GB2309773A - Controlling direction of vehicle lights - Google Patents
Controlling direction of vehicle lights Download PDFInfo
- Publication number
- GB2309773A GB2309773A GB9701821A GB9701821A GB2309773A GB 2309773 A GB2309773 A GB 2309773A GB 9701821 A GB9701821 A GB 9701821A GB 9701821 A GB9701821 A GB 9701821A GB 2309773 A GB2309773 A GB 2309773A
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- Prior art keywords
- vehicle
- running condition
- acceleration
- lamp
- deceleration
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
- B60Q1/00—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor
- B60Q1/02—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to illuminate the way ahead or to illuminate other areas of way or environments
- B60Q1/04—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to illuminate the way ahead or to illuminate other areas of way or environments the devices being headlights
- B60Q1/06—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to illuminate the way ahead or to illuminate other areas of way or environments the devices being headlights adjustable, e.g. remotely-controlled from inside vehicle
- B60Q1/08—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to illuminate the way ahead or to illuminate other areas of way or environments the devices being headlights adjustable, e.g. remotely-controlled from inside vehicle automatically
- B60Q1/10—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to illuminate the way ahead or to illuminate other areas of way or environments the devices being headlights adjustable, e.g. remotely-controlled from inside vehicle automatically due to vehicle inclination, e.g. due to load distribution
- B60Q1/115—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to illuminate the way ahead or to illuminate other areas of way or environments the devices being headlights adjustable, e.g. remotely-controlled from inside vehicle automatically due to vehicle inclination, e.g. due to load distribution by electric means
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
- B60Q2300/00—Indexing codes for automatically adjustable headlamps or automatically dimmable headlamps
- B60Q2300/10—Indexing codes relating to particular vehicle conditions
- B60Q2300/11—Linear movements of the vehicle
- B60Q2300/112—Vehicle speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
- B60Q2300/00—Indexing codes for automatically adjustable headlamps or automatically dimmable headlamps
- B60Q2300/10—Indexing codes relating to particular vehicle conditions
- B60Q2300/11—Linear movements of the vehicle
- B60Q2300/114—Vehicle acceleration or deceleration
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
- B60Q2300/00—Indexing codes for automatically adjustable headlamps or automatically dimmable headlamps
- B60Q2300/10—Indexing codes relating to particular vehicle conditions
- B60Q2300/13—Attitude of the vehicle body
- B60Q2300/132—Pitch
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Lighting Device Outwards From Vehicle And Optical Signal (AREA)
Abstract
The illumination direction of lights in a vehicle is controlled by detecting (1) vehicle posture (stationary and/or moving) and (2) whether the vehicle is accelerating/ decelerating and directing the illumination of the lights to a predetermined direction in accordance with signals received from the posture detection device. The signals to the drive means are over-ridden when acceleration/deceleration is detected in order to fix the lights in a predetermined direction and/or limit the permitted range of light movement and/or slow the speed of direction change. Reference values may be used to determine whether and what direction change occurs. The system may include means to distinguish true acceleration/deceleration from vehicle movements caused by rough roads.
Description
A VEHICLE LAMP ILLUMINATION DIRECTION CONTROL DEVICE
The present invention relates to a vehicle lamp illumination direction control device which detects the posture of a vehicle and correctly adjusts the illumination direction of a vehicle lamp so that the illumination direction can be alwavs kept in a predetermined direction.
Conventionally, there has been known a device (a so called automatic leveling device) which, even when the inclination of a vehicle body varies, is capable of automatically adjusting the illumination direction of the vehicle lamp so that the illumination direction of the vehicle lamp can be kept at a predetermined direction.The conventional device of this type includes a detection device which detects the inclination and height of the vehicle body variable according to the conditions of occupants (such as the number of occupants, the position arrangement of the occupants and the like), the loaded conditions of loads on board the vehicle, the running conditions of the vehicle, and the like, calculates the amount of variations in the inclination of the vehicle based on the information that is obtained by the detection device, and adjusts the illumination angle of the vehicle lamp with respect to the initially adjusted value of the vehicle lamp so that the illumination state of the vehicle lamp can be always kept in a desired state, thereby to control the illumination direction of the vehicle lamp for desired light distribution.
For example, when a load is applied to the rear portion of the vehicle, the device finds the then inclination angle of the vehicle body in the longitudinal direction thereof, and inclines the vehicle lamp downward because the illumination direction of which would be displaced upwardly of the reference direction if the posture of the vehicle lamp is left as it is, thereby adjusting the illumination direction of the vehicle lamp (a so called leveling adjustment) so that the vehicle lamp illumination direction can be always kept in the reference direction.
However, in the above-mentioned conventional device, while the vehicle is running along a rough road including an uneven and rough surface, when the device makes the abovementioned automatic adjustment of the illumination direction of the vehicle lamp, there is a possibility that the detection device can respond excessively to the illumination direction of the vehicle lamp and thus the illumination direction of the vehicle lamp can be controlled or adjusted excessively, which causes the light distribution of the vehicle lamp and the field of view to vary. Such variations in the light distribution and visibility in turn can give a driver a strange feeling, or can dazzle the driver of an oncoming vehicle, a pedestrian, and the like.
For example, when the vehicle runs into a rough road at a rather high speed, vibrations and the like applied to the vehicle wheels from the surface of the rough road are relieved by the expansion and contraction of the suspension of the vehicle and, therefore, there is a possibility that variations in the inclination of the vehicle body are not as large as variations in the output of the detection device due to the vehicle height and the like. That is, if the leveling adjustment is made faithfully according to the output of the detection device, then there is a possibility that the illumination direction of the vehicle lamp can be corrected excessively when compared with the actual inclination of the vehicle body.
