JP2007245883A - Light turn-on/off controller and control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To enhance the reliability of automatic light turn-on/off at no cost. <P>SOLUTION: A control means (16) turns on the lights when intensity of illumination (D1) at a vehicle periphery detected by an illumination intensity detection means (14) is less than a first lighting reference intensity of illumination (SLon1), and turns on the lights when such a state that the intensity of illumination (D1) is less than a second turn-on reference intensity of illumination (SLon2) at a high intensity of illumination side than the first turn-on reference intensity of illumination (SLon1) and exceeds the first turn-on reference intensity of illumination (SLon1) is continued by a turn-on reference time. It turns off the lights when such a state that the intensity of illumination (D1) exceeds a turn-off reference intensity of illumination (SLoff) is continued by a turn-off reference time. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a lamp extinguishing control device, and more particularly, to a lamp extinguishing control device and control method for automatically extinguishing lights such as a headlight, a taillight, and a vehicle width lamp of a vehicle such as an automobile.

  Today, a lighting extinguishing control device (a so-called auto light system) mounted on many vehicles automatically turns off the lighting of the vehicle according to the brightness around the vehicle (hereinafter referred to as illuminance). This not only reduces the burden on the driver, but also contributes greatly to safety in that it can prevent forgetting to turn on and off lights.

  The basic form of this device is to turn on the lights when the illuminance around the vehicle falls below a predetermined lighting standard illuminance (the illuminance at which the lights should be turned on) (simply when it gets dark), The lighting is turned off when it exceeds the illuminance (the illuminance at which the lights should be turned off) (simply when it gets brighter), but with such a simple mechanism, the reliability of automatic turning off is poor. In many cases, unnecessary lighting is performed, which causes inconvenience. Moreover, the headlamps among the lights are sometimes used as a signal (passing) for oncoming vehicles and pedestrians, and there is an inconvenience that unnecessary lighting may misunderstand pedestrians and oncoming vehicles.

  FIG. 5 is an explanatory diagram of unnecessary lighting. In this figure, the vertical axis represents the illuminance around the vehicle, and the horizontal axis represents time. SLon is a predetermined lighting reference illuminance (illuminance to turn on the lights), and SLoff is a light-off reference illuminance (illuminance to turn off the lights).

  Here, the time lapse of the traveling vehicle is divided into the following three patterns. The first pattern is from the entrance of the tunnel to the exit of the tunnel, the second pattern is when traveling on an intermittent shade part such as a tree-lined road, and the third pattern is when traveling at sunset. The expected result is lighting of the lights in the first pattern and the third pattern, and it is not necessary to turn on the lights in the second pattern. In other words, the tunnel is quite dark (even if there is no lighting, and if there is lighting), it is necessary to turn on lights to confirm the front of the vehicle and inform the surroundings of the presence of the vehicle. Similarly, when driving at nightfall, it is necessary to light the lights early to inform the surroundings of the existence of the vehicle, but intermittent shaded parts such as tree-lined roads are not simply exposed to direct sunlight Therefore, it is difficult to see the front of the vehicle, and it is difficult to see the presence of the vehicle from the surroundings. Therefore, lighting of lights in intermittent shaded parts such as tree-lined roads can be said to be unnecessary lighting. Because.

  Now, referring to this figure, in the first pattern (running in the tunnel), since the illuminance around the vehicle is lower than SLon, the lights are turned on. Similarly, in the third pattern (running at sunset), since the illuminance around the vehicle is lower than SLon, the lights are turned on. Therefore, the above “expected results” are satisfied for the first pattern and the third pattern.

  On the other hand, the above-mentioned “expected results” are not satisfied for the second pattern (intermittent shaded driving such as a tree-lined road). This is because the illuminance around the vehicle falls below SLon each time it passes through the shade, and the lights are lit intermittently. Such inconvenience can be solved by moving SLon to the low illuminance side, but this time is not preferable because the lighting of the first pattern and the third pattern is delayed.

  In Patent Document 1 below, the headlamp is turned on when the illuminance around the vehicle is lower than the illuminance (equivalent to SLon in FIG. 5) to turn on the headlamp for a “predetermined time”. (Prior Art 1) is described. According to this prior art 1, if the time for passing through the shaded portion in the second pattern is within the “predetermined time”, the lights are not lit. Therefore, unnecessary lighting can be avoided and troublesomeness can be eliminated.

  However, this prior art 1 does not light the lights unless the illuminance around the vehicle is below the illuminance (corresponding to SLon in FIG. 5) to turn on the headlights for a "predetermined time". For example, in the first pattern (running in the tunnel) and the third pattern (running at night), lighting will be delayed by “predetermined time”. It is not preferable in terms of sex.

