by the lamps while referring to a planned course for the vehicle, that of the adjustment area 56 is set for a guided route (see information (g)).

If So a planned course for planning a route has been prepared is, the direction of travel of the vehicle is predicted while on the planned course and the vehicle direction becomes. When the vehicle drives on the planned course, the control of the Lighting, which is carried out by the lamps, to the planned Course adapted. If the vehicle deviates from the planned course, the controller will the lighting carried out by the lamps is carried out so that they turn on the vehicle direction is adjusted, as a function of from the direction instruction signal, the steering angle detection signal and the vehicle speed detection signal is predicted.

In the tunnel penetration mode, the ECU receives 10 from the GPS navigation unit 52 , the optical sensor 19 and the vehicle speed sensor 14 generated information to process them. The from the GPS navigation unit 52 The information generated is read in at a rate of a few hundred per minute. Information from the optical sensor 19 and the vehicle speed sensor 14 are read at a rate of several tens per second. The read-in rate may be a constant value or it may correspond to the vehicle speed. Preferably, that of the GPS navigation unit 52 read in information according to the latter method (that is, that the read-in rate is shortened when the driving environment changes significantly due to the vehicle speed) in order to efficiently process the data.

The following describes the motion averaging process for the surrounding illumination intensity. The ECU 10 calculates a mean value (referred to as "Mc") in a predetermined time interval from the current time (denoted by "tc") to a predetermined past time (designated "T") and an average value (denoted by "T") "Mb" is designated) in a time interval tb = tc-T with reversed course of the duration T. According to the situation, reference is made to one of the two mean values. That is, a method is performed in which Mc is subjected to comparison with a reference value or a predetermined range. According to the comparison result, the timing at which the lamps are turned on or off and the amount of light for the lighting are controlled. If the vehicle passes through a tunnel with an intermediate opening, as in 23 shown or when the vehicle passes under a bridge, as in 25 shown, the illumination intensity is ignored during the passage. Alternatively, Mb is used as the average luminous intensity.

As From the above description, the driving mode becomes apparent of the vehicle according to the driving environment of the vehicle. About that In addition, the lighting coming from the lighting unit of the Car performed is changed in each of the driving modes that are changed when the Driving environment changes, controlled. Thus, a hypersensitive Reaction of the lighting control coming from the lighting unit carried out will, on changes prevented in the driving environment. In addition, there may be a delay in the control can be prevented. Thus, the burden on the driver area of the Lighting unit can be reduced. In addition, safety can for the Driving at night to be improved.

Information about the Shape and the structure of the road and over the instantaneous position of the vehicle are detected, and the route is monitored according to a picture information, that of an image pickup device for photographing the driveway is generated, so that changes be accurately recognized in the driving environment of the vehicle.

responsive Vehicle and vehicles in front are detected to the Traffic volume or traffic density on the lane of the considered Vehicle or on the lane of oncoming traffic. Thus, the control of the lighting coming from the lighting unit carried out is done so they will adapted to the traffic condition is.

The Class or type of infrastructure including the driving area or the driving area according to information from the driving environment detection devices is determined to determine the driving mode of the vehicle. Consequently can control the lighting coming from the lighting unit carried out is done so they will adapted to the type of track can be.

A Vehicle heading prediction device is provided which the driver intended vehicle direction accordingly an actuation signal, that is generated by the driver or information that has been determined which indicate the driving condition of the vehicle, predicts. As a result can the prediction of the direction of travel when determining the driving mode considered become.

The Vehicle direction of travel can be simply according to an instruction signal, which is applied to a direction indicator, or a detection signal for detecting the amount of operation of the brake pedal or the accelerator pedal are predicted.

It when it is determined that the drive mode is a mode, in which the vehicle drives on a road, on which a crossroads comes, the amount of light that comes from side lighting units, the formed on side portions of the vehicle is emitted, step by step elevated, when the vehicle approaches the intersection. Thus, the driver able to cover the area around the crossroads with satisfactory visibility to recognize.

The Driving environment detection device or the vehicle-travel direction prediction device include Vehicle driving condition detection devices for detecting the Vehicle driving condition including the speed or acceleration of the vehicle. Thus, can the control of the lighting carried out by the lighting unit so performed they will can be adapted to the driving condition of the guideway.

It when it is determined that the drive mode is a mode, in which the vehicle drives on a road with a tunnel, the lighting unit automatically switched on. As a result, will a delay at the time for prevents the lighting unit from switching on.