The present invention was made in view of the foregoing problems accompanying the conventional device as discussed above. Therefore, it is an object of the present invention to provide a vehicle lamp illumination direction control device capable of controlling and properly adjusting the vehicle lamp illumination direction without correcting the same excessively while the vehicle is running along a rough road, whereby the visibility of the driver of the vehicle can be enhanced while the controlled vehicle lamp illumination direction can never dazzle the driver of an oncoming vehicle, so that the safety of the vehicle driving can be assured.
In attaining the above object, according to the invention, in view of the fact that the posture change of the vehicle in the constant speed running condition of the vehicle or in the bad road running condition thereof is relatively smaller than the posture change of the vehicle in the acceleration or deceleration running condition of thereof, there is provided a vehicle lamp illumination direction control device for changing the direction of the illumination light of a lamp according to the vertical inclination of a vehicle in the advancing direction thereof, the control device comprising::
a vehicle posture detection device for detecting the posture of the vehicle during the stationary and/or moving condition thereof;
an acceleration or deceleration running condition judging device for judging whether the vehicle is in the acceleration running condition or in the deceleration running condition or not;
a drive device for directing the illumination light of the lamp in a predetermined direction; and
a correction calculating device for transmitting to the drive device a correction signal for holding the illumination light of the lamp in a given direction, in accordance with a signal received from the vehicle posture detection device, wherein, when it is judged by the acceleration or deceleration running condition judging device that the vehicle is in the acceleration running condition or in the deceleration running condition, the direction of the lamp can be controlled by the signal transmitted from the correction calculating device to the drive device, and, when it is judged by the acceleration or deceleration running condition judging device that the vehicle is not in the acceleration running condition or in the deceleration running condition, the drive device can fix the direction of the illumination light of the lamp in a given direction or can limit the allowable range of the direction of the illumination light, or the response speed of the drive device can be slowed down.
According to the invention, when it is found that the vehicle is not in the acceleration or deceleration running condition, the control device controls the illumination direction of the lamp by fixing the direction of the illumination light of the lamp in a given direction, or by limiting the direction of the illumination light to a limited range, or by slowing down the response speed of the drive device, thereby being able to prevent the illumination direction of the lamp from being changed excessively and thus prevent the illumination direction of the lamp from being corrected excessively in the bad road running condition of the vehicle.
In the accompanying drawings:
Fig. 1 is a block diagram of the structure of a vehicle lamp illumination direction control device according to the invention;
Fig. 2 is a schematic view of a vehicle for explanation of height detection device;
Fig. 3 is an explanatory view of a correction control on the illumination direction of a vehicle lamp;
Fig. 4 is a graphical representation of an example of the change with time of a detect level detected by vehicle speed detection device;
Fig. 5 is a flow chart of a judging processing on the acceleration or deceleration running condition of the vehicle;
Fig. 6 is a graphical representation of an example of a detect level detected by a height sensor;
Fig. 7 is an explanatory view of a method for judging the bad road running condition of the vehicle by combined use of a height sensor and an angular velocity sensor;;
Fig. 8 is a schematic view of an example of a method for changing the illumination direction of the lamp by driving and controlling the entire lamp;
Fig. 9 is an explanatory view of a method for limiting the allowable range of the illumination angle of the lamp when it is judged that the vehicle is in the acceleration or deceleration running condition;
Fig. 10 is an explanatory view of a method for limiting the allowable range of the illumination angle of the lamp to thereby prohibit the occurrence of an upwardly directed light when it is judged that the vehicle is in the acceleration or deceleration running condition;
Fig. 11 is an explanatory view of a method for slowing down the response speed of drive device when it is judged that the vehicle is in the acceleration or deceleration running condition;;
Fig. 12 is an explanatory view of a method for changing the illumination direction of a reflector by driving or controlling the reflector;
Fig. 13 is an explanatory view of a method for changing the illumination direction of a lens by driving or controlling the lens; and,
Fig. 14 is an explanatory view of a method for changing the illumination direction of a shade by driving or controlling the shade.
Now, description will be given below of an embodiment of a vehicle lamp illumination direction control device according to the invention with reference to the accompanying drawings.
Fig. 1 shows the basic structure of the present invention, in which an illumination direction control device 1 includes a vehicle posture detection device 2, a control device 3 (which is composed of correction calculating device 3a and acceleration or deceleration running condition judging device 3b), a drive device 4 (which is composed of a drive control device 4a and a drive mechanism 4b), and a lamp 5.
The vehicle posture detection device 2 is used to detect the posture of a vehicle while it is standing still and/or moving (including the vertical inclination of the vehicle while it is running). For example, when there is used a vehicle height detection device 6 which detects the height of the vehicle body according to the uneven surface of the road, as shown in Fig. 2, there are available a method for measuring a distance L between the vehicle height detection device 6 and the road surface G by use of detect waves such as ultrasonic waves, laser beams or the like, and a method in which the vehicle height detection device 6 detects the amount x of the expansion and contraction of a suspension S. These two methods are both advantageous in that the existing facilities in the vehicle can be used.
The outputs of the vehicle posture detection device 2 are transmitted to the correction calculating device 3a and acceleration or deceleration running condition judging device 3b which cooperate together in forming the control device 3, and these outputs are used as control signals to be applied to the drive device 4 and are then used as instructions for correcting the illumination condition of the lamp 5.