  In Patent Document 2 below, a video camera is used to take an image in front of the vehicle, and when the ratio of dark parts included in the image exceeds a predetermined amount, it is determined that the vehicle is about to enter a dark place such as a tunnel. The one that lights the headlamp (prior art 2) is described. In this prior art 2, since the headlamp can be turned on before reaching a dark place such as a tunnel, there is no disadvantage as in the prior art 1.

JP-A-10-297355 JP 2001-39210 A

  Although the above-mentioned conventional technique 2 has an excellent advantage that lights can be automatically turned on before reaching a dark place such as a tunnel, a large-scale system such as a video camera or an image processing apparatus is required, and the cost increases. There is a problem that it cannot be easily installed in many vehicles.

  An object of the present invention is to provide a lighting extinguishing control device and a control method capable of improving the reliability of automatic extinguishing without cost.

The lamp extinguishing / lighting control device according to the present invention controls illuminance detection means for detecting the illuminance around the vehicle, and lighting and extinguishing of the lights of the vehicle based on the illuminance around the vehicle detected by the illuminance detection means. In the lamp extinguishing / lighting control device comprising a control means, the control means turns on the lights when the illuminance around the vehicle detected by the illuminance detection means falls below a first lighting reference illuminance. Illumination means and the state in which the illuminance around the vehicle detected by the illuminance detection means is lower than the second lighting reference illuminance higher than the first lighting reference illuminance and above the first lighting reference illuminance A second lighting means for turning on the lights when continuing for a reference time, and a lighting-off criterion in which the illuminance around the vehicle detected by the illuminance detection means is higher than the second lighting reference illuminance It is characterized in that it has a turn-OFF means for turning off the lighting class when the state in which exceeds the degree continues for off reference time.
The lighting extinguishing control method according to the present invention includes an illuminance detecting step for detecting illuminance around the vehicle, and lighting and extinguishing of the vehicle lights based on the illuminance around the vehicle detected by the illuminance detecting step. In the lighting extinguishing control method including a control step for controlling, the control step turns on the lighting when the illuminance around the vehicle detected by the illuminance detection step falls below a first lighting reference illuminance. A state in which the illuminance around the vehicle detected by the one lighting step and the illuminance detecting step is lower than the second lighting reference illuminance on the higher illuminance side than the first lighting reference illuminance and exceeds the first lighting reference illuminance. A second lighting step of lighting the lights when the lighting reference time is continued, and the illuminance around the vehicle detected by the illuminance detection step is It is characterized in that including the off step of turning off the lighting compound when the state in which two exceeds the turn-on reference illuminance off reference illuminance higher illuminance side than continues for off reference time.
Here, the illuminance around the vehicle only needs to represent the brightness around the vehicle, and may be other than illuminance.
According to the present invention, the lights are turned on when the illuminance around the vehicle falls below the first lighting reference illuminance. For example, if the first lighting reference illuminance is slightly higher than the illuminance in the tunnel, the tunnel Lights can be turned on at the same time as the vehicle enters.
Also, when the illuminance around the vehicle is lower than the second lighting reference illuminance on the higher illuminance side than the first lighting reference illuminance and exceeds the first lighting reference illuminance, the lamps are also lit. For example, when passing through an intermittent shade part such as a tree-lined road, the passage time of each shade does not satisfy the above lighting reference time, so that the lights are not turned on. For this reason, unnecessary lighting of lights can be avoided when passing through intermittent shaded parts such as the tree-lined road. In addition, when the passage time of the shade exceeds the above lighting reference time, that is, when passing through a long shade that requires lighting of the lamps, the lamps can be turned on.
In addition, since the lights are turned off when the illuminance around the vehicle exceeds the turn-off reference illuminance higher than the second turn-on reference illuminance for the turn-off reference time, the lights are turned off. If the illuminance is higher than the turn-off reference illuminance) does not last for the turn-off reference time, for example, during the night or when traveling in a tunnel, the above conditions (temporarily surrounding the vehicle) If the illuminance of the lamp exceeds the extinction reference illuminance), the lights are not turned off unintentionally.
Also, a preferred aspect of the present invention is characterized in that the length of the lighting reference time can be freely changed.
In this way, depending on the driver's request, the lighting reference time can be set longer or shorter depending on the driving state at that time, and automatic lighting control characteristics in accordance with the actual situation are given. be able to. For example, if the lighting reference time is set short, the lighting can be changed to a characteristic that makes it easy to light in the shaded area. Conversely, if the lighting reference time is set longer, the lamp lights up in the shaded area. It is possible to change to characteristics that are difficult to do.

