JP2009083835A - Lamp for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a lamp for a vehicle capable of preventing a sense of incongruity of a driver in switching a travelling beam and a low beam of the lamp for the vehicle and preventing dazzling of other vehicles. <P>SOLUTION: This lamp for the vehicle constituted free to switch the low beam and the travelling beam lights up a first lighting region SA1 in the center of the front of the vehicle and a second lighting region SA2 including an upper part in the horizontal direction on both sides in the left and right directions of the first lighting region SA1 with the travelling beam. Luminosity of the first lighting region SA1 is increased after luminosity of the second lighting region SA2 is increased in switching the low beam to the travelling beam, and the luminosity of the second lighting region SA2 is decreased after the luminosity of the first lighting region SA1 is decreased in switching the travelling beam to the low beam. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a headlamp for a vehicle such as an automobile, and more particularly to a vehicle lamp capable of switching between a traveling beam and a passing beam.

  The headlight of an automobile is a traveling beam that illuminates brightly to the front, and a passing beam that illuminates the front of the vehicle by preventing dazzling of other vehicles such as oncoming vehicles and preceding vehicles. And can be switched to. However, in this traveling beam and the passing beam, the traveling beam mainly illuminates the front area of the vehicle, whereas the passing beam illuminates the area just before the front area of the vehicle. Therefore, the lighting condition in front of the vehicle changes greatly when switching, causing the driver to feel uncomfortable or causing problems in safe driving. For example, when the traveling beam is switched to the passing beam, the wide area in front of the host vehicle is illuminated with high light intensity, and only the area immediately before the own vehicle is illuminated with lower light intensity. The surrounding area in front of the car and the far front area are darkened, and the visibility is lowered, which causes anxiety to the driver. In addition, when switching from the low beam to the traveling beam, the low beam is not sufficiently illuminated, and other vehicles that existed in the vicinity or far ahead of the vehicle that the driver of the vehicle had not confirmed. On the other hand, illumination light may be irradiated, and the other vehicle is dazzled, causing a problem in safe driving.

With respect to such a problem, in Patent Document 1, the optical axis direction of the passing beam is configured to be controllable, the inter-vehicle distance between the host vehicle and the preceding vehicle is measured, and the optical axis of the passing beam is moved up and down according to the inter-vehicle distance. There has been proposed a technique for improving the distance visibility in the own vehicle while preventing the dazzling of the preceding vehicle by deflecting to the front. Further, in Patent Document 2, other vehicles are detected by the vehicle detection means, and the other vehicles are dazzled by independently controlling the light amounts of the high beam and the low beam of the left and right headlamps based on the relative distance from the other vehicles. A technology that improves the forward visibility of the vehicle has been proposed.
JP 2002-19517 A JP 2004-161082 A

  Although the technology of Patent Document 1 can improve the visibility of the distant part of the vehicle by illumination with a passing beam, it eliminates the uncomfortable feeling that the driver feels when switching the traveling beam and the passing beam. However, it does not solve the problem of reliably preventing dazzling other cars. The technique of Patent Document 2 can suitably illuminate the traveling beam and the passing beam without dazzling other vehicles, but the above-mentioned uncomfortable feeling when switching between the traveling beam and the passing beam can be avoided. The problem of preventing dazzling cars cannot be solved.

  An object of the present invention is to provide a vehicular lamp that can improve a transient state at the time of switching between a traveling beam and a passing beam to prevent a driver from feeling uncomfortable while at the same time preventing dazzling of other vehicles. It is.

  The present invention relates to a vehicular lamp configured to be able to switch between a low beam and a traveling beam. In the traveling beam, the first illumination area at the center of the front of the vehicle and the horizontal direction on both sides in the left-right direction with respect to the first illumination area. The lighting control means that can illuminate the second lighting area including the upper part of the lamp and controls the lighting state of the vehicular lamp is the second lighting area after increasing the luminous intensity of the second lighting area when switching from the low beam to the traveling beam. When the luminous intensity of one illumination area is increased and the traveling beam is switched to the passing beam, the luminous intensity of the second illumination area is decreased after the luminous intensity of the first illumination area is decreased.