In particular, the correction calculating device 3a is structured in the following manner: that is, in accordance with a detect signal from the vehicle posture detection device 2, it transmits a control signal to the drive device 4 so that the illumination direction of the lamp 5 can be always kept in a given direction. For example, as shown in Fig. 3, when the vehicle body rises in the front portion thereof with respect to a light distribution pattern PN (shown by a solid line in Fig.
3) which is set using a horizontal line H-H or a vertical line
V-V as a reference line, the illumination direction of the lamp 5 varies upward with respect to the horizontal line H-H and thus the light distribution pattern varies upward like a pattern PU (shown by a one-dot chained line in Fig. 3). In this case, the correction calculating device 3a transmits to the drive control device 4a a signal which causes the illumination direction of the lamp 5 to vary downward as well as the light distribution pattern thereof to vary downward and coincide with the light distribution patter PN as shown by an arrow A in Fig. 3.Also, contrary to this, when the vehicle body falls down in the front portion thereof, the illumination direction of the lamp S varies downward with respect to the horizontal line H-H and thus the light distribution pattern also varies downward like a pattern PD (shown by a two-dot chained line in Fig. 3). In this case, the correction calculating device 3a transmits to the drive control device 4a a signal which causes the illumination direction of the lamp 5 to vary upward as well as the light distribution pattern thereof to vary upward and coincide with the light distribution pattern PN as shown by an arrow B in Fig. 3.
Now, the acceleration or deceleration running condition judging device 3b is used to judge whether the vehicle is increasing its speed or decreasing its speed. When the judging device 3b judges that the vehicle is in an acceleration or deceleration running condition, in accordance with a control signal transmitted from the correction calculating device 3a to the drive control device 4a, the acceleration or deceleration running condition judging device 3b transmits to the drive control device 4a a signal which allows the illumination direction of the lamp 5 to be corrected in a predetermined direction.Also, when the acceleration or deceleration running condition judging device 3b judges that the vehicle is not in the acceleration or deceleration running condition (that is, it is judged that the vehicle is in a constant speed running condition or in a bad road running condition, or the like), it transmits a control signal to the drive device 4, so that the illumination direction of the lamp 5 can be fixed in a predetermined direction or limited to a given range, or the response speed of the drive mechanism 4b for varying the illumination direction of the lamp 5 is slowed down to thereby be able to control the illumination direction of the lamp 5 in such a manner that it varies slowly. Here, as basic information used to judge whether the vehicle is in the acceleration or deceleration running condition or not, besides the information that is given by the vehicle posture detection device 2, as shown in Fig. 1, there is also available information which can be obtained by providing acceleration or deceleration instruction detection device 8 used to detect an acceleration or deceleration instruction or information relating to the present instruction according to the amount of pressing-down of a gas pedal, variations in the opening angle of a throttle valve or the like, or information which can be obtained by providing an engine revolution number detection device 9 used to detect the number of revolutions of an engine: that is, the information obtained by these detection devices may be transmitted to the acceleration or deceleration running condition judging device 3b.A judging method for judging whether the vehicle is in the acceleration or deceleration running condition or not will be described later below.
The drive control device 4a is used to receive signals from the correction calculating device 3a and acceleration or deceleration running condition judging device 3b and allow the drive mechanism 4b to control or change the illumination direction of the lamp 5. The control or change of the illumination direction of the lamp 5 can be achieved by inclining the entire lamp 5 or by moving part of the components of the lamp 5 such as a shade or the like, while the details of these controlling or changing methods will be given later.
At first, the judging method in the acceleration or deceleration running condition judging device 3b will b described by classifying it into the following four methods:
i) a method using the vehicle speed detection device;
ii) a method using the acceleration or deceleration
instruction detection device 8;
iii) a method using the engine revolution number
detection device 9; and,
iv) a method using the vehicle posture detection
device 2.
Firstly, the method i) is a method which judges whether the vehicle is in the acceleration or deceleration running condition or not by detecting the running speed of the vehicle to calculate the change of the speed with time, that is, by calculating the acceleration of the vehicle. The present method i) is advantageous in that the vehicle speed detection device 7 is one of the existing facilities in the vehicle and use of the detect signal of the vehicle speed detection device 7 facilitates the judgment on the acceleration or deceleration running condition of the vehicle.
Fig. 4 shows an example of the change of the speed with time, in which the axis of abscissa expresses the time t and the axis of ordinate expresses the speed v (t) of the vehicle.
In Fig. 4, a period designated by Ta expresses the acceleration period of the vehicle, a period designated by Tb expresses the deceleration period of the vehicle, a period designated by Tc expresses the constant speed period of the vehicle, and a period designated by Td expresses the bad road running period of the vehicle.
Based on the speed v obtained from the vehicle speed detection device 7, if the time differential of the speed v or an acceleration dv (t)/dt is calculated, the acceleration is given as a positive value in the acceleration period Ta, the acceleration is given as a negative value in the deceleration period Tb, and the acceleration is given as zero in the constant speed period or a small value in the bad road running period Td. Therefore, by comparing the acceleration or the absolute value thereof with a given reference value, it is possible to judge whether the vehicle is in the acceleration or deceleration running condition or not.
Now, Fig. 5 is a flow chart which shows the flow of the acceleration or deceleration running condition judging process, that is, Fig. 5 shows the procedure of the processing to be performed by the above-mentioned acceleration or deceleration running condition judging device 3b.
