JP2001294080A - Lighting system for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To execute the proper lighting by controlling the distribution of luminous intensity without the feeling of incompatibility when a vehicle gets on and out a road having a curvature. SOLUTION: This lighting system for a vehicle comprises a lighting means 1 capable of controlling the distribution of luminous intensity, a self-position detecting means 9 for detecting a traveling position of the vehicle, a forward road shape detecting means 11 for detecting the shape of the road, a car speed detecting means 13 for detecting a car speed, a forward road curvature detecting means 7 for detecting the road curvature in front of the vehicle on the basis of the information on vehicle position and the information on road shape, a steering time estimating means 5 for estimating a steering starting time or a steering finishing time of the vehicle on the basis of the information on road curvature and the information on car speed, and a drive control means 3 for controlling the distribution of luminous intensity of the lighting means 1 on the basis of the information on road curvature and the information on car speed, and determining at least one of a starting time or a finishing time of the control of the luminous intensity of the lighting means 1 on the basis of the estimated steering starting time or the steering finishing time.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an illuminating device for a vehicle for illuminating the front of a vehicle.

[0002]

2. Description of the Related Art Conventionally, a system for controlling a lamp optical axis of a headlight according to a steering angle of a steering wheel is disclosed in Japanese Unexamined Patent Publication No.
There is one described in -77249. Further, based on the input of the map information and the input of the vehicle position information on the map, the distance to the curve on the map (curved road having a curvature) and the turning direction of the turning point are determined. As for irradiating the direction of the curve before entering,
There is one described in JP-A-2-296550.

[0003] Each of them has an advantage that an appropriate irradiation by a headlight can be performed when the vehicle is traveling on a curve.

[0004]

However, in Japanese Patent Application Laid-Open No. 62-77249, the lamp optical axis is moved in accordance with the steering angle of the steering wheel. There is a problem that it is not possible to irradiate the traveling direction.

[0005] In addition, in Japanese Patent Application Laid-Open No. 2-296550, since the irradiation direction is changed based on the distance to the curve ahead of the vehicle on the map, the size of the curve and the vehicle Depending on the vehicle speed, the timing of changing the irradiation direction of the lamp is shifted, which may cause a sense of incongruity.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a vehicle lighting device capable of irradiating a traveling direction by accurate control while suppressing a sense of discomfort even on a curved road having a curved road shape in front of the vehicle. And

[0007]

According to a first aspect of the present invention, there is provided an illumination means provided at a front portion of a vehicle and capable of controlling light distribution, a vehicle position detection means for detecting a traveling position of the vehicle, Forward road shape detecting means for detecting a road shape ahead of the traveling direction of the vehicle, vehicle speed detecting means for detecting a vehicle speed of the vehicle,
Forward road curvature detecting means for detecting a road curvature ahead of the vehicle from the detected vehicle position information and road shape information; and estimating a steering start time or a steering end time of the vehicle based on the detected road curvature information and vehicle speed information. Steering time estimating means, and controlling the light distribution of the lighting means according to the detected road curvature information and vehicle speed information, and controlling the curvature distribution of the lighting means according to the estimated steering start time or steering end time. It is characterized by comprising drive control means for setting at least one of a start point and an end point of the light control.

According to a second aspect of the present invention, in the vehicle lighting device according to the first aspect, the drive control means sets the start time of the curvature light distribution control of the illumination means from the estimated steering start time. The end point is set before or after the estimated steering start point.

According to a third aspect of the present invention, in the vehicle lighting device according to the first or second aspect, the drive control means determines the end time of the curvature light distribution control of the illumination means as the estimated steering end time. This is characterized in that the setting is made before the setting.

According to a fourth aspect of the present invention, there is provided the vehicle lighting device according to the first aspect, wherein the steering angle when the vehicle turns on a road having a curvature ahead of the vehicle based on the detected road curvature information. A steering angle estimating means for estimating, and a steering time estimating means for estimating a time for steering from the estimated steering start time to the estimated steering angle based on the detected road curvature information and vehicle speed information, Steering angle estimating means for estimating a steering angle required for the vehicle to make a turn on the road ahead of the vehicle from the detected road curvature information; and the lighting device according to the estimated steering angle and the detected vehicle speed information. Means for calculating a steering angle light distribution control amount of the means, and a light distribution state of the lighting means that is changed by the calculated steering angle light distribution control amount from the estimated steering start time, Lighting control limits Light distribution control limit value arrival time estimating means for estimating the time until the state is reached, wherein the drive control means adjusts the steering angle light distribution control amount of the lighting means according to the estimated steering angle. When the control limit state is exceeded, the time required to reach the estimated control limit state, and when the control value is below the control limit state, the curvature light distribution control of the illumination means is performed according to the time required for steering to the estimated steering angle. At least one of a start time and an end time is set.

According to a fifth aspect of the present invention, there is provided the vehicle lighting device according to any one of the first to fourth aspects, wherein the steering time estimating means includes an error in the steering start time or the steering end time to be estimated. Calculating a range, estimating the setting of the start point of the light distribution control below the error range, and estimating the setting of the end point of the light distribution control above the error range. It is characterized by.

According to a sixth aspect of the present invention, in the vehicle lighting device according to the first or second aspect, the drive control unit determines a start point of the curvature light distribution control according to the detected increase in the curvature of the road. Is set to be earlier than the steering start time or the steering end time.

According to a seventh aspect of the present invention, there is provided the vehicle lighting device according to the sixth aspect, wherein a steering angle when the vehicle turns on a road ahead of the vehicle is estimated from the detected road curvature information. A steering angle estimating means, and a steering time estimating means for estimating a steering time from the estimated steering start time to the estimated steering angle based on the detected road curvature information and the vehicle speed information. The control means sets a time for steering from the estimated start time of the steering to the estimated steering angle as a reference time, and sets a start time of the curvature light distribution control to about 10 times the reference time from the end time. It is characterized in that it is after the point of time.

According to an eighth aspect of the present invention, there is provided the vehicle lighting device according to the first or second aspect, wherein the steering angle when the vehicle turns on a road ahead of the vehicle is determined from the detected road curvature information. A steering angle estimating means for estimating, and a steering time estimating means for estimating a time for steering from the estimated steering start time to the estimated steering angle based on the detected road curvature information and the vehicle speed information, The drive control means sets a time for steering from the estimated steering start time to the estimated steering angle as a reference time, and sets a start time of the curvature light distribution control to the estimated steering start time with respect to the estimated steering start time. It is characterized in that it is set in consideration of time.

According to a ninth aspect of the present invention, in the vehicle lighting device according to the eighth aspect, the steering time point estimating means calculates an error range of the steering start time point to be estimated, and determines the steering start time point. Estimating at the lower side of the error range, the drive control means sets the start time of the curvature light distribution control to be before the reference time with respect to the steering start time estimated at the lower side of the error range. And

According to a tenth aspect of the present invention, there is provided an illumination means provided at a front portion of the vehicle and capable of controlling light distribution, a vehicle position detection means for detecting a traveling position of the vehicle, Forward road shape detecting means for detecting a road shape, curve entrance detecting means for detecting an entrance or an exit of a road having a curvature ahead of the vehicle from the detected vehicle position information and road shape information, and the detected vehicle position Forward road curvature detection means for detecting a road curvature ahead of the vehicle from information and road shape information; vehicle speed detection means for detecting the vehicle speed of the vehicle; and the lighting means in accordance with the detected road curvature information and vehicle speed information. Controlling the curvature light distribution, and starting the curvature light distribution control of the illumination means before the entrance of the road having the detected curvature or the curvature light distribution of the illumination means before the exit of the road having the curvature. Characterized by comprising further a drive control means for setting at least one of your termination point.

According to an eleventh aspect of the present invention, there is provided the vehicle lighting device according to the tenth aspect, wherein the curve entrance detection means comprises:
When a change in the curvature of the road ahead of the vehicle exceeds a preset value from the detected road curvature information, at least one of an entrance and an exit of a road having a curvature is detected.

The invention of claim 12 is the invention of claim 10 or 11
The vehicle lighting device according to claim 1, further comprising a steering angle detection unit configured to detect a steering angle of the vehicle, wherein the drive control unit includes the detected vehicle speed information, the steering angle information, and a previously stored vehicle motion. It is characterized in that the illuminating means performs curvature light distribution control based on the characteristic value.

According to a thirteenth aspect of the present invention, there is provided the vehicle lighting device according to any of the tenth to twelfth aspects, wherein the vehicle turns on a road having a curvature ahead of the vehicle based on the detected road curvature information. A steering angle estimating means for estimating a steering angle at the time of performing, the drive control means performs a curvature light distribution control of the lighting means in accordance with the detected road curvature information and vehicle speed information, and performs the curvature distribution. Control amount at the start of light control,
The control amount of the steering angle light distribution control with respect to the estimated steering angle at the end time of the curvature light distribution control, the time between the start time and the end time of the curvature light distribution control, the start time of the curvature light distribution control, and It is characterized by taking into account the time between the current time points.

A fourteenth aspect of the present invention is the vehicle lighting device according to any one of the first to thirteenth aspects, further comprising a steering angle detecting means for detecting a steering angle of the vehicle, wherein the drive control means comprises: Steering angle light distribution control for controlling the light distribution of the illuminating means in accordance with the detected steering angle, and curvature light distribution control for controlling the light distribution of the illuminating means in accordance with the detected road curvature information and vehicle speed information; And switching to the steering angle light distribution control according to a change in the detected steering angle during execution of the curvature light distribution control.

According to a fifteenth aspect of the present invention, in the vehicle lighting device according to the fourteenth aspect, the drive control means is arranged to increase the detected steering angle and to execute the curvature light distribution control. Switching to the steering angle light distribution control when it is determined that the light distribution control amount by the steering angle light distribution control exceeds the light distribution control amount by the curvature light distribution control, and in the direction in which the detected steering angle decreases. The steering angle light distribution when it is determined that the return amount of the light distribution control amount by the steering angle light distribution control exceeds the return amount of the light distribution control amount by the curvature light distribution control during execution of the curvature light distribution control. It is characterized by switching to control.

According to a sixteenth aspect of the present invention, in the illuminating device for a vehicle according to the fourteenth aspect, the drive control means is arranged to increase a light distribution control amount of the illumination means and to control the curvature light distribution control. When it is determined that the detected steering angle has become a direction in which the detected steering angle decreases during execution, the control is switched to the steering angle light distribution control, and the light distribution control amount of the illumination unit is in a direction to decrease and the curvature light distribution control is performed. When it is determined during the execution that the detected steering angle is in a direction to increase, the control is switched to the steering angle light distribution control.

The invention of claim 17 is the invention of claim 15 or 16
The vehicle lighting device according to claim, wherein the drive control unit includes:
When the detected steering angle exceeds the estimated steering angle, it is determined that the detected steering angle is in the increasing direction, and when the detected steering angle falls below the estimated steering angle. It is characterized in that it is determined that the detected steering angle is in a decreasing direction.

The invention according to claim 18 is the vehicle lighting device according to any one of claims 1 to 17, wherein the own vehicle position detecting means extracts the latitude and longitude of the reception position from a GPS signal and outputs the vehicle position. And / or detecting the traveling position of the vehicle from information obtained from road infrastructure and other vehicles.

According to a nineteenth aspect of the present invention, in the vehicle lighting device according to any one of the first to eighteenth aspects, the front road shape detecting means includes a vehicle front image capturing means for capturing an image in front of the vehicle. A vehicle position detecting means for detecting a road shape ahead of the traveling direction of the vehicle from the forward image information obtained by the imaging or detecting a traveling position of the vehicle, and a map including information on roads on which the vehicle is traveling. A database is provided, and at least one of detecting a road shape on the map database from the detected traveling position and detecting a road shape ahead of the vehicle in the traveling direction with reference to the specified road point is performed. It is characterized by performing.