  According to the present invention, when switching from the low beam to the traveling beam, the surrounding area in front of the vehicle is brightened by first increasing the luminous intensity of the second illumination area, and subsequently the luminous intensity of the first illumination area is increased. By increasing, the front area of the own vehicle becomes bright until it reaches a distant area, and finally the entire area in front of the own vehicle is illuminated brightly with a predetermined luminous intensity. As a result, the front area of the host vehicle does not brighten rapidly, and the driver does not feel uncomfortable. On the other hand, when switching from the traveling beam to the passing beam, first, the luminous intensity of only the first illumination area is decreased, and thereafter the luminous intensity of the second illumination area is decreased, and finally the first illumination area and the second illumination area are reduced. Turn off the light and use only a light beam lamp. Therefore, even when the lighting of the front area of the host vehicle becomes dark, the bright lighting of the surrounding area can be secured, and then the lighting of the surrounding area becomes dark, so that the lighting of the front of the own vehicle or the surrounding area suddenly becomes dark. This prevents the driver from feeling uneasy and does not cause an unfavorable situation for safe driving.

  In the present invention, preferably, the vehicle is provided with a forward vehicle detection means for detecting a vehicle existing ahead of the host vehicle, and the lighting control means has an inter-vehicle distance detected by the forward vehicle detection means equal to or greater than a first predetermined distance. At the time of switching from the passing beam to the traveling beam. When the vehicle ahead is present more than the first predetermined distance, the vehicle ahead is not dazzled even if it is switched to the traveling beam, while the front area of the vehicle is brightly illuminated to ensure safe traveling. In this case, the lighting control means increases the luminous intensity of only the second illumination area when the inter-vehicle distance from the preceding vehicle is equal to or greater than the first predetermined distance, and when the distance is equal to or greater than the second predetermined distance that is greater than the first predetermined distance. The luminous intensity of the first illumination area is increased. While preventing dazzling the vehicle ahead, the light intensity is increased from the periphery toward the front when switching to the traveling beam, thereby preventing the driver from feeling uncomfortable.

  Alternatively, the vehicle includes a vehicle detection unit that detects a vehicle in front of the host vehicle, and the lighting control unit detects the light intensity of the first illumination region or the second illumination region by the vehicle detection unit. The light intensity is controlled based on the inter-vehicle distance. When traveling with a predetermined inter-vehicle distance, the first and second illumination areas can be controlled to the optimal light intensity for the inter-vehicle distance, preventing dazzling of the front vehicle and improving the visibility ahead of the host vehicle. .

  In the present invention, the second illumination area is defined as an annular area surrounding the first illumination area, or defined as both left and right areas of the first illumination area, or defined as one of the upper areas of the first illumination area. Thus, it is possible to ensure safe driving by brightly illuminating the front area of the host vehicle while preventing the driver from feeling uncomfortable.

  Next, Example 1 of the present invention will be described. FIG. 1 is a diagram showing the overall configuration. The left and right headlamps LHL and RHL are connected to a lighting control means ECU, and a lamp switch LSW and a beam switch (dimer switch) BSW which are turned on and off by a driver are provided. It is connected. By this beam switch BSW, the traveling beam (high beam) and the passing beam (low beam) of each headlamp LHL, RHL are switched. Further, a front vehicle detection means FMD for detecting other vehicles such as an oncoming vehicle and a preceding vehicle existing in the front area of the own vehicle is provided at the front portion of the automobile not shown in the figure. Based on the detection output of the means FMD, the lighting control means ECU can control the lighting of the headlamps LHL and RHL.