At first, in Step S1, the vehicle speed v (t) is detected and, after then, in Step S2, the acceleration dv (t)/dt or the absolute value thereof is calculated. Next, in
Step S3, it is checked whether the acceleration dv (t)/dt or the absolute value thereof is equal to or more than a reference value or not. If it is found that the acceleration dv (t)/dt or the absolute value thereof is less than the reference value, then the processing advances to Step S5.
In Step S4, it is judged that the vehicle is in the acceleration or deceleration running condition and, after then, the processing goes back to Step S2. Also, in Step S5, it is judged that the vehicle is not in the acceleration or deceleration running condition and, after then, the processing returns back to the first step S1.
As described above, the method i) is a method which monitors the variations in the speed of the vehicle and, therefore, when an instruction for acceleration or deceleration of the vehicle given by a driver cannot be reflected instantaneously on the speed of the vehicle, there is a fear that a time delay can occur in the judgment of the acceleration or deceleration. In this case, as shown in the method ii), as the information relating to the acceleration or deceleration instruction of the vehicle, there can be used the detect information relating to the variations in the amount of pressing-down of the accelerator pedal or relating to the variations in the amount of opening of the throttle valve.
In particular, the variations in the accelerator pedal pressing-down amount or the variations in the throttle valve opening amount is large when the vehicle is in the acceleration or deceleration running condition (which is hereinafter referred to as acceleration or deceleration time), while it is small when the vehicle is running at a constant speed or along a bad road. Therefore, by detecting a difference between the variations, it is possible to judge whether the vehicle is in the acceleration or deceleration running condition or not.In other words, in Fig. 5, Step S1 may be replaced by the detection of the accelerator pedal pressing-down amount or the throttle valve opening amount, the variations in these amounts may be calculated in Step S2 and, after then, the thus calculated value may be compared with the given reference value in Step S3, whereby the following processing (that is, the processing to be performed after then) can be decided.
In another method, attention is paid to variations in the state of the drive source of the vehicle, that is, as shown in above-mentioned method iii), by detecting variations in the number of revolutions of the engine, the judgment on the acceleration or deceleration running condition can be achieved.
That is, due to the fact that the variations in the number of revolutions of the engine are large in the acceleration or deceleration running condition of the vehicle, whereas the variations are small in the constant speed running condition or in the bad road running condition, by detecting a difference between the variations, it is possible to judge whether the vehicle is in the acceleration or deceleration running condition or not. In this case, in Fig. 5, the number of revolutions of the engine may be detected in Step S1, a variation in the number of revolutions of the engine may be calculated in Step S2 and, after then, the thus calculated value may be compared with the given reference value in Step
S3, whereby the following processing can be decided.
As described above, based on the respective pieces of information that are obtained by calculating the amounts of variations with time of the vehicle speed, the speed instruction given by the driver, and the state of the drive source of the vehicle, or based on the information that is obtained by combining them with each other, the variations in the acceleration or deceleration condition of the vehicle can be detected.
The remaining method iv) is a method which can judge the acceleration or deceleration running condition of the vehicle based on the information that is obtained by the vehicle posture detection device 2. Generally, as a device for detecting variations in the vibration of a mechanism for absorbing the vibration that is given to the wheels of the vehicle from the surface of a road or for detecting the height of the axle of the vehicle, there is used height detection device such as a height sensor or the like. In the present method, based on the information that is obtained from the height detection device, the time differential of the detected level or the absolute value thereof is calculated and, after then, by comparing the resultant value with a given reference value, it is possible to judge whether the vehicle is in the acceleration or deceleration running condition or not.Also, if a plurality of height detection device are arranged at several positions of the vehicle, for example, in the front and rear portions thereof and/or right and left portions thereof and the inclination angle in the pitching direction of the vehicle (so called pitch angle) is detected in accordance with the detect information that is detected by these height detection device, then the running condition of the vehicle can be confirmed to a certain degree. However, actually, there exists a state in which it is difficult to tell the acceleration or deceleration running condition of the vehicle from the bad road running condition only by means of such height detection device.
Now, Fig. 6 shows an example of the level variations in the detect signal that is output from a height sensor attached to the vehicle. In Fig. 6, the axis of abscissa expresses the time t and the axis of ordinate expresses the level V of the detect signal.
In Fig. 6, a period designated by T1 expresses a period in which the vehicle is in an acceleration or deceleration running condition, a period designated by T2 expresses a period in which the vehicle is in a constant speed running condition, and a period designated by T3 expresses a period in which the vehicle is in a bad road running condition. Fig. 6 tells that the width of the amplitude variations in the output signal of the height sensor is large in the periods T1 and T3.
That is, in order to judge whether the vehicle is in the acceleration or deceleration running condition or in the bad road running condition, it is necessary to recognize a difference between the detected level variations in the period
T1 and T3. For example, attention is paid to a difference between the degrees of the variations in the detected levels and the judgment is made in accordance with the fact that the amplitude variations in the detected levels in the period T3 are heavier. However, as a method which can enhance the accuracy of the judgment, there can be pointed out a method which detects the variations in the detected levels by using the vehicle height detection device and angular velocity detection device in combination.
Now, Fig. 7 shows a method which carries out a judgment on the acceleration or deceleration running condition of the vehicle by using a height sensor and an angular velocity sensor in combination. In Fig. 7, a graphical representation shown in the upper stage thereof represents variations with time in the time difference amount (which is expressed as d0/dt) of the pitch angle of the vehicle calculated from the detect level V of the height sensor, whereas a graphical representation in the lower stage thereof represents variations with time in the output level (which is expressed as (a) of the angular velocity sensor which is installed at a position above the suspension of the vehicle to detect the pitch angle.Here, in Fig. 7, a period T1 expresses a period in which the vehicle is running at a constant speed along a comparatively even road, a period T2 expresses a period in which the vehicle is running in an acceleration or deceleration condition, and a period T3 expresses a period in which the vehicle is running on a bad road, respectively.