[0026]

According to the first aspect of the present invention, the curvature detecting means can detect the curvature of the road ahead of the vehicle from the vehicle position information and the road shape information. Further, the steering start time or the steering end time of the vehicle can be estimated by the steering time estimation means from the road curvature information and the vehicle speed information. The drive control means controls the light distribution of the illumination means in accordance with the road curvature information and the vehicle speed information, and controls the light distribution of the illumination means in accordance with the estimated steering start time or the steering end time. Since at least one of the start time and the end time is set, when the vehicle tries to enter a road having a curvature ahead or the like, it is possible to perform the curvature light distribution control before steering the steering, The curvature light distribution control can be ended shortly before exiting from a road having a curvature. Therefore, when the vehicle passes on a road having a curvature, appropriate light distribution control can be performed in advance, and illumination can be performed without discomfort.

According to the second aspect of the present invention, in addition to the effect of the first aspect of the present invention, the drive control means determines the start time of the curvature light distribution control of the illumination means before the estimated steering start time or the curvature distribution time. Since the end point of the light control can be set later than the estimated steering start point, it is possible to more reliably perform accurate illumination without a sense of incongruity when the vehicle passes on a road having a curvature.

According to a third aspect of the present invention, in addition to the effect of the first or second aspect, the drive control means sets the end point of the curvature light distribution control of the illumination means before the estimated steering end time point. Therefore, when the vehicle tries to get out of the road having the curvature, the curvature light distribution control by the lighting unit can be accurately terminated, and the lighting without the uncomfortable feeling can be performed more reliably.

According to a fourth aspect of the present invention, in addition to the effect of the first aspect, the steering angle when the vehicle travels and turns on the road ahead of the vehicle having the curvature from the road curvature information is determined by the steering angle estimation means. Can be estimated. By the steering time estimating means, it is possible to estimate the time required for steering from the steering start time estimated using the road curvature information and the vehicle speed information to the estimated steering angle. The steering angle estimating means can estimate a steering angle necessary for the vehicle to make a turn on the road ahead of the vehicle having the curvature from the road curvature information.
Further, the steering angle light distribution control amount of the illuminating means can be calculated by the steering angle light distribution calculation means in accordance with the estimated steering angle and the detected vehicle speed information, and the light distribution control limit value arrival time estimation is performed. The light distribution state of the illumination means is changed by the steering angle light distribution control amount calculated from the steering start time estimated by the means, and the time until the illumination means reaches the control limit state can be estimated.

When the steering angle light distribution control amount corresponding to the steering angle estimated by the driving means exceeds the control limit state, the time until the estimated control limit state is reached, and when the steering angle light distribution control amount falls below the control limit state. Can set at least one of a start point and an end point of the curvature light distribution control of the illumination means according to the time required for steering to the estimated steering angle. Therefore, by appropriately setting at least one of the start point and the end point of the curvature light distribution control in consideration of the control limit state of the illumination means, the curvature light distribution control amount reaches the control limit state in a curve having a large curvature. Even in such a case, it is possible to reliably perform lighting without a sense of incongruity.

According to a fifth aspect of the present invention, in addition to the effect of any one of the first to fourth aspects, the steering time estimating means calculates an error range of a steering start time or a steering end time to be estimated, and distributes the error. The setting at the start of the light control can be estimated below the error range, and the setting at the end of the light distribution control can be estimated above the error range. Therefore, the start time of the curvature light distribution control may be unnecessarily close to the steering start time due to an error in the estimation of the steering start time, causing a sense of discomfort in the light distribution control, or the end time of the curvature light distribution control may be the steering end time. This does not cause the light distribution control to be set unnecessarily before the steering end point due to the error of the steering control, thereby causing an uncomfortable feeling in the light distribution control. Thus, it is possible to surely perform the lighting without the uncomfortable feeling before steering.

According to the sixth aspect of the invention, in addition to the effect of the first or second aspect, the drive control means sets the start point of the curvature light distribution control according to the increase of the road curvature, at the steering start point or at the steering point. The time can be earlier than the end point, and the light distribution control can be reliably performed before the steering is steered, so that the illumination without a sense of incongruity can be reliably performed.

According to a seventh aspect of the present invention, in addition to the effect of the sixth aspect of the invention, the steering angle estimating means estimates the steering angle when the vehicle turns on a road ahead of the vehicle from the road curvature information. be able to. Using the road curvature information and the vehicle speed information, the steering time estimating means can estimate the time required for steering from the estimated steering start time to the estimated steering angle. Then, the drive control means sets a time for steering from the estimated steering start time to the estimated steering angle as a reference time, and sets a start time of the curvature light distribution control from the same end time to the reference time. It can be after about 10 times. Therefore, before the steering is steered, the light distribution control can be reliably performed, and the illumination without a sense of incongruity can be reliably performed.

According to an eighth aspect of the present invention, in addition to the effect of the first or second aspect, the steering angle estimating means is used to maintain the steering angle when the vehicle turns on a road ahead of the vehicle having a curvature based on the road curvature information. The angle can be estimated, and the time for steering from the estimated steering start time to the estimated steering angle can be estimated based on the road curvature information and the vehicle speed information detected by the steering time estimation means. Then, the drive control unit sets the estimated steering time as a reference time,
The start time of the curvature light distribution control can be set in consideration of the reference time with respect to the estimated steering start time. Therefore, the start point of the light distribution control can be accurately set just before the start point of the steering, and the accurate lighting can be performed by the light distribution control without a sense of incongruity before steering the steering wheel.

According to the ninth aspect of the present invention, in addition to the effect of the eighth aspect, the steering time estimating means calculates the error range of the steering start time to be estimated, and sets the steering start time below the error range. It can be estimated, and the start time of the curvature light distribution control by the drive control means can be set to a reference time or earlier with respect to the estimated steering start time. Therefore, even if an error occurs in estimating the steering start time, the start time of the light distribution control does not approach the steering start time more than necessary, and the light distribution control without a sense of incongruity before steering the steering is more accurate. Lighting can be performed.

According to the tenth aspect of the present invention, the curve entrance detection means can detect the entrance or exit of the curve of the road ahead of the vehicle from the vehicle position information and the road shape information. The road curvature ahead of the vehicle can be detected from the vehicle position information and the road shape information. Then, the drive control means controls the light distribution of the illumination means in accordance with the road curvature information and the vehicle speed information, and at the start of the curvature light distribution control of the illumination means or before the exit of the curve before the entrance of the detected curve. At least one of the end points of the curvature light distribution control of the lighting means can be set. Therefore, by appropriately setting the start point or end point of the curvature light distribution control at the entrance or exit of the curve, it is possible to perform light distribution control without a sense of incongruity before steering, and to perform accurate illumination.

According to the eleventh aspect of the present invention, in addition to the effect of the tenth aspect, when a change in the road curvature ahead of the vehicle exceeds a preset value based on the road curvature information detected by the curve entrance detecting means, At least one of the entrance and the exit of the curve can be detected. Therefore, by accurately detecting at least one of the entrance and the exit of the curve, at least one of the start point and the end point of the light distribution control can be accurately set, and accurate illumination can be performed by the light distribution control without a sense of incongruity. Can be.

According to the twelfth aspect, the tenth or the first aspect
In addition to the effect of the first aspect, the drive control means can perform the curvature light distribution control of the illumination means based on the vehicle speed information, the steering angle information, and the motion characteristic value of the vehicle stored in advance.
Accordingly, an accurate light distribution control amount can be calculated and accurate illumination can be performed regardless of the vehicle speed range of the vehicle.

According to the thirteenth aspect of the present invention,
In addition to the effects of any of the inventions described above, it is possible to estimate a steering angle when the vehicle makes a turn on a road having a curvature ahead of the vehicle from the road curvature information detected by the steering angle estimation means. According to the road curvature information and the vehicle speed information detected by the control means, when performing the curvature light distribution control of the lighting means,
The control amount at the start of the control, the control amount of the curvature light distribution control with respect to the estimated steering angle at the end of the control, the time between the start and end of the light distribution control, and the start of the light distribution control The curvature light distribution control can be performed in consideration of the time point and the time between the current time points. Therefore, by considering a plurality of factors, accurate lighting can be performed by light distribution control that does not cause a sense of incongruity before steering is performed in any vehicle speed range.

According to a fourteenth aspect of the present invention, in addition to the effect of any one of the first to thirteenth aspects, the drive control means controls the light distribution of the illumination means in accordance with the detected road curvature information and vehicle speed information. The light distribution control and the steering angle light distribution control for controlling the light distribution of the illuminating means according to the detected steering angle are enabled, and according to the change in the steering angle detected during the execution of the curvature light distribution control. It is possible to switch to steering angle light distribution control. Accordingly, when the vehicle is traveling on a road having a curvature and traveling at a constant steering angle, when the steering wheel is turned or turned back, the curvature light distribution control is changed to the steering angle light distribution control accordingly. And the light distribution can be controlled in accordance with the steering angle, and accurate illumination can be performed in accordance with the turning of the steering wheel and the turning back.

According to a fifteenth aspect of the present invention, in addition to the effect of the fourteenth aspect, the detected steering angle is in a direction to increase, and the light distribution by the steering angle light distribution control during the execution of the curvature light distribution control. When it is determined that the control amount has exceeded the light distribution control amount by the curvature light distribution control, and switched to the steering angle light distribution control,
If the detected steering angle is in a decreasing direction and the return amount of the light distribution control amount by the steering angle light distribution control exceeds the return amount of the light distribution control amount by the curvature light distribution control during the execution of the curvature light distribution control. When it is determined, the control can be switched to the steering angle light distribution control. Accordingly, when the vehicle is traveling on a road having a curvature, the steering is turned more, and when the steering angle light distribution control amount due to the additional turning exceeds the curvature light distribution control amount corresponding to the road curvature, the steering operation is performed. Steering angle light distribution control according to the steering angle can be performed, and even when the steering angle is in a decreasing direction, the steering angle light distribution control according to the steering angle rather than the return of the curvature light distribution control according to the curvature Is greater than the value, steering angle light distribution control can be performed according to the steering angle, and more accurate illumination can be performed.

According to the sixteenth aspect, in addition to the effect of the fourteenth aspect, the light distribution control amount of the illuminating means is in a direction to increase and the steering angle detected during execution of the curvature light distribution control is reduced. Switch to the steering angle light distribution control when it is determined to be in the direction in which the light distribution control amount of the illuminating means is decreasing, and the steering angle detected during execution of the curvature light distribution control is increasing. When it is determined that the control has been performed, the control can be switched to the steering angle light distribution control. Therefore, when performing the curvature light distribution control according to the road curvature, even if the steering is turned back or increased, it is possible to perform the light distribution control without a sense of incongruity according to the change in the steering angle, Accurate lighting can be performed.

According to the seventeenth aspect, in the fifteenth aspect or the first aspect,
In addition to the effects of the sixth aspect, when the detected steering angle exceeds the estimated steering angle, it is determined that the detected steering angle is in the increasing direction, and the detected steering angle is estimated. When the angle falls below the angle, it can be determined that the detected steering angle is in the direction of decreasing, and it is possible to accurately determine whether the steering wheel is to be turned more or less and to return the steering wheel, and to perform appropriate illumination by light distribution control without a sense of discomfort. it can.

According to the eighteenth aspect of the invention, in addition to the effect of any one of the first to seventeenth aspects, the traveling position of the vehicle is detected by extracting the latitude and longitude of the receiving position from the GPS signal by the vehicle position detecting means. Or at least one of detecting the traveling position of the vehicle from information obtained from the road infrastructure and other vehicles. Therefore, vehicle position information can be accurately obtained, and accurate illumination can be performed by light distribution control without a sense of discomfort.