  According to the present invention, for example, automatic lighting of lights when passing through a tunnel and automatic lighting at nightfall are performed without requiring a large-scale system such as a video camera or an image processing device as in the prior art 2. In addition, unnecessary lighting when passing through intermittent shaded parts such as a tree-lined road can be avoided. Therefore, it is possible to provide a highly reliable lighting extinguishing control device and control method that can be easily mounted on many vehicles without cost.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. It should be noted that the specific details or examples in the following description and the illustrations of numerical values, character strings, and other symbols are only for reference in order to clarify the idea of the present invention, and the present invention may be used in whole or in part. Obviously, the idea of the invention is not limited. In addition, a well-known technique, a well-known procedure, a well-known architecture, a well-known circuit configuration, and the like (hereinafter, “well-known matter”) are not described in detail, but this is also to simplify the description. Not all or part of the matter is intentionally excluded. Such well-known matters are known to those skilled in the art at the time of filing of the present invention, and are naturally included in the following description.

  FIG. 1 is a configuration diagram of a lights extinguishing / lighting control device. In this figure, a lamp extinguishing / lighting control device 1 includes a positive voltage + Vb applied to a battery 3 via an ignition switch 2 of the vehicle, a positive power source terminal 4 and a negative electrode of the battery 3 via an auto light switch 5 of the vehicle. -Vb (which is also a ground potential) is applied -the power supply terminal 6, the first relay drive output terminal 8 connected to the ground end side of the first relay 7, and the ground end side of the second relay 9 The second relay drive output terminal 10 is provided.

  The illustrated first relay 7 and second relay 9 represent electromagnetic relays for turning on / off (lighting / extinguishing) lights of the vehicle. The first relay 7 and the second relay 9 are provided with electromagnetic contacts (not shown), and the power supply voltage (+ Vb) from the battery 3 is supplied to the vehicle lights (headlight, It is designed to be connected to a rear light, a vehicle width light, etc.).

  Hereinafter, for convenience of explanation, the first relay 7 is used for turning on and off the headlamp and the rear lamp, and the second relay 9 is used for turning on and off the vehicle width lamp. Between the ground end side of the first relay 7 and the second relay 9 and the ground potential, a manual on / off switch 11 for the headlamp and the rear lamp and a manual on / off switch 12 for the vehicle width lamp are respectively inserted. Thereby, when these manual on / off switches 11 and 12 are operated by the driver, the headlamp, the tail lamp, and the vehicle width lamp can be manually turned on / off.

  Further, the lamp extinguishing / lighting control device 1 is provided with a power supply circuit 13, an illuminance information generation circuit 14, an input circuit 15, a control circuit 16 and an output circuit 17 in addition to the terminals 4, 6, 8, and 10 described above. It has been.

  When the ignition switch 2 of the vehicle is turned on and the positive power source + Vb is applied to the positive power source terminal 4, the power source circuit 13 has an internal structure necessary for the operation of each part of the lighting / extinguishing control device 1 from the positive power source + Vb. A power supply voltage is generated, and the internal power supply voltage is supplied to the illuminance information generation circuit 14, the input circuit 15, the control circuit 16, and the output circuit 17.

  The illuminance information generation circuit 14 is an optical signal from a photoelectric conversion element (for example, cds) 14a attached to a predetermined position of the vehicle (an appropriate position where the brightness around the vehicle can be sensed, for example, in front of the dashboard). The electrical signal corresponding to the brightness around the vehicle) is converted into an illuminance signal D1 and output to the control circuit 16.

  When the vehicle auto light switch 5 is turned on and the negative power source -Vb is applied to the power supply terminal 6, the input circuit 15 activates the auto light control start signal D2 for instructing the start of auto light control. Output to the circuit 16. The input circuit 15 outputs an auto light control start signal D2 for instructing the start of auto light control when the auto light switch 5 of the vehicle is turned off and the negative power source -Vb is not applied to the power terminal 6. Inactive and output to the control circuit 16.

  The control circuit 16 is not particularly limited, and is configured by a microprocessor that realizes main functions by software. While the control circuit 16 satisfies the two conditions that the internal power is supplied from the power supply circuit 13 and the auto light control start signal D2 from the input circuit 15 is active, When autolight control (see FIG. 2), which will be described later, is repeatedly executed, and it is determined that the lights should be turned on as a result of the control, the lighting signal D3 for the headlamp and the rear lamp and the lighting for the width lamp While the signal D4 is activated and output to the output circuit 17, when it is determined that the lights should be turned off, the lighting signals D3 and D4 are made inactive and output to the output circuit 17.

  The output circuit 17 supplies a ground potential to the first relay 7 and the second relay 9 via the first relay drive output terminal 8 and the second relay drive output terminal 10 when the lighting signals D3 and D4 are active. The first relay 7 and the second relay 9 are energized to forcibly turn on the unillustrated headlamp, rear lamp and vehicle width lamp regardless of whether the manual on / off switches 11 and 12 are turned on or off. State. The output circuit 17 stops the supply of ground potential to the first relay 7 and the second relay 9 when the lighting signals D3 and D4 are inactive, and the first relay 7 and the second relay 9 are stopped. Is set to a non-excited state, thereby turning off the unillustrated headlamp, rear lamp and vehicle width lamp. However, in this case, if the manual on / off switches 11 and 12 are turned on, the unillustrated headlamp, rear lamp, and vehicle width lamp remain on.