As can be seen from Fig. 7, in the period T2, variations in dO/dt and U are found when the vehicle is running in the acceleration or deceleration condition, whereas variations in d0/dt and S are small in the period Tl; in the period T3, the vibration component of dO/dt is large, whereas large variations are not found in o; and, therefore, it can be found that dO/dt and have no correlation between them or the relation between them is low.The reason for this is as follows: since the vibration of the suspension is detected by the height sensor in the bad road running condition of the vehicle, dO/dt calculated from the output of the height sensor is also affected by the influence of the thus detected vibration, whereas, because the influence of the vibration on the load portion of the suspension situated above the spring is absorbed by the expansion and contraction of the suspension, the present load portion is not inclined so greatly in the pitching direction and, therefore, the vibration component relating to the load portion of the suspension situated below the spring is not reflected greatly on the output of the angular velocity sensor for detection of the pitch angle.
In this manner, when there is found a correlative variation between d6/dt and X , it can be judged that the vehicle is in the acceleration or deceleration running condition. In the other cases, that is, when do/dt and X are small in variations, or when no correlation or only a small correlation is found, it can be judged that the vehicle is running at a constant speed or along a bad road.
Here, the number of the angular velocity sensor (in
Fig. 1, included in the vehicle posture detection device 2) is not limited to one but, of course, a plurality of angular velocity sensors may be used, that is, it is also possible to obtain the information that is necessary for the angular velocity calculation based on the information from these angular velocity sensors.
As has been described above, according to the respective methods, it is possible to judge whether the vehicle is running in the acceleration condition or in the deceleration condition. Also, these methods can be applied in various manners, for example, the respective methods can be used individually, or some of them may be combined together for the enhanced accuracy of the judgment.
Next, description will be given below of the control of the direction of the illumination light of the lamp 5 to be made by the drive device 4.
The simplest method for changing the illumination pattern of the lamp 5 in a vertical plane is a method which changes the illumination angle of the lamp 5 with respect to a horizontal plane by rotating the entire lamp 5 about the rotary shaft thereof. For example, the right and left side surfaces of the lamp 5 are supported in a freely rotatable manner and the rotary shaft of the lamp 5 is rotated directly by a drive source such as a motor or the like, or, there is available a drive mechanism in which a member fixed to the lamp 5 or formed integrally with the lamp 5 is rotated by the drive device 4.
As an example of such lamp, there is pointed out a lamp of a type that it employs a mechanism in which the rotational force of the motor is used as the rotational force of the lamp by a transmission mechanism using a worm and a worm wheel (for example, see Japanese Patent Publication No. Sho. 63-166672).
If it is judged by the acceleration or deceleration running condition judging device 3b that the vehicle is in the acceleration running condition or in the deceleration running condition, then the drive control device 4a rotates the entire lamp 5 within a vertical plane so that the lamp 5 can provide an illumination angle as specified by the correction calculating device 3a.
Also, if it is judged by the acceleration or deceleration running condition judging device 3b that the vehicle is not in the acceleration or deceleration running condition, then the illumination angle of the lamp 5 can be controlled by one of the following methods when the drive control device 4a receives an instruction from the acceleration or deceleration running condition judging device 3b:
1) a method for fixing the illumination angle;
2) a method for limiting the range of the
illumination angle or forbidding part of the
range of the illumination angle; and,
3) a method for changing the response speed or
control speed of an actuator.
At first, the method 1), which is the simplest in the above-mentioned three methods, is a method which always holds the illumination angle of the lamp 5 at a constant angle when judging whether the vehicle is in the acceleration or deceleration running condition or not. That is, when the vehicle is not in the acceleration or deceleration running condition, in order to prevent the illumination light of the lamp 5 from being directed too upwardly, the lamp 5 may be held in such a condition that the illumination direction of the lamp 5 can be directed a little downwardly.
The then downwardly directed angle of illumination may be set for a value irrelevant to an illumination angle before it is judged that the vehicle is not in the acceleration or deceleration running condition, or may be set at an illumination angle just prior to the present judgment or an angle obtained by correcting the present illumination angle (for example, adjusting the present illumination angle a little downwardly), or, may be set at an average illumination angle prior to the present judgment or an angle obtained by correcting the present average illumination angle.
The method 2), which limits the range of the illumination angle, is a method which narrows the range of the illumination angle so that the allowable range of the illumination angle of the lamp 5 when it is judged that the vehicle is not in the acceleration or deceleration running condition is smaller than the allowable range of the illumination angle when it is judged that the vehicle is in the acceleration or deceleration running condition.
For example, as shown in Fig. 9, where the allowable range of the illumination angle of the lamp 5 in the other running conditions than the acceleration or deceleration running condition is expressed as Oa and the allowable range of the illumination angle in the acceleration or deceleration running condition is expressed as Ob, if a ratio n (0 < (l/n) < l) is introduced and the angle range is narrowed so that 0a = Ob/n can be obtained, then it is possible to reduce the frequency that the illumination light of the lamp 5 provides an upward light in the other running conditions of the vehicle than the acceleration or deceleration running condition thereof.