According to the nineteenth aspect of the present invention, in addition to the effect of any one of the first to eighteenth aspects, the front road shape detecting means obtains an image of the front of the vehicle by the front image capturing means. A vehicle position detecting means for detecting the road shape ahead of the vehicle in the traveling direction from the image information or detecting the traveling position of the vehicle, and a map database including information on the road on which the vehicle is traveling, and a map based on the detected traveling position. It is possible to specify at least one point of the road on the database and to detect at least one of the road shape ahead of the traveling direction of the vehicle based on the specified point of the road. Therefore, by accurately obtaining road shape information, light distribution control without a sense of incongruity can be performed, and accurate illumination can be performed.

[0046]

FIG. 1 is a block diagram showing a first configuration of a vehicle lighting device according to the present invention. As shown in FIG. 1, the vehicle lighting device includes an illuminating unit 1, a driving control unit 3, a steering time estimating unit 5, a front road curvature detecting unit 7, a vehicle position detecting unit 9, a front road shape detecting unit 11, a vehicle speed. Detecting means 13,
The system includes a steering angle estimating unit 15, a steering time estimating unit 17, a steering angle estimating unit 19, a steering angle distribution light amount calculating unit 21, and a light distribution control limit value reaching time estimating unit 23.

The illuminating means 1 is provided in the front part of the vehicle and has a variable light distribution state, for example, an irradiation direction and an irradiation range. The drive control means 3 has an arithmetic function in addition to a drive function and a control function of the lighting means 1, and controls the light distribution of the lighting means 1 according to the detected road curvature information and vehicle speed information. At least one of the start point and the end point of the curvature light distribution control of the illumination unit 1 is set according to the estimated steering start point or the steering end point. In addition, the drive control unit 3 sets the start time of the light distribution control of the lighting unit 1 before the estimated steering start time or sets the end time after the estimated steering start time. Further, the drive control unit 3 sets the end point of the light distribution control of the lighting unit 1 before the estimated steering end point. Drive control means 3
Is the time required to reach the estimated control limit state when the steering angle light distribution control amount of the lighting means 1 according to the estimated steering angle is greater than the control limit state, and At least one of the start point and the end point of the curvature light distribution control of the illumination means 1 is set according to the time required for steering to the estimated steering angle. Further, the drive control unit 3 sets the start point of the curvature light distribution control to a time earlier than the steering start point or the steering end point in accordance with the detected increase in the road curvature. In addition, the drive control means 3 sets the start time of the light distribution control with the estimated steering time as a reference time in consideration of the estimated steering start time in consideration of the reference time. In addition, the drive control unit 3 sets the start time of the light distribution control to a reference time before the estimated steering start time.

The steering time estimating means 5 estimates the start time or the end time of steering of the vehicle based on the detected road curvature information and vehicle speed information. Also, the steering time estimation means 5
Calculates the error range of the steering start time or the steering end time to be estimated, estimates the lower limit side of the error range for the setting of the light distribution control start time, and sets the end time of the light distribution control. On the other hand, estimation is performed on the upper limit side of the error range.

The front road curvature detecting means 7 detects the road shape ahead of the vehicle from the detected vehicle position information and road shape information. The own vehicle position detecting means 9 detects a running position of the vehicle. The front road shape detecting means 11 detects a road shape ahead of the vehicle in the traveling direction. The vehicle speed detecting means 13 detects the vehicle speed of the vehicle.

The steering angle estimating means 15 estimates the steering angle when the vehicle turns on a road having a curvature ahead of the vehicle from the detected road curvature information. The steering time estimating means 17 estimates the time for steering from the estimated start of steering to the estimated steering angle based on the detected road curvature information and vehicle speed information. The steering estimating means 19 includes:
From the detected road curvature information, a steering angle required for the vehicle to turn on a road having a curvature ahead of the vehicle is estimated.

The steering angle light distribution calculation means 21 calculates the light distribution control amount of the illumination means 1 according to the estimated steering angle and the detected vehicle speed information. The light distribution control limit value reaching time estimating means 23 changes the light distribution state of the lighting means 1 by the light distribution control amount calculated from the estimated steering start time, and reaches the control limit state of the lighting means 1. Estimate the time to

FIG. 2 shows a second structural block of the vehicle lighting device of the present invention.

As shown in FIG. 2, this second vehicle lighting device includes an illuminating means 1, a drive control means 3, a front road curvature detecting means 7, an own vehicle position detecting means 9, and a front road shape detecting means 1.
1, vehicle speed detecting means 13, steering angle estimating means 15, steering angle detecting means 25, and curve entrance detecting means 27.

2 will be described. The steering angle detecting means 25 detects the steering angle of the vehicle. The curve entrance / exit detecting means 27 detects an entrance or exit of a road having a curvature ahead of the vehicle from the detected vehicle position information and road shape information. Further, the curve entrance / exit detecting means 27 detects at least one of an entrance and an exit of a road having a curvature when the change in the curvature of the road ahead of the vehicle exceeds a preset value from the detected road curvature information.

In the following description, the steering angle is expressed as a steering angle. However, the wheel steering angle may be used as the steering angle.

[Configuration of Control Block / Vehicle] FIGS. 3 and 4
FIG. 2 is a block diagram, and FIG. 3 is a perspective view of a vehicle C, to which an embodiment of the present invention is applied. This figure 3,
As shown in FIG. 4, the illuminating means 1 is composed of left and right headlamps 31 provided at the front part of the vehicle, and contains therein a light distribution control lamp (described later). The headlamp 31 is
The motors M1. It is driven by M2. The motors M1 and M2 are
Similarly, the drive control means 3 is controlled by a microcomputer 33 having an arithmetic control function.

The microcomputer 33 includes the steering time estimating means 5, the front road curvature detecting means 7, the steering angle estimating means 15, the steering time estimating means 17, and the steering angle estimating means 1.
9, a steering angle distribution light quantity calculating means 21, a light distribution control limit value reaching time estimating means 23, and a curve entrance detecting means 27, respectively.

The microcomputer 33 is arranged inside the instrument of the automobile C or the like. The microcomputer 33 receives the received signal of the GPS signal receiving device 9 as the vehicle position detecting means. The GPS signal receiving device 9 includes a GPS
(Global Positioning System, satellite navigation system) The position of the vehicle C can be accurately known from the GPS information. As the vehicle position detecting means, the vehicle C is provided with the information transmitting antenna 35, and exchanges information signals with other vehicles existing around the vehicle C (between the vehicles), and exchanges information signals with the road infrastructure. By exchanging information (between vehicles) or exchanging information signals with the road infrastructure (between roads and vehicles), the position information of the vehicle C can be collected. In such a case, GPS
Even in a place where a signal cannot be received, the position of the vehicle C can be known.

The microcomputer 33 has a front road image photographing camera 11 as a front road shape detecting means.
Are input. The front road image photographing camera 11 detects the road shape ahead of the traveling direction of the vehicle from the front image information obtained by imaging. For example, image processing is performed by the microcomputer 33, and a course shape such as a curvature or a gradient of a road ahead, a pedestrian crossing,
It is configured to detect the presence or absence and distance of road-related facilities such as signs and intersections.

The forward road shape detecting means 11 uses the traveling position of the vehicle detected by the GPS signal receiving device 9 as the vehicle position detecting means and a map database containing road information stored in the microcomputer 33. The road shape can also be detected. That is, the map database records the course shape information such as the curvature and gradient of the road, and the installation position information of road-related facilities such as pedestrian crossings, signs, and intersections. The position of the vehicle C obtained from the GPS is stored in the map database. , The road information near the point where the vehicle C is present is obtained, and this information is processed by the microcomputer 33 so that the course shape such as the curvature and the gradient of the road ahead, the pedestrian crossing, the sign, the intersection, etc. It is also possible to detect the presence or absence and the distance of road-related facilities such as the above.

Further, through the information transmitting antenna 35 as the vehicle position detecting means 9, the position information of the vehicle C specified based on information signals from other vehicles or road infrastructure is used to refer to the map database. Thus, the road information near the point where the vehicle C is present is obtained, and the microcomputer 33 calculates the course shape such as the curvature and gradient of the road ahead, the presence or absence of road-related facilities such as pedestrian crossings, signs, and intersections. A configuration for detecting the distance may be employed. In this case, even when the GPS signal cannot be received, the road shape can be detected. As the vehicle position detecting means 9, by transmitting and receiving information between vehicles and between roads and vehicles, the shape and shape of the road ahead such as the curvature and gradient of the road ahead, the presence or absence of road-related facilities such as pedestrian crossings, signs, intersections, etc. It is also possible to collect information.

[Light Distribution Control Lamp] Here, the light distribution control lamp 12 stored inside the headlamp 31 will be further described with reference to FIGS. 5 and 6 show a schematic configuration of each light distribution control lamp 12, and FIGS. 7 and 8 show operating states. FIG. 5 is a schematic plan view partially cut away, and FIG. 6 is a schematic side view partially cut away. 5 and 6
, The light distribution control lamp 12 includes a light source 123 in a reflector 121 and the two motors M1 and M2.
And a zoom lens 125. The reflector 121, the light source 123, and the zoom lens 125 are integrally formed, are supported by the base 126, and have a starting point F
1 is rotatable. The base 126 is mounted on the vehicle body so as to be rotatable about the drive shaft of the motor M1.

By driving the motor M1, the entire light distribution control lamp 12 including the base 126 can be swung right and left as shown in FIG. The motor M2 is fixed to the base 126, and a gear 127 is attached to a drive shaft of the motor M2. When the motor M2 is driven, the reflector 121, the light source 123, and the zoom lens 125 are integrally formed via a gear 129 provided on the light distribution control lamp 12 side.
Can be swung up and down as shown in FIG. Depending on the adjustment of the zoom lens 125, the irradiation range of the light distribution control lamp 12 can be changed.

Next, the processing status of the system will be described with reference to a flowchart.

[Processing of Entire System] FIG. 9 shows a flow of processing of the entire system.

First, when the process is started, variables are initialized in step S1 (hereinafter, "step S" is simply referred to as "S"). Next, a system operation determination (S2) is performed, and it is determined whether or not the light distribution control is possible. Next, a vehicle state detection process (S3) is performed, a light distribution control amount calculation process (S4) is performed based on the vehicle state, and a light distribution control process S5 is performed based on the calculated light distribution control amount. The process returns to the system operation determination (S2).

[Initialization of Variables] Initialization of variables (S1) in FIG. 9 will be described with reference to the flowchart in FIG.

[0068] The control start time variable Pt _s and control termination time variable Pt _s is initialized to 0 (S11, S12). Next, the judgment variable Flag1 is initialized to Flag (S13).

[System Operation Judgment] The system operation judgment (S2) of FIG. 9 will be described with reference to the flowchart of FIG.

The running state of the own vehicle is detected (S21).
It is determined whether the own vehicle is in a running state (S22). If the vehicle is in the running state (S22 YES), the process is continued, and if not, the process ends (S22 NO). If the process is continued, it is determined whether or not the light distribution control is possible (S23), and if it is determined in S24 that the light distribution control is possible (S24).
(YES) Proceed to the next step (S2). If the light distribution control is not possible (NO in S24), the process proceeds to the detection of the traveling state (S24).
Return to 21).

In the detection of the running state (S21), FIG.
As shown in FIG. 2, the engine startup state is detected (S211).
If the engine is started, it is detected that the vehicle is running (S212 YES, S213), and if the engine is not started, it is detected that the vehicle is not running (S212 NO, S213).
214).