  FIG. 2 is a diagram showing a flowchart of auto light control executed by the control circuit 16. This flowchart shows an initialization process (step S1) executed immediately after the internal power supply from the power supply circuit 13 (step S1) (for example, a self-diagnosis of a microprocessor and various variable initialization processes) and the initialization process (step S1). ) Includes a lighting logic (step S2) and a light-off logic (step S3) that are repeatedly executed every predetermined period (for example, 10 ms period).

  Define constants and variables used in the flowchart. There are three constants “SLoff”, “SLon1”, and “SLon2”, and two variables “ON_TMR” and “OFF_TMR”.

  SLoff is the light extinction reference illuminance of the lights. That is, the reference illuminance for determining that the lamps should be “turned off” when the illuminance around the vehicle exceeds the illuminance. Hereinafter, for convenience of explanation, SLoff is set to 1,500 lux (lx). SLon1 and SLon2 are both the lighting reference illuminances of the lamps. That is, the reference illuminance for determining that the lights should be “lighted” when the illuminance around the vehicle falls below the illuminance. SLon1 and SLon2 have lower illuminance than SLoff and have a relationship of “SLon1 <SLon2”. For example, for convenience of explanation, SLon1 is 200 lux and SLon2 is 1,000 lux.

ON_TMR is the lighting determination time of the lamps, and OFF_TMR is the lighting determination time of the lights. These are all “variables” whose values are changed as necessary, and the initial values thereof are ON_TMR = 1000d and OFF_TMR = 100d. The initial value “d” is a symbol indicating that the immediately preceding number is a decimal number. That is, it has the same meaning as ON_TMR = 1000 ₍₁₀₎ and OFF_TMR = 100 ₍₁₀₎ . ON_TMR is decremented by one each time step S2d of the lighting logic is executed, and OFF_TMR is decremented by one each time step S3d of the turn-off logic is executed. Since the execution cycle of the turn-on logic and the turn-off logic is “10 ms” as defined above, the initial value of ON_TMR (1000d) means 1000 × 10 ms = 10 seconds, and the initial value of OFF_TMR (100d) is 100 ×. It means 10 ms = 1 second. 10 seconds corresponds to “ON delay time” described later, and 1 second corresponds to “OFF delay time” described later. Needless to say, these times (10 seconds, 1 second) are convenience values for explanation.

  When the flowchart starts, first, ON_TMR and OFF_TMR are initialized in step S1, and then the lighting logic in step S2 is executed.

  In this lighting logic, first, whether or not the lights are extinguished, that is, whether or not the lighting signal D3 for the headlamp and the rear lamp and the lighting signal D4 for the vehicle width lamp are inactive. Is determined (step S2a). If the lights are not turned off (if turned on), the ON_TMR is initialized (ON_TMR ← 1000d) (step S2h), and the process proceeds to the turn-off logic in step S3. Execute.

  That is, the illuminance signal D1 from the illuminance information generation circuit 14 is captured, and it is determined whether or not “D1 ≦ SLon1”, that is, whether or not the illuminance around the vehicle is lower than SLon1 (= 200 lux) (step). S2b). If “D1 ≦ SLon1”, ON_TMR is reset to zero (ON_TMR ← 0d) (step S2c), ON_TMR subtraction operation (ON_TMR ← ON_TMR-1) is performed (step S2d), and ON_TMR time is up. Is determined (step S2e). Here, ON_TMR time-up means that the value of ON_TMR becomes 0 or a negative value.

  As described above, when ON_TMR is reset to zero in step S2c and ON_TMR is subtracted in step S2d, the value of ON_TMR becomes -1 (and therefore the time is up). In this case, the determination in step S2e The result is “YES”, and the lighting signals D3 and D4 are activated in order to forcibly light the headlight, the taillight, and the vehicle width light (step S2f).

  Now, as defined above, SLon1 is 200 lux. The illuminance (200 lux) is very dark, and corresponds to the brightness that requires lighting such as a time zone after sunset or in a tunnel. According to the illustrated lighting logic (step S2), when the illuminance (D1) around the vehicle is lower than SLon1, ON_TMR is reset to zero to forcibly activate the lighting signals D3 and D4. When the vehicle enters the tunnel, the headlights, taillights, and width lights are turned on immediately, allowing the front of the vehicle to be brightly lit so that obstacles can be confirmed, and the presence of the vehicle is informed to the surroundings. Will be able to.