Also, as shown in Fig. 10, by setting an upper limit on the illumination angle of the lamp 5 in the other running conditions of the vehicle than the acceleration or deceleration running condition thereof, the illumination angle of the lamp 5 can be restricted in such a manner that it is prevented from exceeding the upper limit. For example, if an upper limit Om is set on the allowable range Ob of the illumination angle of the lamp in the acceleration or deceleration running condition of the vehicle so that the allowable range Oa of the illumination angle of the lamp 5 is prevented from exceeding the upper limit Om, then the illumination light of the lamp 5, in the other running conditions of the vehicle than the acceleration or deceleration running condition, can be controlled such that it cannot provide an upward light.
Now, the remaining method 3) is a method which, while the previously described two methods respectively control the illumination angle itself, controls the response speed of the drive device 4 to thereby prevent the illumination angle of the lamp 5 from being changed excessively in the other running conditions of the vehicle than the acceleration or deceleration running condition.
That is, while the control on the response speed of the drive device 4 varies infinitely according to the structures of the drive device 4, by changing a voltage, a current, a control signal and the like to be supplied to an actuator forming the drive device, it is possible to slow down the posture control of the lamp 5 in the other running conditions of the vehicle than the acceleration or deceleration running condition.
For example, when the actuator incorporates therein a
DC (direct current) motor, a difference between the control target position (or angle) of the actuator and the current position (or angle) thereof is detected, and a pulse signal having a duty cycle corresponding to the detected position difference is supplied to the DC motor to thereby control the position of the actuator, as shown in Fig. 11, if the characteristic of the duty cycle DT with respect to the position difference 6xx is changed from the state of a relatively faster response speed shown by a broken line 10 to the state of a slow response speed shown by a solid line 11, with respect to the same position difference 6xx = 6xxa, the duty cycle DT in the other running conditions of the vehicle than the acceleration or deceleration running condition thereof is smaller than the duty cycle in the acceleration or deceleration running condition of the vehicle, so that the drive control on the lamp 5 by the actuator is slowed down.
Here, according to the method 3), various kinds of embodiments are possible. For example, the response speed of the drive device 4 can be changed according to the running speed of the vehicle, or can be changed according as the vehicle is in the constant running condition or in the bad road running condition. Also, of course, it is possible to use the methods 1) to 3) in combination according to the states of the vehicle (such as the running conditions thereof, variations in the posture thereof, and the like).
In the above description, by rotating the entire lamp by use of the drive device 4, the illumination direction of the lamp is changed. However, alternatively, the components of the lamp 5 may be in part controlled in position.
For example, as shown in Fig. 12, it is possible to employ a structure in which a reflector 12 is rotated within a vertical plane by the drive device 4 to thereby change the direction of the reflected light of the reflector 12. In particular, in order that the reflector can be in part supported rotatably on the body of the lamp and a screw member mounted on the other portions than the lamp body for adjusting the inclining angle of the reflector can be rotated by a motor, there can be used a transmission mechanism which includes a worm and a worm wheel (for example, see Japanese Patent
Publication No. 59-195441). Or, as shown in Fig. 13, it is also possible to employ a structure in which a lens 13 is inclined by the drive device 4 to thereby change the direction of the illumination light that has passed through the lens 13 (for example, see Japanese Patent Publication No. Hei. 737405).Here, instead of inclining the whole of the reflector and lens, the main portions of the illumination light may also be changed to a predetermined direction by controlling the position of part of the reflector and lens.
Further, as shown in Fig. 14, a shade 14 interposed between the reflector 12 and the lens 13 in the lamp 5 may be moved by the drive device 4 so that a light and shade boundary (so called cut line) in the light distribution pattern of the lamp 5 can be changed vertically (for example, see Japanese
Patent Publication No. Hei. 7-29401).
In addition, according to the method 3), other various kinds of embodiments are also possible according to the combinations of the optical components of the lamp 5. For example, if the reflector and light source, or the lens and reflector, or the lens and shade are moved together by the drive device 4, then the direction of the illumination light of the lamp 5 can be changed in the vertical direction.
As can be understood clearly from the foregoing description, according to the invention as set force in Claim 1, when it is found that the vehicle is not in the acceleration or deceleration running condition, the control device controls the illumination direction of the lamp by fixing the direction of the illumination light of the lamp in a predetermined direction, or by limiting the direction of the illumination light to a limited range, or by slowing down the response speed of the drive device, thereby being able to prevent the illumination direction of the lamp from being changed excessively and thus prevent the illumination direction of the lamp from being corrected excessively in the bad road running condition of the vehicle.This makes it possible to restrict not only a strange feeling given to the driver of the vehicle due to the sudden change of the lamp light distribution and visibility but also a dazzling feeling given to the driver of an oncoming vehicle, a pedestrian, and the like.
Also, according to the invention as set forth in Claim 2, by detecting the acceleration instruction or deceleration instruction given to the drive source of the vehicle, or by detecting the drive condition of the drive source of the vehicle, it is possible to judge whether the vehicle is in the acceleration or deceleration running condition or not, without waiting for a time delay necessary for the change of the speed of the vehicle.
Further, according to the invention as set forth in
Claim 3, the detect signal relating to the vehicle posture from the vehicle posture detection device can also be used as basic information to judge whether the vehicle is in the acceleration or deceleration running condition or not.
Still further, according to the invention as set forth in Claim 4, the change with time of the inclination angle of the vehicle based on the detect signal from the height detection device is compared with the change with time of the angular velocity of the inclination angle detected by the angular velocity detection device to find a correlation in terms of time between them, and, in accordance with the high or low correlation between them, it is possible to distinguish the acceleration or deceleration running condition of the vehicle from the bad road running condition of the vehicle.