In the light distribution control enable / disable determination (S23), as shown in FIG. 13, the switch state of the light distribution control mode is detected (S231). If the switch is turned on, the light distribution control is enabled. If the switch is off (S232 YES, S233), it is detected that the light distribution control is impossible (S2).
32 NO, S234).

The switches in the light distribution control mode include:
In addition to a switch that can be manually turned on and off by the driver himself, an automatic switch that detects the traveling environment of the vehicle and enters a light distribution control mode according to the situation can be considered.

[Vehicle State Detection Processing] The vehicle state detection processing (S3) of FIG. 9 will be described with reference to the flowchart of FIG.

The steering angle δ _H is detected from the steering angle sensor attached to the steering wheel (S 31). Next, the vehicle speed V is detected from the vehicle speed meter (S32). Next, detection processing of the own vehicle position (S33) is performed.

[Detection of Self-Vehicle Position] Two methods of the self-vehicle position detection process (S33) will be described with reference to the flowcharts of FIGS.

In the first method shown in FIG. 15, a signal from the GPS is received by the GPS signal receiving device 9 (FIG. 3) (S331), and the received signal is received by the microcomputer 33.
(FIG. 3), and information identifying the latitude and longitude of the reception position is extracted from the reception signal inside the microcomputer 33 (S332).

In the second method shown in FIG. 16, a signal from another vehicle existing around the vehicle C (FIG. 4) or a signal from a road infrastructure is received by the information transmitting antenna 35 (FIG. 4) (S333). Then, the received signal is input to the microcomputer 33, and information for specifying the latitude and longitude of the receiving position is extracted from the received signal inside the microcomputer 33 (S334).

[Calculation of Light Distribution Control Amount] The calculation process (S4) of the light distribution control amount of FIG. 9 will be described with reference to the flowcharts of FIGS.

First, 1 is added to the current time point Pt _P to set the current time point (S401). Next, it is determined whether the control end point variable Pt _E is 0 (S402). Control end point variable PT
_{If E} is not 0 (S402 YES), the current time variable P
A comparison is made between t _P and a control end point variable Pt _E (S403). If the control end point variable Pt _E is 0 (S402N
O), the first light distribution control rule, that is, the light distribution control amount θ _P1 is calculated by the steering angle light distribution control rule for controlling the light distribution of the light distribution control lamp 12 according to the detected steering angle (S404). I do.

The current time variable Pt _P and the control end time variable P
If the current time variable Pt _P is equal to or greater than the control end time variable Pt _{E in} the comparison _with t _E (S403), (S403 YES)
The variable initialization processing (S1) is performed, and then the calculation processing (S404) of the light distribution control amount θ _P1 according to the first light distribution control law is performed. If the current time variable Pt _P is not equal to or greater than the control end time variable Pt _E (S403 NO), the process of calculating the light distribution control amount θ _P1 according to the first light distribution control law (S404) is performed.

Next, it is determined whether or not the determination variable Flag1 is False (erroneous) (S405). If the decision variable Flag1 is Flase (S405 YES), a curve entrance / exit detection process (S406) shown in detail in FIG. 21 is performed, and it is determined whether or not the decision variable Flag1 obtained as a result is True (correct). (S4
07). If the decision variable Flag1 is not False (S
405NO), performs control start time variable Pt _S is 0 determines whether (S408).

It is determined whether or not the determination variable Flag1 is True (S407). If it is determined that the determination variable Flag1 is True (S407 YES), it is determined whether or not the control start point variable Pt _S is 0 (S408). Do. If the judgment variable Flag1 is not True (S407 NO), the light distribution control amount θ _{P1 according} to the first light distribution control rule is set as the light distribution control amount θ _P (S420), and the process proceeds to the light distribution control process (S5).

If it is determined whether the control start time variable Pt _S is 0 (S408), the control start time variable Pt _S is determined to be 0 (S408 YES).
_S is calculated (S409) (FIG. 26), and control end time variable Pt _E is calculated (410).
A comparison is made between t _P and a control start point variable Pt _S (S411). If it is determined that the control start point variable Pt _S is not 0 (S408 NO), the current start point variable Pt _P is compared with the control start point variable Pt _S (S411).

In the comparison between the current time variable Pt _P and the control start time variable Pt _S (S411), if the current time variable Pt _P is equal to or larger than the control start time variable Pt _S (S411YE).
S), a process of calculating a light distribution control amount θ _P2 by a second light distribution control rule, that is, a curvature light distribution control rule for controlling light distribution of the light distribution control lamp 12 according to the detected road curvature information and vehicle speed information. (S412), and if the current time variable Pt _P is not equal to or greater than the control start time variable Pt _S (NO in S411), the light distribution control amount θ _P1 based on the first light distribution control law is set as the light distribution control amount θ _P (S420). ), The process proceeds to the light distribution control process (S5).

The light distribution control amount θ according to the second light distribution control law
_{After the P2} calculation process (S412), a steering direction detection process (S413) is performed. Steering direction detection processing (S413)
It is determined whether the steering direction is the additional turning direction from the detection result (S414). If it is determined that the steering direction is the additional turning direction (S414 YES), the light distribution control amount θ _P1 based on the first light distribution control law is determined. It is determined whether or not the light distribution control amount θ _P2 according to the second light distribution control rule is equal to or greater than (S415). If it is determined that the steering direction is not the additional turning direction (S414) in the determination of whether the steering direction is the additional turning direction (S414 NO), the light distribution control amount θ _{P1 according} to the first light distribution control law is changed to the second light distribution control law. It is determined whether or not the light distribution control amount θ _{P2 is} equal to or less than (S418). When it is determined whether or not the light distribution control amount θ _{P1 according} to the first light distribution control law is equal to or greater than the light distribution control amount θ _P2 according to the second light distribution control law (S415), the first light distribution control law is determined. if the light distribution control amount theta _P1 is determined to be the light distribution control amount theta _P2 or of the second light distribution control law by (S415YES), the steering angle δ _H (Pt _P) is 1 time past the current time Steering angle δ _H (Pt _P −
1) It is determined whether or not it is below (S416). First
If it is determined that the light distribution control amount θ _{P1 according} to the light distribution control law of the above is not more than the light distribution control amount θ _P2 according to the second light distribution control law (S4
15NO), a variable initialization process (S1) is performed, the light distribution control amount θ _P1 based on the first light distribution control rule is set as the light distribution control amount θ _P (S420), and the process is performed to the light distribution control process (S5). Proceed.

It is determined whether or not the steering angle δ _H (Pt _P ) at the current point in time is the steering angle δ _H (Pt _P -1) one point in the past (S).
At 416), if it is determined that the steering angle δ _H (Pt _P ) at the current time point is equal to or smaller than the steering angle δ _H (Pt _P −1) at one time point in the past (S416 YES), the second light distribution control law is used. the light distribution control amount theta _P2 and light distribution control quantity theta _P by (S417), and proceeds to the light distribution control process (S5). The steering angle δ _H (P
If it is determined that (t _P ) is not smaller than or equal to the steering angle (Pt _P −1) one past point in time (NO in S416), the light distribution control amount θ _{P1 based} on the first light distribution control law is set as the light distribution control amount θ _P. (S420),
The process proceeds to the light distribution control process (S5).

The light distribution control amount θ according to the first light distribution control law
_When it is determined whether or not _P1 is equal to or less than the light distribution control amount θ _P2 according to the second light distribution control rule (S418), the light distribution control amount θ _P1 according to the first light distribution control rule is changed to the second light distribution control. Light distribution control amount θ
If it is determined that the steering angle is equal to or smaller than _P2 (YES in S418), the steering angle δ _H (Pt _P ) at the current time is changed to the steering angle δ _H (P
It is determined whether or not t _P -1) or more (S41).
9). If it is determined that the light distribution control amount θ _{P1 according} to the first light distribution control law is not less than the light distribution control amount θ _P2 according to the second light distribution control law (S418 NO), a variable initialization process (S1) is performed. The light distribution control amount θ _P1 based on the first light distribution control rule is set as the light distribution control amount θ _P (S420), and the process proceeds to the light distribution control process (S5).

[0089] The in steering angle [delta] _H at the current time point (Pt _P) is 1 time past steering angle δ _H (Pt _P -1) or more at a determination of whether (S419), the steering angle at the current point in time If it is determined that δ _H (Pt _P ) is equal to or greater than the steering angle δ _H (Pt _P −1) at one time in the past (S419 YES), the light distribution control amount θ _{P2 according} to the second light distribution control law is distributed. The control amount is set as θ _P (S417), and the process proceeds to the light distribution control process (S5). Current steering angle δ
If _H (Pt _P) is determined that is not 1 when the last of the steering angle δ _H (Pt _P -1) or (S419NO), light distribution control amount light distribution control amount theta _P1 by the first light distribution control law and θ _P (S42
0), the process proceeds to the light distribution control process (S5).

As described above, it is possible to switch to the first light distribution control in accordance with the change in the steering angle detected during the execution of the second light distribution control. Therefore, when the vehicle is traveling on a road having a curvature and traveling at a constant steering angle, when the steering is turned further or turned back, the second light distribution control switches from the first light distribution control to the first. By switching to the light distribution control, the light distribution control can be performed according to the steering angle, and accurate illumination can be performed according to the turning and returning of the steering.

Further, the steering angle is in a direction of increasing, and during the execution of the second light distribution control, the light distribution control amount by the first light distribution control exceeds the light distribution control amount by the light distribution control of the rudder 2. Is switched to the first light distribution control, the steering angle is in the direction of decreasing, and during the execution of the second light distribution control, the return amount of the light distribution control amount by the light distribution control of the steering 1 becomes the second light distribution control. When the return amount of the light distribution control amount by the light distribution control is exceeded, it is possible to switch to the first light distribution control. Therefore, when the vehicle is traveling on a curve and the steering is turned further, and the first light distribution control amount due to the additional turning exceeds the second light distribution control amount corresponding to the road curvature, the steering operation is performed. The first light distribution control according to the angle can be performed, and even when the steering angle is in the decreasing direction, the first light distribution control according to the steering angle can be performed more than the return of the second light distribution control amount according to the curvature. When the light distribution control amount exceeds, the first light distribution control can be performed according to the steering angle, and more accurate illumination can be performed.

Further, when the light distribution control amount is increasing and the steering angle is decreasing during the execution of the second light distribution control, the control is switched to the first light distribution control.
When it is determined that the light distribution control amount is in the direction of decreasing and the steering angle is increasing during execution of the second light distribution control, the control can be switched to the first light distribution control. Therefore, when the second light distribution control according to the road curvature is performed, even if the steering is turned back or increased, the light distribution control without a sense of incongruity can be performed according to the change in the steering angle. And accurate lighting can be performed.

[Light distribution control amount θ _P1 based on first light distribution control law]
Calculation processing of (S404) of the light distribution control amount θ _P1 according to the first light distribution control law will be described.

As shown in FIG. 19, in the first light distribution control law, the light distribution control amount θ _P1 corresponding to the steering angle δ _H is determined. At this time, between the steering angle δ _H and the light distribution control amount θ _P1

(Equation 1) There is a relationship represented by In the equation, N is a steering gear ratio, and k is a gain. 4 shows an example of derivation of a gain k.