  The left and right headlamps LHL and RHL have the same configuration except that the internal configuration is symmetrical. The traveling beam lamps RHBL and LHBL and the passing beam lamps LLBL and RLBL are installed in each lamp housing LH. It is configured as a so-called four-lamp lamp. FIG. 2 is a diagram showing a schematic configuration of the right headlamp RHL, and shows a configuration of the traveling beam lamp RHBL built in the lamp housing LH. Note that the conventional beam lamp RLBL is applied as it is because the passing beam lamp RLBL is not described here, but when illuminated, as shown in FIG. 3A, the area just in front of the host vehicle is illuminated. The illumination of the low beam light distribution pattern LBP is performed. The lamp housing LH includes a container-shaped lamp body 11 having an open front surface, and a front lens 12 attached to the front opening of the lamp body 11. As shown in FIG. 2, the traveling beam lamp RHBL has a reflector 13 having a paraboloid, and an H1 light source is disposed at the focal position of the reflector 13, and an H2 light source is located slightly in front of the H1 light source. Has been placed. Here, a so-called H4 bulb 14 in which two filaments are integrated is used, and the rear R filament 141 of the H4 bulb 14 is configured as the H1 light source, and the front F filament 142 is configured as the H2 light source. is doing. Further, a light-shielding inner shade 14 a is provided in the upper region of the F filament 142. Normally, when the H4 bulb 14 is used as a light source of a two-lamp lamp, the inner shade 14a is attached to the reflector so that the inner shade 14a is directed to the lower side of the F filament 142. It is attached so that it faces upward. The traveling beam lamp LHBL of the left head lamp LHL has the same configuration.

  In the headlamps RHL and LHL, when the R filament 141, that is, the H1 light source is turned on, the light reflected by the reflector 13 is emitted as a light beam substantially parallel to the lamp optical axis Lx, and is condensed by the front lens 12, FIG. As shown to (b), it becomes the light distribution pattern HBP1 which illuminates 1st illumination area SA1 which is the area | region of the vehicle front center part of a horizontal direction in the center of the left-right direction of the own vehicle. Further, when the F filament 142, that is, the H2 light source is turned on, the light emitted upward is shielded by the inner shade 14a, so that only the light emitted downward is reflected by the reflector 13 and directed forward. . Therefore, as shown in FIG. 3B, the light distribution pattern HBP2 illuminates the second illumination area SA2 having a semicircular upper shape in the horizontal direction on both sides in the left-right direction with respect to the first illumination area SA1. These light distribution patterns HBP1 and HBP2 are superimposed to form a traveling beam light distribution pattern HBP.

  As shown in FIG. 1, the forward vehicle detection means FMD performs image analysis by performing signal processing on an imaging camera CAM using a solid-state imaging device such as a CCD or MOS, and an image captured by the imaging camera CAM, An image recognition device VP that recognizes a forward vehicle existing ahead of the host vehicle such as an oncoming vehicle or a preceding vehicle within the imaging range and detects a distance (inter-vehicle distance) between the recognized forward vehicle and the host vehicle is provided. Yes. Then, when a detection signal is output to the lighting control means ECU based on the detected information on the preceding vehicle, the lighting control means ECU turns on the headlamps RHL and LHL based on the detection signal, that is, a passing beam. The traveling beam is switched, and further, the lighting state when switching to the traveling beam and the unlit state when switching to the passing beam are controlled. The forward vehicle detection means FMD may be constituted by other means such as a millimeter wave radar as long as the distance between the host vehicle and the forward vehicle can be detected.

  The lighting control means ECU supplies power to the headlamps RHL and LHL to light them when the lamp switch LSW is turned on. At this time, on / off of the passing beam lamps RLBL and LLBL of the head lamps RHL and LHL and the traveling beam lamps RHBL and LHBL is controlled according to the switching state of the beam switch BSW. That is, when the beam switch BSW is switched to the passing beam, only the passing beam lamps RLBL and LLBL are turned on, and when the beam switch BSW is switched to the traveling beam, the passing beam lamps RLBL and LLBL and the traveling beam lamps RHBL and LHBL are turned on simultaneously. Further, the lighting control means ECU can also control the turning on / off of the passing beam lamps RLBL, LLBL and the traveling beam lamps RHBL, LHBL based on a detection signal from the forward vehicle detecting means FMD. Further, the lighting control means ECU supplies power to the H1 light source 141 and H2 light source 142 of the traveling beam lamps RHBL and LHBL, respectively, and cuts off the power, particularly when controlling the turning on / off of the traveling beam lamps RHBL and LHBL. It is possible to independently control the timing of lighting and extinguishing when performing. For example, it is possible to supply and stop electric power over a predetermined time, and thereby, it is possible to gradually brighten or darken each illumination by the H1 light source 141 and the H2 light source 142. Yes.