  On the other hand, when the illuminance (D1) around the vehicle is not lower than SLon1, whether or not “D1 ≦ SLon2” is satisfied, that is, whether the illuminance around the vehicle is lower than SLon2 (= 1,000 lux). Determine (Step S2g). If “D1 ≦ SLon2” is satisfied, an ON_TMR subtraction operation (ON_TMR ← ON_TMR-1) is performed (step S2d), and ON_TMR time-up is determined (step S2e).

  As described above, ON_TMR time-up means that the ON_TMR value becomes 0 or a negative value, and the current value of ON_TMR is the first execution of this flowchart or the first turn-off determination in step S2a. Remains at the initial value of 1000d. Therefore, at this stage, 1000d−1 = 999d is obtained by the subtraction operation in step S2d, and the ON_TMR time-up is not determined in step S2e. The ON_TMR time-up is determined when the lighting logic (step S2) is repeated at least 1000 times (the number of times determined by the initial value of ON_TMR). If the illuminance around the vehicle is still below SLon2 (= 1,000 lux) even after the lighting logic (step S2) is repeated 1000 times, the headlamp, the tail lamp and the vehicle width lamp are forcibly turned on. Each of the lighting signals D3 and D4 is activated (step S2f).

  Now, as defined above, SLon2 is 1,000 lux. Although this illuminance (1,000 lux) is brighter than SLon1 illuminance (200 lux), it is darker than SLoff illuminance (1,500 lux). It is. Therefore, in the illustrated lighting logic (step S2), the state in which the illuminance (D1) around the vehicle is higher than SLon1 and lower than SLon2 is a predetermined time (the time corresponding to the above 1000 times, that is, 1000 × 10 ms = 10 If it continues, it is determined that the lamps should be turned on, and the lighting signals D3 and D4 are forcibly activated.

  Therefore, for example, when traveling in places where shade is intermittent, such as tree-lined roads, the passage time of each shade is short and less than the above 10 seconds, so unnecessary lighting of lights in such places can be avoided. It is possible to prevent troublesomeness and to prevent a signal (passing) that causes misunderstanding of an oncoming vehicle or the like.

  The length of the shade varies. For example, when the position of the sun is low, a long shadow is produced, and the shade passage time may be increased accordingly. For this reason, depending on the situation, it is impossible to deny the possibility that ON_TMR will time up while passing through the shade, and that unnecessary lights will be turned on. In order to cope with this, for example, it is preferable that the initial value (1000d) of ON_TMR can be changed to be longer or shorter as desired by the driver. This is because the initial value of ON_TMR can be set larger or smaller depending on the running state at that time, and the automatic lighting control characteristic of the shade passing according to the actual situation can be given.

  Next, the turn-off logic in step S3 will be described. This extinguishing logic lights up when the illuminance (D1) around the vehicle exceeds SLoff (= 1,500 lux) while the lights are on (for example, when dawn or when passing through a tunnel). This is a block for turning off the light.

  In this turn-off logic, first, it is determined whether or not the lights are lit, that is, whether or not the headlight and rear lamp lighting signal D3 and the width lamp lighting signal D4 are active. Determination is made (step S3a). If not lit (if not lit), OFF_TMR is initialized (OFF_TMR ← 100d) (step S3b), and the lighting logic of step S2 is executed again after 10 ms.

  On the other hand, when it is determined in step S3a that the lighting is on, the illuminance signal D1 from the illuminance information generation circuit 14 is captured, or the illuminance signal D1 captured by the previous lighting logic is used to obtain “D1 It is determined whether or not “≧ SLoff”, that is, whether or not the illuminance around the vehicle exceeds SLoff (= 1,500 lux) (step S3c). If “D1 ≧ SLoff” is not satisfied, OFF_TMR is initialized (OFF_TMR ← 100d) (step S3b), and the lighting logic of step S2 is executed again after 10 ms. If “D1 ≧ SLoff” is satisfied, , OFF_TMR subtraction operation (OFF_TMR ← OFF_TMR-1) is performed (step S3d), and OFF_TMR time-up is determined (step S3e). Here, OFF_TMR time-up means that the OFF_TMR value becomes 0 or a negative value, similarly to ON_TMR time-up.

  The current value of OFF_TMR remains the initial value of 100d when the flowchart is executed for the first time or when the first lighting is determined in step S3a. Therefore, at this stage, 100d-1 = 99d is obtained by the subtraction operation in step S3d, and OFF_TMR time-up is not determined in step S3e. The OFF_TMR time-up is determined when the extinguishing logic (step S3) is repeated at least 100 times (the number of times determined by the initial value of OFF_TMR). If the illuminance around the vehicle still exceeds SLoff (= 1,500 lux) even after the turn-off logic (step S3) is repeated 100 times, the headlamp, the rear lamp, and the vehicle width lamp are forcibly turned off. Each of the lighting signals D3 and D4 is made inactive (step S3f).