It If it is determined that the vehicle is traveling on a road, it will open a tunnel with intermediate openings or a plurality of tunnels follow, the travel time of the vehicle for passing through the intermediate openings of the tunnel or area between two tunnels. When the traveling time is in a predetermined range, the lighting control device keeps a state in which the lighting unit is turned on. Therefore, become frequent Repetitions of events, in which the lighting units are switched on and off, if the vehicle has the intermediate openings in the tunnel or the street reached between the tunnels, avoided. Thus, the driver puts an oncoming vehicle does not erroneously actuate the Lighting unit that turns on and off as a signal for any something solid.

It It is determined if the vehicle is on a road with a Anti-glare device on the road drives or not. Corresponding the result of the determination, the height of the cutoff line is the Low beam distribution changed. Accordingly, the height the cut-off line raised when there is a glare shield gives. If there is no anti-glare device, the height of the cut-off line will increase a predetermined height set. Thus, the other road users are not dazzled.

It when it is determined that the drive mode is a mode, where traffic volume or traffic density is a particular one Range exceeds (if many road users are on the road), a control on done in such a way that the height of Cut-off line of the low beam distribution of the lighting unit at a given height is fixed or that the Height not the upper limit for exceeds the height control. Thus, the other road users are not dazzled.

It when it is determined that the driving mode in which the vehicle is located, a mode in which the vehicle is in the inner city area with a high traffic volume or with a high traffic density moves, the lighting area of the lighting unit on the track for oncoming traffic extended. Thus, the drivers of the oncoming traffic get so far a support, as the visibility increases so that the Driver of oncoming traffic pedestrians and recognize the like.

Of the Control area for the lighting performed by the lighting unit in a driving mode where the vehicle is on a road with a low traffic volume or a low traffic density is extended in comparison with the control area for the lighting coming from the lighting unit in one mode carried out is where the vehicle is on a high-traffic road or a high traffic volume. Thus, the probability that road users on roads be blinded with a high traffic volume.

When it is determined that the running mode is a winding road mode in which the vehicle is traveling on a road such as a mountain road with a plurality of turns, the lighting control performed by the lighting unit is performed such that that it is adaptable to the infrastructure. As a result, satisfactory visual conditions can be maintained for the driver when the vehicle is running on a winding road. Thus, driving safety can be improved become.

1

lighting unit of a vehicle

2

Traveling environment detection device

3

Mode determining device

4

Lighting control device

5

lighting unit

5a

light source

6

driving device

7

The vehicle travel direction predictor

8th

instructing device

Claims (8)

Method for controlling a lighting device for a Vehicle with the following steps: Capture a driving environment of the vehicle; Detecting oncoming and oncoming drivers Vehicles in the driving environment of the vehicle; Determine a Traffic density in dependence the recorded number of oncoming and preceding vehicles within a given distance unit and a given distance Time unit and Controlling a lighting unit of the vehicle dependent on the traffic density, being at a traffic density below a predetermined Value is an illumination range of the lighting unit is extended. Method for controlling a lighting device for a Vehicle according to claim 1, wherein at a traffic density above a predetermined value a height an upper adjustable cut-off line of a light distribution the illumination unit is limited to a predetermined height. Method for controlling a lighting device for a Vehicle according to claim 1 or 2 with the following steps: Classification of a road type dependent on the detected driving environment of the vehicle and Controlling a Lighting area depending on the classification of a road type, wherein at a traffic density below a predetermined value of Lighting range of the lighting unit is extended. Lighting device for a vehicle for carrying out the Method according to at least one of claims 1 to 3: a driving environment detecting device for detecting a driving environment of the vehicle, wherein the driving environment detecting means for detecting oncoming and preceding vehicles in the driving environment of the vehicle is provided, a driving mode determining means for determining a traffic density as a function of a detected number of oncoming and preceding vehicles within one predetermined distance unit and a predetermined time unit and one Lighting unit, which is controllable such that at a Traffic density below a predetermined value a lighting area the lighting unit is extended. Lighting device for a vehicle according to claim 4, where the driving environment detecting device for classification a street type dependent on the detected driving environment of the vehicle is provided and the Lighting unit the lighting area in dependence the classification of a road type at a traffic density below a predetermined value of the lighting area the lighting unit expands. Lighting device for a vehicle according to claim 4 or 5, wherein the driving environment detecting means an optical Sensor has. Lighting device for a vehicle according to claim 6. wherein the optical sensor at least one blend sensor, a Illumination intensity sensor and / or having an imaging sensor. Lighting device for a vehicle according to at least one of claims 4 to 7, wherein the Driving environment detection device comprises a vehicle distance radar.