  According to the above configuration, as shown in the flowchart of FIG. 4, when the driver turns on the lamp switch LSW (S11), the lighting control means ECU lights only the passing beam lamps RLBL and LLBL (S12). Thereby, it becomes illumination by the light distribution pattern LBP shown to Fig.5 (a), and illuminates the area | region immediately before the own vehicle. On the other hand, when the driver operates the beam switch BSW to switch to the traveling beam (S13), the lighting control means ECU lights the traveling beam lamps RHBL, LHBL in addition to the passing beam lamps RLBL, LLBL (S14). The lighting control means ECU turns on the H1 light source 141 and the H2 light source 142 of the traveling beam lamp, and as shown in FIG. 5C, in addition to the light distribution pattern LBP by the passing beam lamps RLBL and LLBL, The light distribution pattern HBP1 in the first illumination area SA1 and the light distribution pattern HBP2 in the second illumination area SA2 by the H2 light source 142 are overlapped to form the light distribution of the traveling beam. When the beam switch BSW is turned off to switch to the passing beam (S15), the lighting control means ECU turns off only the traveling beam lamps RHBL and LHBL (S16) and returns to the light distribution of FIG.

  Here, in step S14 for switching from the low beam to the traveling beam, the lighting control means ECU lights the R filament 141 and the F filament 142 of the traveling beam lamp, that is, the H1 light source 141 and the H2 light source 142, respectively. Control the lighting status independently. That is, the lighting control means ECU first turns on only the H2 light source 142 to increase the luminous intensity of the second illumination area SA2 (S141), and then turns on the H1 light source 141 to increase the luminous intensity of the first illumination area SA1. (S142) Finally, the first illumination area SA1 and the second illumination area SA2 are each illuminated with a predetermined luminous intensity. In step S16, when the beam switch BSW is turned off to return to the passing beam from the light distribution of the traveling beam, the lighting control means ECU turns off the traveling beam lamp and switches to the light distribution of only the passing beam. Only the H1 light source 141 is turned off to reduce the luminous intensity of the first illumination area SA1 (S161), and then the H2 light source 142 is turned off to reduce the luminous intensity of the second illumination area SA2 (S162). The illumination area SA1 and the second illumination area SA2 are turned off.

  As described above, when switching from the low beam to the traveling beam, the luminous intensity of the second illumination area SA2 is first increased. Therefore, as shown in FIG. 5B, the light distribution pattern LBP of the low beam and the second illumination are obtained. The light distribution pattern is composed of the region light distribution pattern HBP2. In switching to this light distribution pattern, the peripheral area in front of the host vehicle is first brightened. Subsequently, by increasing the luminous intensity of the first illumination area SA1, a light distribution pattern is formed by superimposing the light distribution pattern HBP1 of the first illumination area SA1 as shown in FIG. 5C, and the front area of the host vehicle becomes brighter. Finally, the light distribution of the traveling beam is obtained. Therefore, the front area of the host vehicle does not rapidly brighten when switching to the traveling beam, and the driver does not feel uncomfortable. In addition, since it gradually brightens from the surrounding area toward the front area, if the driver overlooks the oncoming vehicle or the preceding vehicle, other vehicles can be confirmed at some point in the middle, so that In this case, switching to the traveling beam can be stopped immediately, and dazzling of other vehicles can be prevented.