  Now, as defined above, SLoff is 1,500 lux. This illuminance (1,500 lux) is brighter than the illuminance of SLon2 (1,000 lux) as well as the illuminance of SLon1 (200 lux). Therefore, when “D1 ≧ SLoff”, the situation when the lights are turned on according to these SLon1 and SLon2 is resolved (that is, the surroundings of the vehicle become bright), and the lights need to be kept on anymore. It can be judged that there is no. However, when “D1 ≧ SLoff” is satisfied, turning off the lights immediately may cause inconvenience. This is because there may be a case where “D1 ≧ SLoff” may be temporarily achieved due to road lighting or a headlight of an oncoming vehicle. In such a case, if the lights are turned off each time, the front of the vehicle becomes dark for a moment, especially at night, and safety cannot be ensured.

  Therefore, in the illustrated turn-off logic (step S3), the state of “D1 ≧ SLoff”, that is, the state in which the illuminance (D1) around the vehicle exceeds SLoff is a predetermined time (the time corresponding to the above 100 times, that is, , 100 × 10 ms = 1 second) Only when it continues, it is determined that the lamps should be turned off, and the lighting signals D3 and D4 are forcibly made inactive.

  By doing in this way, the case that can be temporarily “D1 ≧ SLoff” can be excluded from the judgment of turning off the lights, and in particular, in the safety that the front of the vehicle becomes dark for a moment at night. It is possible to avoid the situation that should not be.

  FIG. 3 is a diagram for explaining the operation in the present embodiment. In this figure, the vertical axis represents the illuminance around the vehicle, and the horizontal axis represents time. As described above, SLon is 1,500 lux, SLon2 is 1,000 lux, and SLon1 is 200 lux. “Tunnel” along the time axis, “intermittent shade such as tree-lined road”, and “sunset” correspond to the three patterns in the unnecessary lighting explanation diagram (FIG. 5) at the beginning. That is, the first pattern is from the entrance of the tunnel to the exit of the tunnel, the second pattern is when traveling on an intermittent shade part such as a tree-lined road, and the third pattern is when traveling at sunset. . In the following description, it is assumed that the auto light switch 5 of the vehicle is turned on.

  First, the first pattern (tunnel traveling) will be described. While driving on a road during the daytime, the illuminance (D1) around the vehicle is sufficiently bright even under clear sky as well as under clear sky, and D1 does not fall below SLon1 or SLon2. Therefore, as long as the vehicle is in this traveling state, the lights are not lit even if the auto light switch 5 of the vehicle is turned on.

  Assuming that the vehicle enters a tunnel from a daytime road, the illuminance (D1) around the vehicle rapidly decreases (becomes dark) as the vehicle enters the tunnel. Such a sudden decrease in illuminance is natural when there is no lighting equipment in the tunnel, and even if there is a lighting equipment, the illuminance of the lighting equipment is much darker than that of sunlight, and it inevitably occurs. To do. The value of SLon1 (= 200 lux) is set to slightly exceed the illuminance in such a tunnel or road equipment corresponding thereto.

  Therefore, when the illuminance (D1) around the vehicle decreases as it enters the tunnel and falls below SLon1, the determination result in step S2a in FIG. 2 is “YES”, and ON_TMR is reset to zero (step S2c) and forced. Since the lighting signals D3 and D4 are activated (step S2f), the headlight, the taillight, and the vehicle width light are immediately turned on so that the front of the vehicle can be illuminated and the obstacles can be confirmed. , It will be possible to inform the surroundings of the existence of the vehicle.

  While traveling in the tunnel, the illuminance (D1) around the vehicle continues below SLon1. Therefore, as in the case of entering the tunnel, the determination result in step S2a in FIG. 2 is “YES”, and ON_TMR is reset to zero (step S2c) to forcibly activate the lighting signals D3 and D4 (step In S2f), the lighting of the headlight, the taillight, and the vehicle width lamp is continued.

  Since the illuminance (D1) around the vehicle suddenly becomes brighter after exiting the tunnel, the lights can be turned off immediately. However, in this embodiment, the above-mentioned disadvantage (roads during nighttime or traveling in the tunnel) In order to avoid unintentional turn-off due to the effects of lighting, headlights of oncoming vehicles, etc., the state where the illuminance (D1) around the vehicle exceeds SLoff for a predetermined time (the turn-off logic in step S3 is repeated 100 times). The lamps are turned off when the operation is continued: 100 × 10 ms = 1 second). The “OFF delay time” in the figure corresponds to the predetermined time (1 second). That is, the lights are turned off only when “D1 ≧ SLoff” continues for “OFF delay time”.

  Thus, in this embodiment, in the first pattern (running in the tunnel), the lights are turned on almost at the same time as entering the tunnel, and the lighting state is maintained in the tunnel and after exiting the tunnel. The lamps can be turned off after a predetermined time (OFF delay time) has elapsed.