As shown in FIG. 20, the vehicle C makes a circular turn at the turning radius R in the center of the lane. Assuming that the driver in the vehicle C is visually recognizing the vehicle traveling line, a point Ps on the vehicle traveling line separated by the visual guidance distance Ls is a position that the driver wants to visually recognize. At this time, the triangle formed by the center 0 of the circular turn, the position point Ps desired to be visually recognized by the driver, and the front end center point Pc of the vehicle C is an isosceles triangle. If the distance from the front end center point Pc of the vehicle C to the position point Ps desired to be visually recognized by the driver is the visual guidance distance Ls, and the radius of the circular turn is R, the vehicle front end center portion Pc is the position desired to be visually recognized by the driver. The angle θ ₁ formed between the line segment formed by the point Ps and the forward direction of the vehicle C is:

(Equation 2) Can be determined by: Lamps because of the brightest near the optical axis, the angle theta ₁ only when moving the optical axis position point like the brightest part of the lamp is visible to the driver P
Irradiates in the direction of s. Therefore if the angle theta ₁ formed by the front direction of the line and the vehicle C can be at the front end central point Pc position point Ps and the vehicle C is desired to visually recognize the driver and the movement amount theta _P of the optical axis,

(Equation 3) Becomes

Assuming that the tire steering angle δ _T when turning a curve having a radius of curvature R at the vehicle speed V, the relationship between the radius of curvature R, the vehicle speed V, and the tire steering angle δ _T is as follows.

(Equation 4) (1: vehicle wheelbase, A: stability factor).

Here, the stability factor A and the wheelbase l of the vehicle are values for determining the motion characteristics of the vehicle, for example, the turning characteristics of the vehicle C. The stability factor A is represented by the following equation (5).

[0098]

(Equation 5) Substituting equation (4) into equation (3) gives

(Equation 6) Becomes If the angle obtained by the arc sine term in the equation is up to about 30 °, the arc sine in the equation can be ignored, and equation (6) becomes

(Equation 7) It can be. Between the tire steering angle δ _T and the steering angle δ _H is

(Equation 8) (N: steering gear ratio)
Equation (7) is

(Equation 9) It can be. From equation (9), the gain k is

(Equation 10) Becomes

As an example of the visual guidance distance Ls, when the vehicle is traveling at a speed of about 50 km / h such as traveling on a general road, the driver's viewpoint is located in the brightest area where the light of the lamp is irradiated. The viewpoint is concentrated. Therefore, when the light distribution of the headlamp moves, the viewpoint also moves so as to follow this bright area. Therefore, the distance to the brightest area in the illuminance distribution is set as the visual guidance distance Ls.

[Curve Entry / Exit Detection Process] FIG.
The process of detecting the entrance / exit of the curve 7 (S406) will be described with reference to the flowchart of FIG.

First, a process of calculating the road curvature of the course ahead of the vehicle (S4061) is performed. Based on the calculated road curvature of the road ahead of the vehicle, it is determined whether or not there is a change in curvature by a certain amount or more in a certain section ahead of the vehicle (S4062). If it is determined that the curvature has changed by a certain amount or more in a certain section ahead of the vehicle (S406YES), the determination variable Flag1 is set to True (S4063), and it is determined whether or not the determination variable Flag1 is True (S407). Processing proceeds to If it is determined that the curvature does not change more than a predetermined value in a predetermined section in front of the vehicle (S406NO), the process proceeds to a determination process (S407) as to whether the determination variable Flag1 is True.

[Method of Recognizing Path Curve in Front of Vehicle and Obtaining Road Curvature] Three methods of road curvature calculation processing (S4061) by recognizing the path shape ahead of the vehicle are shown in FIG.
This will be described with reference to the flowcharts in FIGS.

The first method shown in FIG. 22 is a method for obtaining a road curvature by performing image processing on an image taken from a front road image photographing camera 11 for photographing a front road condition attached to the vehicle C1. is there.

First, an image is fetched from the camera 11 (S
40611). The captured image is subjected to image processing by the microcomputer 33 (FIG. 3), and a white line of the traveling lane is extracted (S40612). The road curvature calculation processing (S40613) is performed from the white line shape on the extracted image. The details of the processing will be described later.

The second method shown in FIG. 23 is a method of specifying the position of the vehicle C and extracting road curvature information ahead of the vehicle from map information from the specified vehicle position.

First, the process of detecting the position of the vehicle (S3
3) is performed, and the latitude and longitude of the vehicle position are collated with the map database as information, and information on the road curvature ahead of the vehicle is extracted from the map database (S40614).

In the third method shown in FIG. 24, information is transmitted from the outside of the own vehicle C by information transmission means between road vehicles between the own vehicle C and the road infrastructure or between the own vehicle C and another vehicle. This is a method of extracting road curvature information ahead of the vehicle by obtaining the information.

First, the own vehicle C receives an external information signal transmitted by the information transmitting means between the road vehicle between the own vehicle C and the road infrastructure or between the own vehicle C and another vehicle (S406).
15). The received signal is transferred to the microcomputer 33
Then, a signal indicating road curvature information ahead of the vehicle is extracted (S40616).

[Method for Obtaining Road Curvature from Image Data]
The process of extracting a white line of the traveling lane (S40612) and calculating the road curvature from the extracted white line shape on the image (S406)
40613) will be described in detail. The following processing is also described in Japanese Patent Application Laid-Open No. 5-151341.

(1) Straight Line Fit First, a candidate point for each straight line is searched from the edge point image G (x, y) in the tracking area as shown in FIG. And
Straight line fitting is performed from the coordinates of the candidate points, and each straight line equation is obtained.
In FIG. 23, indicates the left end line of the first lane marker,
Is the right end line of the first lane marker, is the left line of the second lane marker, and is the right end line of the second lane marker. In the present embodiment, straight line fitting is performed as a straight line 1 corresponding to the right end of the first lane marker and a straight line 2 as a straight line corresponding to the left end of the second lane marker. The search area for candidate points is performed in two areas as shown in FIG. That is,
The candidate point of the straight line 1 is searched in the same area (j = 1).
The same applies to the straight line 2 (area j = 2). The two search areas are distinguished by a subscript j. The search operation is performed from the center of the screen outward. That is, the left region (j = 1) is performed from right to left, and the right region (j = 2) is performed from left to right.
The candidate points are edge points that first appear in the scanning of each line, and their coordinate values are stored.

After obtaining candidate points from the two search areas as described above, straight line fitting is performed to obtain two straight line equations.

The method of obtaining the straight line formula selects any two points among the candidate points and counts how many other candidate points are on the line connecting the two points. Then, of the combinations of all two points, the two points giving the largest value of the count number are determined as the end points of the straight line. Obtaining a linear equation _{x = a i · y + b} i (i = 1~2) from the two points of coordinates was chosen as the end point.

(2) Determination of vanishing point Assuming that the two lane markers are parallel on the road surface and the lane marker width is constant, two straight lines are necessarily formed on the image at the point at infinity. Intersect. Coordinates x _s and y _s vanishing point to the intersection point and the vanishing point formula of the straight line 1 and the line 2
Can be obtained by solving a simultaneous equation expressed by the following equation.

(3) Edge Point Tracking Edge point tracking is performed to determine candidate point coordinates for curve fitting. In a certain straight line, the value of x at ymax at the lower part of the screen is obtained from a straight line formula and is set to x0. That is, _{x0 = a i ymax + b i} (i = 1~2). Then, in the edge point image G (x, y), G (x0, ym)
Check whether ax) is an edge point. If it is not an edge point, B (x0 + 1, ymax), B (x0-1, ymax)
Investigate nearby points such as. If there is an edge point, the coordinates of that point are stored as x1, y1. Next, edges are tracked using x1 and y1 as starting points, and coordinates extracted as edge points are stored as xj and yj.

(4) Curve Fitting When the above processing is performed for each straight line, two sets of edge point coordinate sequences are obtained. Curve fitting is performed for each set. In the curve fitting, a curve to be applied is represented by the following equation (Equation 11), and coefficients c _i , d _i , and e _i (i = 1 to 1)
This is performed by obtaining 2).

[0116]

[Equation 11] Using the above curve equation, the coefficient d _i is determined as an amount in proportion to the actual curvature of the road. The above curve fitting can be easily obtained by the least square method. That is, it is assumed that the edge point sequence is x _j , y _j and that there are N points of data. Also, placing r _j = y _j -y _s, and _{s j = 1 / (y j} -y s). In the above equation, _ys is the y coordinate of the vanishing point obtained earlier. The subscript i is abbreviated, and e _j = c · r _j + d · s _j + e−x _j is regarded as an error, and c, d, and
e may be obtained.

[0117]

(Equation 12) In order to obtain c, d, and e that minimize the above equation (12), the following equation (14) is obtained from the following equation (13), and therefore equation (8) may be solved. .

[0118]

(Equation 13)

[Equation 14] By solving the above equation (14), c, d and e are obtained as shown in the following equation (15).

[0119]

(Equation 15) However, in the above (Equation 15), D is as follows (Equation 1)
This is as shown in equation 6).

[0120]

(Equation 16) Through the above processing, the curve parameters c _i , d _i , and e _i (i = 1 to 6) for each lane marker are obtained.

Next, the degree of curvature (curvature) is determined. When two lane marker is assumed to be drawn in parallel, theoretically the value of the quantity d _i corresponding to the curvature on the image becomes equal (d1 = d2). In edge point tracking, a lane marker is not always a single connected line. For example, a broken line such as a center line cannot be tracked to a distant place. Not exclusively. The value of d _i of each of the two curves is averaged to obtain a curvature. In this case using N _i as probability.

If the averaged curvature is d _a , d _a
Is obtained by the following equation (17).

[0123]

[Equation 17] Setting the curvature d _a averaged as the road curvature d.

[0124] Calculation processing of the control start time variable Pt _S] calculation processing of the control start time variable Pt _S of FIG 17 (S40
9) will be described with reference to the flowchart in FIG.

First, the process of calculating the estimated steering angle _P δ _HS (S40)
901). Next, a process of calculating the estimated steering start time _P Pt _HS (S40902) is performed. Next, the estimated steering completion point _P
Pt _HE calculation processing (S40903) is performed. Next, a process (S40904) of calculating the light distribution control amount θ _{P1 · PδHS} according to the first light distribution control rule at the estimated steering angle _P δ _HS calculated in the process of calculating the estimated steering angle _P δ _HS (S40901). Do.

Calculation processing of the light distribution control amount θ _{P1 · PδHS} according to the first light distribution control law at the estimated steering angle _P δ _HS (S40)
904), the first at the calculated estimated steering angle _P δ _HS
It is determined whether or not the light distribution control amount θ _{P1 · PΔHS} according to the light distribution control rule is larger than the hard or soft light distribution control limit value θ _{Pmax of} the lamp (S40905). It is determined that the light distribution control amount θ _{P1 · PδHS} according to the light distribution control rule based on the first light distribution control rule at the estimated steering angle _P δ _HS is larger than the light distribution control limit value θ _{Pmax in} terms of hardware or software of the lamp. If YES (S40905 YES), a calculation process of the steering angle _{δH · θPmax} that becomes the light distribution control limit value θ _{Pmax according} to the first light distribution control law (S40906) is performed. If it is determined that the light distribution control amount θ _{P1 · PδHS} according to the first light distribution control law at the estimated steering angle _P δ _HS is not larger than the hard or soft light distribution control limit value θ _{Pmax of} the lamp ( S40905NO), the estimation steering time calculation processing _P T _steer (S40911). Here, the hard light distribution control limit value of the lamp is
It refers to the limit value that is limited due to the mechanical structure of the lamp. The soft light distribution control limit value of the lamp refers to a case where the control amount is softly limited within the hard limit value.

According to the first light distribution control law, the light distribution control limit value θ _Pmax
After the steering angle δ _{H · θPmax} is calculated (S40906), the estimated limit value reaching point _P Pt _LimtArrival is calculated (S40907) based on the calculated steering angle δ _{H · θPmax} . Next calculated estimated limit value reaching point _P Pt
Based on _LimitArrival , the estimated limit value is reached _P Pt
Calculation processing of _LimitArrival the (S40908) is carried out. Then the estimated limit value reaches point _P Pt _{LimitArriva l} the reference time T
_Reference is set (S40909). Next, the light distribution control limit value θPmax is set to the light distribution control amount _{θP · PδHS} at the time of _{steering holding} (S40910). Next, the calculation process of the magnification coefficient n (S
40914).