  On the other hand, when switching from the traveling beam to the passing beam, the light amount of only the first illumination area SA1 is first reduced as shown in FIG. 5B from the light distribution pattern of the traveling beam shown in FIG. After that, the luminous intensity of the second illumination area SA2 is decreased, and finally the first illumination area SA1 and the second illumination area SA1 are turned off to obtain a light distribution pattern LBP by the passing beam lamp of FIG. Therefore, in the light distribution pattern shown in FIG. 5 (b) in the middle, bright illumination of the peripheral area can be secured even when the illumination of the front area of the host vehicle becomes dark, and then the illumination of the peripheral area becomes dark. Because it goes, it can prevent the lighting of the front or surrounding area of the own vehicle from suddenly darkening, causing the driver to feel uneasy and not causing an unfavorable situation for safe driving, and causing the driver to feel uncomfortable. There is nothing.

  Here, in the first embodiment, the passing beam and the traveling beam are switched by the beam switch BSW operated by the driver. In the second embodiment, the passing beam and the traveling beam are switched based on the detection output of the front vehicle detection device FMD. ing. As shown in the flowchart of FIG. 6, when the lamp switch LSW is turned on (S21), the low beam lamps RLBL and LLBL are turned on (S22). In this state, the forward vehicle detection device FMD detects, for example, a preceding vehicle and detects the inter-vehicle distance between the host vehicle and the preceding vehicle. When the inter-vehicle distance is shorter than the predetermined first predetermined distance, the lighting control means ECU lights only the passing beam lamp and does not light the traveling beam lamp. That is, the illumination is performed by the light distribution pattern LBP of the passing beam shown in FIG. When the inter-vehicle distance is equal to or greater than the first predetermined distance (S23), the lighting control means ECU lights only the H2 light source 142 of the traveling beam lamps RHBL, LHBL, and increases the luminous intensity of the second illumination area SA2 (S24). Thereby, the illumination is performed with the light distribution pattern LBP + HBP2 of the traveling beam shown in FIG. This brightly illuminates the area immediately before and the surrounding area of the host vehicle, and enhances the visibility ahead of the host vehicle without dazzling the preceding vehicle, thereby ensuring safe driving.

  Further, here, when the inter-vehicle distance with the preceding vehicle is equal to or greater than the second predetermined distance which is larger than the first predetermined distance (S25), the lighting control means ECU subsequently lights the H1 light source 141, The luminous intensity of one illumination area SA1 is increased (S26). As a result, the traveling beam light distribution pattern LBP + HBP1 + HBP2 shown in FIG. 5 (c) is illuminated, and the visibility of the far front area and the surrounding area of the own vehicle is improved while preventing dazzling of the preceding vehicle that has moved far forward. Thus, safe driving can be ensured.

  In the second embodiment, the flowchart is omitted, but when the inter-vehicle distance from the preceding vehicle becomes shorter than the second predetermined distance again, the H1 light source 141 is turned off first, and further than the first predetermined distance. When it becomes shorter, the H2 light source 142 is also turned off so that the traveling beam lamp is turned off to return to the passing beam illumination, so that the front area of the vehicle suddenly becomes dark while preventing dazzling the adjacent vehicle ahead. This avoids this problem and enhances the visibility of the front area of the vehicle to ensure safe driving.

  FIG. 7 is a conceptual configuration diagram of a traveling beam lamp RHBL (LHBL) in the third embodiment. This lamp is configured as a projector-type lamp, and is provided with a reflector 21 having a substantially spheroidal shape, a cylindrical holder 22 attached to the front opening of the reflector 21, and a front opening of the holder 22. The condensing lens 23 is made up of. Inside the reflector 21 is provided a single H light source 24 comprising a bulb (bulb) arranged at the first focal point of the reflector 21. The condensing lens 23 is configured as a convex lens, and the position can be adjusted in the required length range in the front-rear direction along the lamp optical axis Lx as indicated by an arrow in FIG. Has been made possible. The slide mechanism 25 is controlled by the lighting control means ECU shown in FIG. 1, and the position of the condenser lens 23 can be adjusted in accordance with the lighting / extinguishing control of the H light source 24.