  By providing the above-mentioned predetermined time (OFF delay time), for example, when a plurality of tunnels continue at a narrow interval, the transit time between tunnels is less than the above predetermined time (OFF delay time). In this case, the incidental effect that lights can be kept on is also obtained.

  Next, the second pattern (when traveling on an intermittent shade such as a tree-lined road) will be described. The brightness of the shaded area during the day is darker than under the sunlight, but not as much as in the tunnel. Now, assuming that the illuminance of the shaded part is slightly lower than SLon2, when the vehicle passes through the shaded part, “D1 ≦ SLon2” is satisfied. For this reason, although the determination result of step S2g of the lighting logic is “YES”, in this embodiment, the lamps are not lit only by this determination result. At least when the state of “D1 ≦ SLon2” continues for a predetermined time (a time in which the lighting logic in step S2 is repeated 1000 times; 1000 × 10 ms = 10 seconds), the lights are turned on.

  In many cases, the shaded passage time such as a tree-lined road is very short, and the state of “D1 ≦ SLon2” does not continue for a predetermined time (time for lighting the logic of step S2 1000 times = 10 seconds). The “ON delay time” in the figure indicates this predetermined time (10 seconds).

  Therefore, in the present embodiment, in the case of this second pattern, it is possible to prevent unnecessary lighting of the lights, and it is possible to eliminate annoyance and misleading oncoming vehicles and pedestrians. Possible signal (passing) can be avoided.

  Next, the third pattern (running at sunset) will be described. At sunset, the illuminance (D1) around the vehicle slowly and surely decreases, and at a certain point, the state becomes “D1 ≦ SLon2”. Then, as described in the second pattern above, when this state (D1 ≦ SLon2) continues for a predetermined time (time when the lighting logic of step S2 is repeated 1000 times: ON delay time), the lights are turned on.

  In this way, even in the third pattern (running at nightfall), when the state of “D1 ≦ SLon2” continues for a predetermined time (ON delay time), the lights can be turned on, and the lights are turned on. It is possible to avoid forgetting and confirm the front of the vehicle and announce the presence of the vehicle to the surroundings without any trouble. In addition, by appropriately setting the value of SLon2, it becomes possible to “light up early” at sunset, which can contribute to traffic safety.

  FIG. 4 is an operation explanatory diagram of the present embodiment focusing only on SLon2. In this figure, “long shade” is illustrated instead of the first pattern. The other patterns (second and third patterns) are the same as the previous example (FIG. 3). A long shade is a shade that is not as deep as the tunnel, but is dark enough to make it less visible, and therefore it is better to turn on the lights.

  When the vehicle enters such a long shade, a state of “D1 ≦ SLon2” occurs. Therefore, when this state continues for a predetermined time (ON delay time) (when time is up), the lights are turned on. Further, after passing through the shade, the lights are turned off when the state of “D1 ≧ SLoff” continues for “OFF delay time”.

  Other patterns (second and third patterns) are the same as in the previous example (FIG. 3). That is, in the second pattern (when traveling on an intermittent shade such as a tree-lined road), the state of “D1 ≦ SLon2” does not continue for a predetermined time (ON delay time), so the lights are not turned on, and the third pattern ( In the case of the illustrated example, in the case of the illustrated example, the state of “D1 ≦ SLon2” is in the state of “D1 ≦ SLon1” immediately before the predetermined time (ON delay time) continues (before the time is up). Lights are on.

  As described above, according to the present embodiment, the lamps can be turned on at the same time as entering the tunnel, and the lamps can be turned off after a predetermined time (OFF delay time) has elapsed after exiting the tunnel. Further, when passing through an intermittent shade such as a tree-lined road, the lights are not lit unless the shade transit time exceeds a predetermined time (ON delay time). Further, when traveling at sunset, the lamps can be turned on after a predetermined time (ON delay time) has elapsed since the surrounding brightness has fallen below a predetermined illuminance (SLon2).

  Therefore, in situations that are considered necessary for driving safety (running in tunnels or driving at night), lights are automatically turned on, while situations that are considered unnecessary (when driving on intermittent shades such as tree-lined roads) In this case, it is possible not to turn on the lights.

  In addition, such an effect is that the lamp extinguishing / lighting control apparatus 1 shown in FIG. The cost required for these configurations is much less than that of a large-scale system such as a video camera or an image processing apparatus as in the prior art 2 at the beginning. In other words, it is possible to achieve the above object, that is, “providing a lighting extinguishing control device and a control method capable of improving the reliability of automatic extinguishing without cost”.

  In addition, this invention is not limited to the above embodiment. Items essential for the idea of the present invention are as follows.