[0128] The estimated steering time calculation processing of _P T _Steer (S
40911) next to the estimated steering time _P T _Steer the reference time of T
_Reference is set (S40912). Next, the light distribution control amount θ according to the first light distribution control law at the estimated steering angle _P δ _{HS
P1 · PδHS} is set to the light distribution control amount θ _{P · PδHS} during _{steering hold} (S4
0913). Next, the calculation process of the magnification coefficient n (S409)
Perform 14).

As described above, when the first light distribution control amount corresponding to the estimated steering angle is greater than the control limit state of the light distribution control lamp 12, the control is performed until the estimated control limit state is reached. If it is less than the time, the start time and the end time of the second light distribution control can be set according to the time required for steering to the estimated steering angle. Therefore, by appropriately setting the start time and the end time of the second light distribution control in consideration of the control limit state of the light distribution control lamp 12, the second light distribution control amount can be increased with a curve having a large curvature. Even when the control lamp 12 reaches the control limit state, it is possible to reliably perform illumination without a sense of incongruity.

Calculation of the magnification coefficient n (S4091)
4) After the estimated steering start time_PPt_HSError range ER of
_ptHSIs calculated (S40915). Next, estimated steering
Start time _PPt_HSLower error range ER_PtHS-Is 0
It is determined whether or not there is (S40916). Estimated steering start time
_PPt_HSLower error range ER_PtHS-Is determined to be 0
(S40916 YES), the control start point Pt_SIs
Start of fixed steering_PPt_HSFrom the reference time T_ReferenceMagnification
The time is set to the previous time by the time multiplied by the coefficient n (S4091
7) Then, the control end point variable P in FIG._ECalculation processing (S
Proceed to 410).

If it is determined that the lower error range ER _{PtHS- of the} estimated steering start time _P Pt _HS is not 0 (S4091)
6NO), the reference time T from the estimated steering start time _P Pt _HS
The time before the time obtained by multiplying the _reference by the magnification coefficient n is a reference time T _Reference from the estimated steering start time _P Pt _HS.
Then, it is determined whether or not the total time of the lower error range ER _PtHS- is earlier than the previous time (S40918). Estimated steering start point _P Pt _HS only from the reference time T _R time multiplied by the magnification factor n in _eference previous point, the estimated steering angle starting point _P P
Reference time TReference from t _HS and lower error range ERPtHS-
Is determined to be earlier than the previous time by the total time of (S4
0918 YES), the control start time PtS is set to a time earlier than the estimated steering start time PPtHS by a time obtained by multiplying the reference time TReference by the magnification factor n (S40917), and the control end time variable PE in FIG. 17 is calculated (S410). Proceed to

The time point before the estimated steering start time PPtHS by the reference time TReference multiplied by the magnification coefficient n is the reference time TReferen from the estimated steering start time PPtHS.
If it is determined that the total time of ce and the lower error range ERPtHS- is not earlier than the previous time (S40918 NO),
The control start time point PtS is set to a time point earlier than the estimated steering start time point PPtHS by the total time of the reference time TReference and the lower error range ERPtHS- (S40919), and the control end time point variable PE in FIG. 17 is calculated (S410). Proceed.

In this manner, the error range at the start of steering to be estimated can be calculated, and the setting of the start of light distribution control can be estimated below the error range. Therefore, the start point of the second light distribution control does not approach the steering start point more than necessary due to the estimation error of the steering start point, which does not cause a sense of discomfort in the light distribution control. In addition, it is possible to reliably perform lighting without a sense of discomfort.

Further, the time for steering from the estimated start time of steering to the estimated steering angle is estimated and set as a reference time,
The start time of the second light distribution control can be set in consideration of the reference time with respect to the estimated steering start time. Therefore, the start point of the light distribution control can be accurately set just before the start point of the steering, and the accurate lighting can be performed by the light distribution control without a sense of incongruity before steering the steering wheel.

Further, an error range of the steering start time to be estimated can be calculated, and the steering start time can be estimated below the error range, and the start time of the second light distribution control can be estimated. The time can be set before the reference time. Therefore, even if an error occurs in estimating the steering start time, the start time of the light distribution control does not approach the steering start time more than necessary, and the light distribution control without a sense of incongruity before steering the steering is more accurate. lighting can be performed [calculation processing of the estimated steering holding angle _P [delta] _HS] calculation processing of the estimated steering holding angle _{P δ HS} (S40901) will be described.

Assuming that the tire steering angle δ _T when turning a curve having a radius of curvature R at the vehicle speed V, the relationship between the radius of curvature R, the vehicle speed V, and the tire steering angle δ _T is as follows.

(Equation 18) There is a relationship represented by Between the tire steering angle δ _T and the steering angle δ _H is

[Equation 19] (Equation 18) is given by

(Equation 20) It can be.

From equation (20), the estimated steering angle _P δ _HS when turning a curve with a radius of curvature R is

(Equation 21) It can be.

[Calculation Process of Estimated Steering Start Point _{P PHS} ] When the vehicle turns on a road (curve) having a curvature as shown in FIG. 27, when the vehicle enters the curve from a straight line, the steering wheel is turned at the entrance of the curve. The steering is started to increase, and the steering wheel is gradually turned and increased. When the steering is performed to a certain steering angle, the steering is ended and the steering angle is maintained. Then, when the vehicle reaches the exit of the curve, the return steering is started, and when the steering is performed until the steering angle becomes 0, the steering ends.

Looking at this behavior in a graph of the curvature 1 / R and the steering angle δ _H at each point P as shown in FIG. 28, the curvature 1 / R rises at the entrance of the curve and rises at the exit of the curve. Go down. The steering angle δ _H gradually increases from the point where the curvature 1 / R rises (point P _HS at which steering starts), and becomes substantially constant at a certain value (point P _HE at which steering ends). The curvature 1 / R gradually decreases from the falling point (the steering start point P _HS ) and becomes constant at 0 (the steering end point P _HE ).

In addition, a relaxation curve is provided at the entrance and exit of the curve.
If it is fixed, the curvature 1 / at each point P
R and steering angle δ_HIs as shown in FIG. Song
Rate 1 / R started to increase gradually from the entrance of the curve
Point (point P where steering starts) _HS)
At the point where the curvature 1 / R becomes constant, the steering angle δ_HAlmost one
(Steering end point P_HE). And curvature 1
/ R begins to decrease gradually (start steering
Point P_HS) To steering angle δ_HAlso gradually decreased, curvature 1
Steering angle δ at the point where / R becomes 0_HAlso becomes 0 (steering
End point P_HE).

When turning a curve in this way, steering is performed twice at the entrance and the exit of the curve. Here, for the entrance of the curve, the estimated steering start time _P Pt _HS is calculated (S
40902) will be described. However, the process is the same for the exit of the curve, so the description is omitted.

Recognizing the course shape ahead of the vehicle, the curvature 1 / R obtained in the road curvature calculation processing (S4061) in FIG.
Is expressed as a graph, as shown in FIG. 30 when the transition curve is not set at the entrance of the curve, and as shown in FIG. 31 when the transition curve is set at the entrance of the curve.

Estimated time _{P TP · RC} until the vehicle reaches the entrance point P _{RC of the} curve where the curvature 1 / R changes from the current position P _P (P _RCS if the transition curve is set) (see FIG. 3
If 2) is constant until entering the curve, that is, if the estimated vehicle speed _P V _PtRC at the time of entering the curve is equal to the vehicle speed V _PtP at the current Pt _P.

(Equation 22) It can be.

When the vehicle turns a curve, the vehicle decelerates immediately before the curve, accelerates during the curve turning, and exits the curve. Therefore, assuming that the deceleration is α, the vehicle moves from the current position _PP to the entrance point P _RC (P
_RCS ) is estimated as P _{P · RC}

(Equation 23) It can be.

Since the entry point P _RC (P _RCS ) of the curve is the point at which the steering starts, as shown in FIGS. 32 and 33, the estimated steering start time _P P _HS is determined by the point at which the vehicle enters the entry point P _PHS of the curve.
_It is the same as Pt _RC (Pt _RCS ) when _RC (P _RCS ) is reached. Therefore, the estimated steering start time _P Pt _HS is
t _P and the vehicle moves from the current position P _P to the curve entrance point P _RC (P
From the estimated time _P T _{P · RC} to reach the _RCS)

(Equation 24) It can be.

In this manner, the start time of the steering can be estimated based on the detected entrance of the curve, and the start time of the second light distribution control can be set. Therefore, by appropriately setting the start time of the second light distribution control at the entrance of the curve, light distribution control without a sense of incongruity can be performed before steering, and accurate illumination can be performed.

[Calculation Processing of Estimated Steering Completion (End) Time _P Pt _HE ] Calculation processing of the estimated steering completion time _P Pt _HE (S
40903) will be described.

First, a case where a relaxation curve is not set or cannot be detected at the entrance of the curve. FIG.
As shown in (1), the time point Pt _RC at which the curvature 1 / R rises becomes the estimated steering start time point _P Pt _HS , and the steering is started. It is generally said that a reasonable time for steering when entering a curve is 3 to 5 seconds. Therefore, the estimated steering start time _P Pt 3 to 5 seconds after the estimated steering completion time _P Pt _HS
Let t _HE .

Next, there is a case where a relaxation curve is set at the entrance of the curve. As shown in FIG. 33, the steering is performed between the time point Pt _RCS at which the curvature 1 / R starts to gradually increase and the time point Pt _RCE at which the curve 1 / R becomes constant. Point P _RCS and the curvature 1 / R is estimated steering completion from the estimated vehicle speed _P V _PTRC at point P _RCE and entering the curve becomes constant when _P Pt _HE curvature 1 / R began gradually increases in FIG. 31

(Equation 25) It can be.

As described above, the steering completion time can be estimated based on the detected curve entrance, and the end time of the second light distribution control can be set before the curve exit. Therefore, by appropriately setting the end point of the second light distribution control for the exit of the curve, light distribution control without a sense of incongruity can be performed before steering, and accurate illumination can be performed.

[0151] Calculation processing a light distribution control amount _{θ P1 ·} PδHS by the first light distribution control law in the estimated coercive steering angle _P [delta] _HS] distribution of the first light distribution control law in the estimated coercive steering angle _P [delta] _HS The calculation process of the light control amount θ _{P 1 · PδHS} (S40904) will be described.

As has been clarified in the calculation processing (S404) of the light distribution control amount θ _P1 based on the first light distribution control law, the steering angle δ _H
And the light distribution control amount θ _P1

(Equation 26) There is a relationship represented by As a result, the estimated steering angle _P δ
Light distribution control amount θ according to first light distribution control law in _{HS
P1 ・ PδHS} is

[Equation 27] Becomes

[Light distribution control limit value θ according to the first light distribution control law]
Calculation of Steering Angle δ _{H · θPmax} to be _Pmax ] Steering Angle δ to be Light Distribution Control Limit Value θ _Pmax According to the First Light Distribution Control Law
The calculation processing of _{H · θPmax} (S40906) will be described.

As is clear in the calculation process of the light distribution control amount θ _P1 based on the first light distribution control law (S404), there is a difference between the steering angle δ _H and the light distribution control amount θ _P1.

[Equation 28] There is a relationship represented by Thus the steering angle [delta] _{H · [theta] Pmax} of the light distribution control limits theta _{Pm ax} in the first light distribution control law

(Equation 29) Becomes

[0155] calculation of the estimated limit value reaches point _P Pt _LimtArrival [calculation processing of the estimated limit reaches point _P Pt _LimtArrival] (S40907) will be described.