  In this traveling beam lamp RHBL (LHBL), when the condenser lens 23 is adjusted to the steady position shown by the solid line in FIG. 7, the rear focal point of the condenser lens 23 is substantially coincident with the second focal point of the reflector 21. Since the light emitted from the light source 24 and reflected by the reflector 21 is emitted as a light beam substantially parallel to the lamp optical axis Lx by the condenser lens 23, as shown in FIG. The light distribution pattern HBP1 illuminates an area slightly wider than the first illumination area SA1, which is the area in the center of the vehicle front in the horizontal direction. When the condenser lens 23 is adjusted from the steady position to the rear in the optical axis direction indicated by the chain line in FIG. 7, the rear focal point of the condenser lens 23 is behind the second focal point of the reflector 21, and the H light source 24 Since the light emitted and reflected by the reflector 21 is emitted as a light beam diffused by the condenser lens 23, as shown in FIG. 8 (b), the upper part in the horizontal direction on both sides in the left-right direction as compared with the first illumination area SA1. And the light distribution pattern HBP2 that illuminates the second illumination area SA2 having an annular shape extending over the lower part.

  In the headlamp provided with the traveling beam lamp RHBL (LHBL), when switching from the low beam to the traveling beam, the traveling beam lamp RHBL (LHBL) starts to be turned on and the condenser lens 23 is moved forward from the rear position. The position is adjusted toward the steady position. As a result, the light distribution of the traveling beam lamp becomes the light distribution pattern of the second illumination area SA2 having an annular shape, as shown in FIG. 5B, and the condenser lens 23 is moved forward. As the illumination area is converged toward the center, the luminous intensity of the second illumination area SA2 decreases while the luminous intensity of the first illumination area SA1 gradually increases, and finally, as shown in FIG. Similarly, the light distribution pattern is such that the luminous intensity of the first illumination area SA1 is high and the luminous intensity of the second illumination area SA2 is lower than that. That is, the surrounding area in front of the host vehicle gradually becomes brighter, the front region of the host vehicle gradually becomes brighter, and finally the light distribution of the traveling beam. Therefore, the front area of the own vehicle does not brighten rapidly, and the driver does not feel uncomfortable. In addition, since it gradually brightens from the surrounding area, if the driver overlooks an oncoming vehicle or a preceding vehicle, other vehicles can be confirmed at that time, and in that case, switching to the traveling beam immediately Can be stopped and dazzling other vehicles can be prevented.

  On the other hand, when switching from the traveling beam to the passing beam, the position of the condenser lens 23 is gradually adjusted from the steady position toward the rear. As a result, the light quantity of the first illumination area SA1 gradually decreases from the state shown in FIG. 5C to the state shown in FIG. 5B, that is, the light intensity of the second illumination area SA2 thereafter. The first illumination area and the second illumination area are finally turned off so that only the illumination by the low beam lamp shown in FIG. Therefore, even if the lighting in the front area of the host vehicle becomes dark, the lighting in the surrounding area can be secured, and then the lighting in the surrounding area becomes dark, so it is possible to prevent the front lighting from becoming too dark, An uneasy feeling is not caused and an unfavorable situation for safe driving does not occur, and the driver does not feel uncomfortable.

  FIG. 9 is a conceptual configuration diagram illustrating a traveling beam lamp RHBL (LHBL) according to a fourth embodiment as a modification of the third embodiment. The fourth embodiment is characterized in that a light emitting element such as an LED is used as the H light source 24A, and the other parts are the same as those in FIG. Since the LED has directivity in light emission, the light emitted from the condenser lens 23 illuminates a region above the horizontal line H by disposing it in the reflector 21 so as to emit light downward from the LED. Configured to do. Accordingly, by adjusting the position of the condensing lens 23 in the traveling beam lamp in the front-rear direction along the lamp optical axis Lx, as shown in FIG. Of the annular pattern HBP2 shown in FIG. 8B and a region substantially above the horizontal line H, that is, in the horizontal direction on both sides in the left-right direction with respect to the first illumination region SA1. A light distribution pattern for illuminating the upper half of the second semicircular illumination area SA2 is obtained.