Claims (4)
1. A vehicle lamp illumination direction control device for changing the direction of the illumination light of a lamp according to the vertical inclination of a vehicle in the advancing direction thereof, the control device comprising:
a vehicle posture detection device for detecting the posture of said vehicle during the stationary and/or moving condition thereof;
an acceleration or deceleration running condition judging device for judging whether said vehicle is in the acceleration running condition or in the deceleration running condition or not;
a drive device for directing the illumination light of said lamp in a predetermined direction; and,
a correction calculating device for transmitting to said drive device a correction signal for holding said illumination light of said lamp in a predetermined direction, in accordance with a signal received from said vehicle posture detection device,
wherein, when it is judged by said acceleration or deceleration running condition judging device that said vehicle is in the acceleration running condition or in the deceleration running condition, the direction of said lamp can be controlled by said signal transmitted from said correction calculating device to said drive device, and, when it is judged by said acceleration or deceleration running condition judging device that said vehicle is not in the acceleration running condition or in the deceleration running condition, said drive device can fix the direction of said illumination light of said lamp in a predetermined direction or can limit the allowable range of the direction of said illumination light, or the response speed of said drive device can be slowed down.
2. A vehicle lamp illumination direction control device as set forth in Claim 1, wherein said acceleration or deceleration running condition judging device detects an acceleration instruction or a deceleration instruction to the drive source of said vehicle or detects the drive state of said drive source of said vehicle, thereby being able to judge whether said vehicle is in the acceleration running condition or in the deceleration running condition or not.
3. A vehicle lamp illumination direction control device as set forth in Claim 1, wherein said acceleration or deceleration running condition judging device detects the change with time of a detect signal relating to the vehicle posture from said vehicle posture detection device, thereby being able to judge whether said vehicle is in the acceleration running condition or in the deceleration running condition or not.
4. A vehicle lamp illumination direction control device as set forth in Claim 3, further including:
a height detection device for detecting variations in the vibrations of a mechanism for absorbing the vibrations that are applied to the wheels of said vehicle from the surface of a road, or detecting the height of the axle of said vehicle; and,
an angular velocity detection device for detecting an angular velocity relating to the inclination angle of said vehicle in the advancing direction thereof,
wherein said acceleration or deceleration running condition judging device detects the change with time of said inclination angle of said vehicle in the advancing direction thereof in accordance with a detect signal from said height detection device, and compares said change with time of said vehicle inclination angle with the change with time of a detect signal from said angular velocity detection device, thereby being able to judge in accordance with high or low correlation between them whether said vehicle is in the acceleration running condition or in the deceleration running condition or not.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3710996A JP3128610B2 (en) | 1996-02-01 | 1996-02-01 | Illumination direction control device for vehicle lighting |
Publications (3)
| Publication Number | Publication Date |
|---|---|
| GB9701821D0 GB9701821D0 (en) | 1997-03-19 |
| GB2309773A true GB2309773A (en) | 1997-08-06 |
| GB2309773B GB2309773B (en) | 1998-02-11 |
Family
ID=12488442
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB9701821A Expired - Fee Related GB2309773B (en) | 1996-02-01 | 1997-01-29 | A vehicle lamp illumination direction control device |
Country Status (3)
| Country | Link |
|---|---|
| JP (1) | JP3128610B2 (en) |
| DE (1) | DE19703665C2 (en) |
| GB (1) | GB2309773B (en) |
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| GB2325757A (en) * | 1997-05-26 | 1998-12-02 | Koito Mfg Co Ltd | Determining initial position of lamp direction controlling apparatus |
| GB2325758A (en) * | 1997-05-27 | 1998-12-02 | Koito Mfg Co Ltd | Controlling irradiation direction of lamp |
| GB2341671A (en) * | 1998-09-18 | 2000-03-22 | Koito Mfg Co Ltd | Automatic leveling apparatus for use with vehicle headlamps |
| FR2797825A1 (en) * | 1999-08-23 | 2001-03-02 | Koito Mfg Co Ltd | APPARATUS FOR UPGRADING HEADLIGHTS OF A VEHICLE |
| EP0965487A3 (en) * | 1998-06-16 | 2001-10-31 | Denso Corporation | System for automatically adjusting optical axis direction of vehicle headlight |
| US6438478B2 (en) | 1999-12-27 | 2002-08-20 | Koito Manufacturing Co., Ltd. | Automatic leveling system for automotive headlamps |
| US6450673B1 (en) | 2000-06-15 | 2002-09-17 | Koito Manufacturing Co., Ltd. | Vehicle head lamp auto-leveling system |
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| US6663268B1 (en) | 1999-11-05 | 2003-12-16 | Koito Manufacturing Co., Ltd. | Automatic automotive headlamp leveling device |