(1) Light-off reference illuminance and lighting reference illuminance:
One extinction reference illuminance (SLoff) and two lighting reference illuminances (SLon1, SLon2). These must satisfy the relationship “SLoff>SLon2> SLon1”. That is, the illuminance of SLon2 must be lower than that of SLoff, and the illuminance of SLon1 must be lower than that of SLon2.
(2) Lighting conditions:
A. When the illuminance (D1) around the vehicle falls below SLon1, the lights must be turned on promptly.
B. When the illuminance (D1) around the vehicle is lower than SLon2 and higher than SLon1, the lights must be turned on when the state continues for a predetermined time (ON delay time in the embodiment). However, if the state does not continue for a predetermined time (ON delay time in the embodiment), the lights should not be turned on.
(3) Light extinction conditions:
A. When the illuminance (D1) around the vehicle exceeds SLoff, the lights must be turned off when the state continues for a predetermined time (OFF delay time in the embodiment). However, if the state does not continue for a predetermined time (OFF delay time in the embodiment), the lights should not be turned off.

  (1) is a matter necessary for (2) and (3). Further, A in (2) is a matter necessary for quickly lighting the lamps when passing through a tunnel or the like. Further, B in (2) is a matter necessary to prevent unnecessary lighting from being lit when traveling in an intermittent shade such as a tree-lined road. Also, A in (3) is a necessary matter to prevent the lights from being turned off unintentionally due to the effects of road lighting, headlights of oncoming vehicles, etc. It is.

  At least, in terms of the idea of the invention, it is sufficient that the configuration satisfies all of the items (1) to (3). It is possible to automatically turn on in the tunnel, avoid unnecessary lighting in intermittent shaded parts such as tree-lined roads, and can turn on automatically at sunset, and at night and This is because it is possible to prevent the lights from being turned off unintentionally due to the influence of road lighting, headlights of oncoming vehicles, etc. during traveling in the tunnel. Therefore, as long as all the items (1) to (3) are satisfied, the implementation method does not matter. The lighting / extinguishing control device 1 mainly composed of the microprocessor (control circuit 16) as described above may be used as well as the lighting / extinguishing control device 1 composed entirely of hardware logic. However, the lamp extinguishing / lighting control device 1 having another configuration may be used.

  In the above description, the brightness around the vehicle is “illuminance”, but the present invention is not limited to this. Of course, any physical quantity and unit may be used as long as the brightness can be expressed.

It is a block diagram of a lights extinction lighting control apparatus. FIG. 4 is a flowchart of auto light control executed by a control circuit 16. It is operation | movement explanatory drawing in this embodiment. It is operation | movement explanatory drawing of this embodiment paying attention only to SLon2. It is explanatory drawing of unnecessary lighting.

Explanation of symbols

1 Lighting extinction control device 14 Illuminance information generation circuit (illuminance detection means)
16 Control circuit (control means, first lighting means, second lighting means, extinguishing means)
D1 illuminance SLon1 lighting reference illuminance (first lighting reference illuminance)
SLon2 lighting standard illuminance (second lighting standard illuminance)
SLoff extinction standard illuminance (extinction standard illuminance)

Claims (4)

Illumination detection / lighting control device comprising: illuminance detection means for detecting illuminance around the vehicle; and control means for controlling lighting and extinction of the vehicle lights based on the illuminance around the vehicle detected by the illuminance detection means In
The control means includes
First lighting means for lighting the lights when the illuminance around the vehicle detected by the illuminance detection means falls below the first lighting reference illuminance;
The state in which the illuminance around the vehicle detected by the illuminance detection means is lower than the second lighting reference illuminance higher than the first lighting reference illuminance and above the first lighting reference illuminance continues for the lighting reference time. Second lighting means for lighting the lights when
An extinguishing means for extinguishing the lights when the ambient illuminance detected by the illuminance detecting means exceeds the extinction reference illuminance on the higher illuminance side than the second lighting reference illuminance continues for the extinction reference time; A lighting extinguishing / lighting control device characterized by comprising:   The lighting extinguishing control device according to claim 1, wherein the lighting reference time can be freely changed. In a lighting extinction lighting control method, comprising: an illuminance detection step for detecting an illuminance around the vehicle; and a control step for controlling lighting and extinction of the lighting of the vehicle based on the illuminance around the vehicle detected by the illuminance detection step. ,
The control step includes
A first lighting step of lighting the lights when the illuminance around the vehicle detected by the illuminance detection step falls below a first lighting reference illuminance;
The state in which the illuminance around the vehicle detected by the illuminance detection step is lower than the second lighting reference illuminance higher than the first lighting reference illuminance and above the first lighting reference illuminance continues for the lighting reference time. A second lighting step for lighting the lights when
An extinguishing step of extinguishing the lights when the illuminance around the vehicle detected by the illuminance detecting step exceeds the extinction reference illuminance on the higher illuminance side than the second lighting reference illuminance continues for the extinction reference time; The lighting extinction lighting control method characterized by including. The lighting extinguishing control method according to claim 3, wherein the length of the lighting reference time can be freely changed.

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