As shown in FIG. 34, the estimated steering start time _P P
The time T _HSHE from t _HS to the estimated steering completion time point _P Pt _HE ,
From the relationship between the light distribution control amount θ _{P1 · PδHS} according to the first light distribution control law and the light distribution control limit value θ _Pmax , the estimated limit value reaching point _P Pt is obtained.
_LimitArrival is

[Equation 30] Becomes

[0157] calculation of the estimated limit value reaches point _P T _LimtArrival [calculation processing of the estimated limit arrival time _P T _LimtArrival] (S40908) will be described.

From the estimated limit value reaching point _P Pt _LimtArrival and the estimated steering start point _P Pt _HS , the estimated limit value reaching point _P T is _{calculated.
LimtArrival} is

(Equation 31) Becomes

[Calculation of Estimated Steering Time _P T _Steer ] Calculation of the estimated steering start time _P T _Steer (S40911)
Will be described.

[0160] estimated steering start point _P Pt _HS and the estimated steering at the time of completion of _P Pt _HE from the estimated steering time _P T _{Ste er} is

(Equation 32) Becomes

[Calculation Processing of Magnification Factor n]
(S40914) will be described.

As a result of the experiment, the magnification coefficient n at which the movement of the light distribution does not cause a sense of incongruity is n when the radius of curvature R is 50 m or more.
= 1, and N = 1.6 when the radius of curvature R is 30 m or more. The magnification coefficient n becomes a curve as shown in FIG. 35, and is determined by the curvature 1 / R. Further, since the minimum radius at which the vehicle can turn is about 5 m, the maximum value of the magnification coefficient n is about 10.

Therefore, the setting of the start point of the light distribution control can be made after the end point of the light distribution control, which is about ten times the reference time. Therefore, before the steering is steered, the light distribution control can be reliably performed, and the illumination without a sense of incongruity can be reliably performed.

[Estimated Steering Start Time _P Pt _HS Error Range E
R _PHS Calculation Process] The calculation process (S40915) of the error range ER _PHS of the estimated steering start point _P Pt _HS will be described.

The error range Em of the position detection of the own vehicle (the upper error
Em range₊, The lower error range is Em _-), Estimated steering start
Time_PPt_HSEstimated vehicle speed at_PV_PtRC(Vehicle speed when entering a curve
V_{PtR C}), The estimated steering start time_PPt_HSError range of
ER_PtHSIs

[Equation 33] That is,

(Equation 34) Becomes

The error in detecting the position of the own vehicle differs depending on the accuracy of the database and the processing capability of the microcomputer. The size of the upper and lower sides of the error range Em differs depending on how to take the percent tile value of the statistical processing.
Except for the 100 percent tile value, it includes any percent tile value. However, in the present embodiment, 95
It is less than the percent tile value. Further, the error range E
m can be the detection accuracy of GPS or the like. Actual numbers are from a few meters to hundreds of meters.

Error range ER of estimated steering completion point _P Pt _HE
Description calculation process S4105 also similar because calculation methods _PtHE will be omitted.

[0168] [calculation of the control termination time variable Pt _E] calculation processing of the control termination time variable Pt _E for (S410) will be described with reference to the flowchart of FIG. 36.

It is determined whether or not the upper error range ER _{PtHS + of the} estimated steering start point _P Pt _HS is 0 (S4101). Upper error range ER of estimated steering start time _P Pt _HS
If it is determined that _{PtHS +} is 0 (S4101YE
S), the control end time point Pt _E is set to the estimated steering start time point _P Pt _HS (S4102), and the process proceeds to the comparison processing (S411) of the current time point variable Pt _P and the control start time point variable Pt _S.

If it is determined that the upper error range ER _{PtHS + of the} estimated steering start time _P Pt _HS is not 0 (S4101N)
O), the error range ER above the estimated steering start time _P Pt _HS
It is determined whether or not the time point after _{PtHS +} is earlier than the estimated steering completion time point _P Pt _HE (S4103). If it is determined that the time after the estimated steering start time _P Pt _HS by the upper error range ER _{PtHS +} is earlier than the estimated steering completion time _P Pt _HE (YES in S4103), the control end time Pt _E is set to the estimated steering start time _P Pt. _It is set to a time point after the upper error range ER _{PtHS +} from _HS (S4104), and the current time point variable Pt _P
And proceeds to the comparison processing of the control start time variable Pt _S (S411) and.

The time point after the estimated steering start time point _P Pt _HS by the upper error range ER _{PtHS +} is the estimated steering end time point _P Pt _HE.
If it is determined that it is not earlier (S4103 NO), a process of calculating the error range ER _PtHE of the estimated steering completion time point _P Pt _HE (S4105) is performed.

Next, it is determined whether or not the upper error range ER _{PtHE + of the} estimated steering completion time point _P Pt _HE is 0 (S4106).
I do. Upper error range ER of estimated steering completion time _P Pt _HE
If it is determined that _{PtHE +} is 0 (S4106YE
S), the control end time point Pt _E is set to the estimated steering completion time point _P Pt _HE (S4107), _and the process proceeds _to the comparison processing (S411) of the current time point variable Pt _P and the control start time point variable Pt _S in FIG.

If it is determined that the upper error range ER _{PtHE + of the} estimated steering completion time point _P Pt _HE is not 0 (S4106N).
O), the error range ER above the estimated steering start time _P Pt _HS
Time after _{PTHS +} only, to estimate the steering end point is determined whether from _P Pt _HE is before the time after the upper error range ER _{PtHE +} only (S4108). Estimated steering start point _P P
time later than t _HS upper error range ER _{PTHS +} only, if it is determined that more estimated steering completion _P Pt _HE is before the time after the upper error range ER _{PtHE +} only (S4108YE
S), the control end time point Pt _E is set to a time point after the estimated steering start time point _P Pt _HS by the upper error range ER _{PtHS +} (S41).
04) and the current time variable Pt _P and the control start time variable Pt _S
The process proceeds to the comparison process (S411).

Estimated steering completion time_PPt_HSUpper error range
ER_{PtHS +}The time just after is the estimated steering completion time_PPt
_HEUpper error range ER_{PtHE +}Just before the later point in time
If NO (S4108 NO), the control end point P
t_EIs the estimated steering completion time_PPt _HEUpper error range ER
_{PtHE +}(S4104) and set the current time
Variable Pt_PAnd control start point variable Pt_SComparison processing (S41)
The process proceeds to 1).

In this way, the error range at the end of the steering to be estimated can be calculated, and the error can be estimated above the error range with respect to the setting at the end of the light distribution control. Therefore, the end point of the second light distribution control is not set unnecessarily before the end point of the steering due to an error of the end point of the steering, so that the light distribution control does not feel uncomfortable. , it is possible to perform discomfort without illumination reliably second calculation processing of the light distribution control amount theta _P2 by the light distribution control law] calculation processing of the light distribution control amount theta _P2 by the second light distribution control law (S412) will be described.

As shown in FIG. 37, the time T _SP from the control start time Pt _S to the current time Pt _P , the time T _SE from the control start time Pt _S to the control end time Pt _E , the light distribution control amount at the time of steering hold From the relationship between θ _{P and PδHS,} the light distribution control amount θ _P2 according to the second light distribution control law is

(Equation 35) Becomes

[Steering Direction Detection Processing] The steering direction detection processing (S413) will be described.

As shown in FIG. 38, the curvature 1 at each time point Pt
If / R is greater before the point of curvature change than before the point of curvature change, it is determined to be in the cut-up state, and as shown in FIG. If is smaller, it is determined to be in the cutback state.

[Light Distribution Control Processing] The light distribution control processing (S
5) will be described with reference to the flowchart in FIG.

The motor M1 which is the actuator for adjusting the optical axis of the driving means 2 is driven (S51). The control means 3 calculates the light distribution control amount by the optical axis of the light distribution control lamp 12 (S
It is determined whether or not the movement amount of the optical axis calculated in 4) has been reached (S52). If it is determined that the optical axis of the light distribution control lamp 12 has reached the movement amount of the optical axis (S52 YES), The driving of the motor M1, which is the optical axis adjusting actuator, is terminated (S53), and the process returns to the system operation determination (S2). When it is determined that the optical axis of the light distribution control lamp 12 has not reached the optical axis movement amount θ _P (S52N
O) The driving of the motor M1 as the optical axis adjusting actuator is continuously performed.

Therefore, the second light distribution control is performed on the light distribution control lamp 12 according to the road curvature information and the vehicle speed information, and the second light distribution control is performed according to the estimated steering start time and steering end time. Start time and end time are set. That is, the start time of the second light distribution control is set before the estimated steering start time, and the end time of the second light distribution control is set later than the estimated steering start time. Since the setting is made before the end point, when the vehicle enters and exits a curve ahead, the second light distribution control can be performed before steering, and before the vehicle exits the curve. The second light distribution control can be ended. Therefore, appropriate light distribution control can be performed when the vehicle passes through a curve, and illumination can be performed without discomfort.

As shown in FIG. 27, between the second light distribution control (curvature control) on the entrance side and the exit side of the curve,
It goes without saying that the first and second light distribution controls are appropriately performed, but the light distribution control can be fixed.

[Brief description of the drawings]

FIG. 1 is a first configuration block diagram of the present invention.

FIG. 2 is a second configuration block diagram of the present invention.

FIG. 3 is a block diagram according to the embodiment of the present invention.

FIG. 4 is a perspective view of a vehicle to which the embodiment of the present invention is applied.

FIG. 5 is a plan view of the light distribution control lamp according to the embodiment of the present invention.

FIG. 6 is a side view of the light distribution control lamp according to the embodiment of the present invention.

FIG. 7 is a plan view illustrating an operation state of the light distribution control lamp according to the embodiment of the present invention.

FIG. 8 is an operation state diagram of a side surface of the light distribution control lamp according to the embodiment of the present invention.

FIG. 9 is a flowchart showing a flow of processing of the entire system according to the embodiment of the present invention.

FIG. 10 is a flowchart illustrating a flow of a process of initializing a variable according to the embodiment of the present invention.

FIG. 11 is a flowchart illustrating a flow of a process of determining operation of the system according to the embodiment of the present invention.

FIG. 12 is a flowchart illustrating a flow of a process of detecting a traveling state according to the embodiment of the present invention.

FIG. 13 is a flowchart illustrating a flow of a process of determining whether light distribution control is enabled or disabled according to the embodiment of the present invention.

FIG. 14 is a flowchart illustrating a flow of a vehicle state detection process according to the embodiment of the present invention.

FIG. 15 is a flowchart illustrating a flow of a process for detecting the position of the own vehicle using the GPS according to the embodiment of the present invention.

FIG. 16 is a flowchart illustrating a flow of a process of detecting a position of the own vehicle using a signal from another vehicle or a road infrastructure existing around the vehicle C according to the embodiment of the present invention.

FIG. 17 is a flowchart illustrating a flow of a process (first half) of calculating a light distribution control amount according to the embodiment of the present invention.

FIG. 18 is a flowchart illustrating a flow of processing (second half) of calculating a light distribution control amount according to the embodiment of the present invention.

FIG. 19 is a diagram showing a light distribution control amount with respect to a steering angle.

FIG. 20 is a diagram showing a relationship between a vehicle turning and an optical axis movement amount.

FIG. 21 is a flowchart showing a flow of processing for detecting the entrance and exit of a curve according to the embodiment of the present invention.

FIG. 22 is a flowchart illustrating a flow of a process for obtaining a road curvature by confirming a road shape ahead of a vehicle by performing image processing on an image captured from a camera that captures a road condition in front according to an embodiment of the present invention. .