| FR2847212A1 (en) * | 2002-11-20 | 2004-05-21 | Koito Mfg Co Ltd | Vehicle headlight direction adjusting apparatus, has adjusting device to regulate angle of optical axis of headlight with respect to ground during deceleration, driving device to change axis direction based on adjustment command |
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| DE19824862A1 (en) * | 1998-06-04 | 1999-12-09 | Hella Kg Hueck & Co | Process for regulating the headlight range of vehicle headlights |
| DE19843388A1 (en) * | 1998-09-22 | 2000-03-23 | Hella Kg Hueck & Co | Process for regulating the headlight range of vehicle headlights |
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| JP3782602B2 (en) * | 1999-02-15 | 2006-06-07 | 株式会社小糸製作所 | Auto-leveling device for automotive headlamps |
| DE19940098A1 (en) | 1999-08-24 | 2001-05-03 | Hella Kg Hueck & Co | Method and device for controlling the lighting range of a motor vehicle |
| JP2004276824A (en) * | 2003-03-18 | 2004-10-07 | Mitsubishi Fuso Truck & Bus Corp | Optical axis adjustment device of head lamp for vehicle |
| JP2004276825A (en) | 2003-03-18 | 2004-10-07 | Mitsubishi Fuso Truck & Bus Corp | Optical axis adjustment device of head lamp for vehicle |
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| DE102005036622A1 (en) | 2005-08-04 | 2007-02-15 | Hella Kgaa Hueck & Co. | Method for controlling the headlamp range of motor vehicle lighting devices and headlamp leveling device |
| DE102007051272B4 (en) * | 2007-10-26 | 2024-07-25 | HELLA GmbH & Co. KGaA | Device for controlling and/or regulating the activation or deactivation of the automatic adjustment of the cut-off line of a motor vehicle headlight or the switching on or off of the main beam in motor vehicle headlights |
| JP2009184463A (en) * | 2008-02-05 | 2009-08-20 | Denso Corp | Inclination detecting device and vehicular headlight control device |
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| DE102012112478A1 (en) * | 2012-12-18 | 2014-06-18 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Method for determining a headlight range of a headlight |
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| EP0652134A1 (en) * | 1993-11-10 | 1995-05-10 | MAGNETI MARELLI S.p.A. | Electronic system for automatically adjusting the inclination of the headlights of a vehicle, in particular a motor vehicle |
| EP0699559A2 (en) * | 1994-09-02 | 1996-03-06 | Ante Josic | Automatic lighting control system for vehicle |
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Cited By (20)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2325757B (en) * | 1997-05-26 | 1999-07-07 | Koito Mfg Co Ltd | Irradiation direction control apparatus for lamp |
| GB2325757A (en) * | 1997-05-26 | 1998-12-02 | Koito Mfg Co Ltd | Determining initial position of lamp direction controlling apparatus |
| GB2325758A (en) * | 1997-05-27 | 1998-12-02 | Koito Mfg Co Ltd | Controlling irradiation direction of lamp |
| GB2325758B (en) * | 1997-05-27 | 1999-06-30 | Koito Mfg Co Ltd | Irradiation direction control apparatus for lamp |
| EP1380468A1 (en) * | 1998-06-16 | 2004-01-14 | Denso Corporation | System for automatically adjusting optical axis direction of vehicle headlight |
| EP1889747A3 (en) * | 1998-06-16 | 2008-02-27 | Denso Corporation | System for automatically adjusting optical axis direction of vehicle headlight |
| EP1889747A2 (en) | 1998-06-16 | 2008-02-20 | Denso Corporation | System for automatically adjusting optical axis direction of vehicle headlight |
| EP1671842A1 (en) * | 1998-06-16 | 2006-06-21 | Denso Corporation | System for automatically adjusting optical axis direction of vehicle headlight |
| EP0965487A3 (en) * | 1998-06-16 | 2001-10-31 | Denso Corporation | System for automatically adjusting optical axis direction of vehicle headlight |
| DE19944289B4 (en) * | 1998-09-18 | 2004-09-02 | Koito Manufacturing Co., Ltd. | Automatic leveling device for use with vehicle headlights |
| US6332698B1 (en) | 1998-09-18 | 2001-12-25 | Koito Manufacturing Co., Ltd. | Automatic leveling apparatus for use with vehicle headlamps |
| GB2341671B (en) * | 1998-09-18 | 2001-02-28 | Koito Mfg Co Ltd | Automatic leveling apparatus for use with vehicle headlamps |
| GB2341671A (en) * | 1998-09-18 | 2000-03-22 | Koito Mfg Co Ltd | Automatic leveling apparatus for use with vehicle headlamps |
| FR2797825A1 (en) * | 1999-08-23 | 2001-03-02 | Koito Mfg Co Ltd | APPARATUS FOR UPGRADING HEADLIGHTS OF A VEHICLE |
| US6663268B1 (en) | 1999-11-05 | 2003-12-16 | Koito Manufacturing Co., Ltd. | Automatic automotive headlamp leveling device |
| US6438478B2 (en) | 1999-12-27 | 2002-08-20 | Koito Manufacturing Co., Ltd. | Automatic leveling system for automotive headlamps |
| US6504265B2 (en) | 2000-01-11 | 2003-01-07 | Koito Manufacturing Co., Ltd. | Autoleveling device of headlamp for automobile |
| US6450673B1 (en) | 2000-06-15 | 2002-09-17 | Koito Manufacturing Co., Ltd. | Vehicle head lamp auto-leveling system |
| FR2847212A1 (en) * | 2002-11-20 | 2004-05-21 | Koito Mfg Co Ltd | Vehicle headlight direction adjusting apparatus, has adjusting device to regulate angle of optical axis of headlight with respect to ground during deceleration, driving device to change axis direction based on adjustment command |
| CN108811267A (en) * | 2017-05-03 | 2018-11-13 | 大众汽车有限公司 | The method and motor vehicle from externally visible lighting device for running motor vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| GB2309773B (en) | 1998-02-11 |
| GB9701821D0 (en) | 1997-03-19 |
| JP3128610B2 (en) | 2001-01-29 |
| JPH09207654A (en) | 1997-08-12 |
| DE19703665A1 (en) | 1997-11-06 |
| DE19703665C2 (en) | 2003-01-09 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PCNP | Patent ceased through non-payment of renewal fee |
Effective date: 20080129 |