FIG. 23 is a flowchart showing a flow of a process for determining a position of a vehicle and recognizing a road shape ahead of the vehicle from map information based on the specified vehicle position and obtaining a road curvature according to the embodiment of the present invention.

FIG. 24 is a flowchart showing a flow of a process for determining a road curvature by recognizing a forward course shape by transmitting information between vehicles and between vehicles and roads according to the embodiment of the present invention.

FIG. 25 is a diagram illustrating an image captured from a camera that captures a road condition ahead.

FIG. 26 shows a control start point variable P according to the embodiment of the present invention.
It is a flowchart showing a process flow of calculation of t _s.

FIG. 27 is a diagram showing a situation when the vehicle turns a curve.

FIG. 28 is a diagram showing a road curvature (when a transition curve is not included) and a steering amount for each point when the vehicle turns a curve.

FIG. 29 is a diagram showing a road curvature (when a transition curve is included) and a steering amount for each point when the vehicle turns a curve.

FIG. 30 is a diagram showing a road curvature (when a transition curve is not included) for each point at a point where a vehicle enters a curve.

FIG. 31 is a diagram showing a road curvature (in a case where the vehicle includes a transition curve) at each point where the vehicle enters a curve.

FIG. 32 is a diagram showing a road curvature (when a transition curve is not included) and a steering amount at each point in time when a vehicle enters an entrance of a curve.

FIG. 33 is a diagram showing a road curvature (when a transition curve is included) and a steering amount at each point in time when a vehicle enters an entrance of a curve.

FIG. 34 is a diagram showing a relationship between a steering amount and a control amount at each time when a vehicle enters an entrance of a curve.

FIG. 35 is a diagram illustrating a relationship between a road curvature radius and a magnification coefficient.

FIG. 36 shows a control end point variable P according to the embodiment of the present invention.
It is a flowchart showing a process flow of calculation of t _s.

FIG. 37 is a diagram showing calculation of a second light distribution control amount.

FIG. 38 is a diagram showing a road curvature at each time point in a further turning steering state.

FIG. 39 is a diagram showing a road curvature at each point in a return steering state.

FIG. 40 is a flowchart illustrating a flow of a light distribution control process according to the embodiment of the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Illumination means 3 Drive control means 5 Steering time estimation means 7 Forward road curvature detection means 9 Own vehicle position detection means 11 Forward road shape detection means 13 Vehicle speed detection means 15 Steering angle estimation means 17 Steering time estimation means 19 Steering angle estimation means 21 Steering angle distribution light quantity calculation means 23 Light distribution control limit value reaching time estimation means 25 Steering angle detection means 27 Curve entrance / exit detection means

Claims (19)

[Claims] An illumination unit provided at a front portion of the vehicle and capable of controlling light distribution; a vehicle position detection unit for detecting a traveling position of the vehicle; and a road shape ahead of the traveling direction of the vehicle. Forward road shape detecting means; vehicle speed detecting means for detecting the vehicle speed of the vehicle; forward road curvature detecting means for detecting a road curvature ahead of the vehicle from the detected vehicle position information and road shape information; Steering time estimating means for estimating a steering start time or a steering end time of the vehicle based on the road curvature information and the vehicle speed information, and controlling the light distribution of the illumination means in accordance with the detected road curvature information and the vehicle speed information; Drive control means for setting at least one of a start time and an end time of the curvature light distribution control of the illumination means according to the estimated steering start time or steering end time. Vehicle lighting device. 2. The vehicle lighting device according to claim 1, wherein the drive control unit sets the start point of the curvature light distribution control of the illumination unit to be earlier than the estimated steering start point or the drive point. A vehicle lighting device, wherein the end point is set after the estimated steering start point. 3. The vehicle lighting device according to claim 1, wherein the drive control unit sets an end point of the curvature light distribution control of the illumination unit before the estimated end point of the steering. A lighting device for a vehicle, comprising: 4. The vehicle lighting device according to claim 1, wherein a steering angle for estimating a steering angle when the vehicle turns on a road having a curvature ahead of the vehicle is estimated from the detected road curvature information. Angle estimating means; steering time estimating means for estimating a time required for steering from the estimated steering start time to the estimated steering angle based on the detected road curvature information and vehicle speed information; and the detected road curvature. Steering angle estimating means for estimating a steering angle required for the vehicle to make a turn on a road ahead of the vehicle from the information; and a steering angle distribution of the lighting means according to the estimated steering angle and detected vehicle speed information. A steering angle distribution light amount calculation unit for calculating a light control amount; and a light distribution state of the illumination unit is changed by the calculated steering angle light distribution control amount from the estimated steering start time, thereby controlling a control limit of the illumination unit. Until the state is reached Light distribution control limit value reaching time estimating means for estimating the time of the steering angle distribution control amount of the illumination means according to the estimated steering angle. When it is more than the time to reach the estimated control limit state, when it is less than the time when the curvature light distribution control of the lighting means is started according to the time to steer to the estimated steering angle or A vehicle lighting device, wherein at least one of the end points is set. 5. The vehicle lighting device according to claim 1, wherein the steering time estimating means calculates an error range of a steering start time or a steering end time to be estimated, A vehicle wherein the setting of the start point of the light distribution control is estimated below the error range, and the setting of the end point of the light distribution control is estimated above the error range. Lighting equipment. 6. The vehicle lighting device according to claim 1, wherein the drive control unit starts setting a start point of the curvature light distribution control according to the detected increase in the curvature of the road. A vehicle lighting device, wherein the time is earlier than a time point or a steering end time point. 7. A vehicle lighting device according to claim 6, wherein a steering angle estimating means for estimating a steering angle when the vehicle turns on a road ahead of the vehicle from the detected road curvature information. And a steering time estimating means for estimating a steering time from the estimated steering start time to the estimated steering angle based on the detected road curvature information and the vehicle speed information, wherein the drive control means includes: The time for steering from the estimated steering start time to the estimated steering angle is set as a reference time, and the setting of the start time of the curvature light distribution control is set to be about 10 times the reference time from the end time. A lighting device for a vehicle, comprising: 8. The vehicle lighting device according to claim 1, wherein a steering angle for estimating a steering angle when the vehicle turns on a road ahead of the vehicle is estimated from the detected road curvature information. Estimating means, and steering time estimating means for estimating a steering time from the estimated steering start time to the estimated steering angle based on the detected road curvature information and vehicle speed information, wherein the drive control means includes: The time for steering from the estimated steering start time to the estimated steering angle is set as a reference time, and the start time of the curvature light distribution control is determined in consideration of the reference time with respect to the estimated steering start time. A lighting device for a vehicle, which is set. 9. The vehicle lighting device according to claim 8, wherein the steering time estimating means calculates an error range of the steering start time to be estimated, and sets the steering start time below the error range. And the drive control means sets a start time of the curvature light distribution control before the reference time with respect to a steering start time estimated below the error range. apparatus. 10. An illuminating unit provided at a front part of a vehicle and capable of controlling light distribution, a vehicle position detecting unit for detecting a traveling position of the vehicle, and detecting a road shape ahead of the traveling direction of the vehicle. Forward road shape detecting means; curve entrance detecting means for detecting an entrance or an exit of a road having a curvature ahead of the vehicle from the detected vehicle position information and road shape information; and the detected vehicle position information and road shape information. A road curvature detecting means for detecting a road curvature ahead of the vehicle from a vehicle; a vehicle speed detecting means for detecting a vehicle speed of the vehicle; and a curvature light distribution control of the lighting means according to the detected road curvature information and vehicle speed information. And at the start of the curvature light distribution control of the lighting means before the entrance of the road having the detected curvature or at the end of the curvature light distribution control of the lighting means before the exit of the road having the curvature. And a drive control means for setting at least one of the following. 11. The vehicle lighting device according to claim 10, wherein the curve entrance / exit detecting means is configured to determine when a change in a road curvature ahead of the vehicle exceeds a preset value from the detected road curvature information. A vehicle lighting device for detecting at least one of an entrance and an exit of a road having a curvature. 12. The vehicle lighting device according to claim 10, further comprising a steering angle detecting unit that detects a steering angle of the vehicle, wherein the drive control unit includes the detected vehicle speed information and steering angle. A lighting device for a vehicle, wherein a curvature light distribution control of the lighting means is performed based on information and a motion characteristic value of the vehicle stored in advance. 13. The vehicle lighting device according to claim 10, wherein the vehicle is turned on a road having a curvature ahead of the vehicle based on the detected road curvature information. A steering angle estimating unit for estimating an angle, wherein the drive control unit performs a curvature light distribution control of the lighting unit according to the detected road curvature information and the vehicle speed information, and starts the curvature light distribution control. The control amount of the steering angle light distribution control with respect to the estimated steering angle at the end of the curvature light distribution control, the time between the start time and the end time of the curvature light distribution control, and the curvature light distribution. A lighting device for a vehicle, wherein a time between a control start time and a current time is considered. 14. The vehicle lighting device according to claim 1, further comprising: a steering angle detecting unit configured to detect a steering angle of the vehicle, wherein the drive control unit controls the detected steering operation. A steering angle light distribution control for controlling the light distribution of the illuminating means according to an angle; and a curvature light distribution control for controlling the light distribution of the illuminating means according to the detected road curvature information and vehicle speed information. And a switch to the steering angle light distribution control according to a change in the detected steering angle during execution of the curvature light distribution control. 15. The vehicle lighting device according to claim 14, wherein the drive control means is arranged to increase the detected steering angle in a direction in which the detected steering angle increases, and to execute the steering angle distribution during execution of the curvature light distribution control. When it is determined that the light distribution control amount by the light control is greater than the light distribution control amount by the curvature light distribution control, the control is switched to the steering angle light distribution control, and the detected steering angle is in a decreasing direction and the curvature distribution is smaller. Switching to the steering angle light distribution control when it is determined that the return amount of the light distribution control amount by the steering angle light distribution control exceeds the return amount of the light distribution control amount by the curvature light distribution control during execution of the light control. Characteristic vehicle lighting device. 16. The vehicle lighting device according to claim 14, wherein the drive control unit detects the light distribution control amount of the illumination unit in a direction in which the light distribution control amount increases and performs the curvature light distribution control. When it is determined that the steering angle has been decreased, the control is switched to the steering angle light distribution control, and the light distribution control amount of the illumination means is in a direction of decreasing and the detection is performed during execution of the curvature light distribution control. A vehicle lighting device, wherein the control unit switches to the steering angle light distribution control when it is determined that the steering angle has been increased. 17. The vehicle lighting device according to claim 15, wherein the drive control unit determines that the detected steering angle is smaller when the detected steering angle exceeds the estimated steering angle. The vehicle lighting device is characterized in that it is determined that the detected steering angle is in the increasing direction, and that the detected steering angle is in the decreasing direction when the detected steering angle is smaller than the estimated steering angle. . 18. The vehicle lighting device according to claim 1, wherein the own vehicle position detecting unit detects a traveling position of the vehicle by extracting a latitude and longitude of a receiving position from a GPS signal. Or at least one of detecting a traveling position of a vehicle from information obtained from a road infrastructure or another vehicle. 19. The vehicle lighting device according to claim 1, wherein the front road shape detecting unit includes a vehicle front image capturing unit that captures an image of the front of the vehicle. Detecting a road shape ahead of the traveling direction of the vehicle from the obtained forward image information, or a map database including information on roads on which the vehicle is traveling, and own vehicle position detection means for detecting a traveling position of the vehicle, Performing at least one of specifying a road point on the map database from the detected travel position and detecting a road shape ahead of the vehicle in the traveling direction with reference to the specified road point. Lighting equipment for vehicles.