  In the fourth embodiment, when switching from the low beam to the traveling beam, the lighting of the traveling beam lamp RHBL (LHBL) is started, and then the condenser lens 23 is gradually adjusted from the rear position toward the front steady position. The light distribution of the traveling beam lamp is initially the illumination of the second illumination area SA2 having a semi-annular shape only above the horizontal line H in the light distribution of FIG. 8B, and the condenser lens 23 moves forward. Accordingly, the luminous intensity of the first illumination area SA1 in which the illumination area is focused toward the center gradually increases, and finally the luminous intensity of the first illumination area SA1 is high and the luminous intensity of the second illumination area SA2 is higher than that. The light distribution is also low. Further, when switching from the traveling beam to the passing beam, the position of the condenser lens 23 is gradually adjusted from the steady position toward the rear. As a result, the amount of light in the first illumination area SA1 gradually decreases first, then the intensity of the second illumination area SA2 also gradually decreases, and finally the first illumination area and the second illumination area are turned off. Only lighting with a low-pass beam lamp. Therefore, it becomes possible to switch to the same light distribution pattern as shown in FIG.

  Also in Example 4, the light distribution pattern does not change abruptly when switching from the traveling beam to the passing beam, or when switching from the passing beam to the traveling beam, and after securing the surrounding illumination, Since the light intensity in the front area of the vehicle can be reduced or increased, safe driving can be ensured without causing the driver to feel uncomfortable. In Example 4, a light emitting element such as an LED is used for the H light source 24A, and this type of light emitting element can easily control the amount of emitted light continuously by the applied power. When changing the luminous intensity of the second illumination area, it is possible to more effectively prevent the driver from feeling uncomfortable by gradually changing the luminous intensity with time.

  FIG. 10 is a conceptual configuration diagram of a headlamp according to the fifth embodiment. The fifth embodiment is an example of a so-called two-lamp type lamp in which the left and right headlamps RHL and LHL switch the light distribution patterns of the traveling beam and the passing beam with one lamp. The headlamps RHL and LHL are configured as projector-type lamps, and are provided with a spheroidal reflector 21, a holder 22 attached to the front opening of the reflector, and a fixed opening at the front opening of the holder 22. A condenser lens 23, an HL light source 24B such as a halogen bulb disposed at the first focal position of the reflector 21, and a rotation disposed at a position near the second focal point of the reflector 21 at a front position of the HL light source 24B. It is comprised by the shade 26, and it has comprised so that the rotation position of the rotation shade 26 can be adjusted with the lighting control means ECU shown in FIG. The rotary shade 26 includes a plurality of shades, here, at least four shades 26a to 26d arranged radially, and the shades 26a to 26d have different shapes and are arranged at different rotational positions. By adjusting the rotational position of the rotary shade 26, an arbitrary shade can be arranged at a position along the lamp optical axis Lx.

  When the rotational position of the rotary shade 26 is adjusted, for example, when the shade 26a is adjusted so as to be positioned toward the lamp optical axis Lx, it is emitted from the HL light source 24B and reflected by the reflector 21 as shown in FIG. Since the upper half area of the light is shielded by the shade 26a, almost the upper side of the horizontal line H is shielded, and the area below the horizontal line H is illuminated to form a light distribution pattern of a passing beam having a required cutoff line. When the position of the shade 26b is adjusted, as shown in FIG. 11B, a light distribution pattern that illuminates a lower region of the horizontal line H and a slight left and right peripheral region, that is, a part of the second illumination region SA2. . When the position of the shade 26c is adjusted, as shown in FIG. 11C, a light distribution pattern for illuminating the lower region of the horizontal line H and the relatively wide peripheral region on the left and right, that is, the second illumination region SA2. When the position of the shade 26d is adjusted, as shown in FIG. 11 (d), a light distribution pattern that illuminates all of the surrounding areas from the front of the vehicle, that is, the first illumination area SA1 and the second illumination area SA1.

  In the fifth embodiment, the low beam has a light distribution pattern for illuminating a region below the horizontal line H by selecting the shade 26a, that is, a low beam light distribution pattern. When switching from the passing beam to the traveling beam, the rotational position of the rotary shade 26 is controlled, and these are selected over time in the order of the shades 26b, 26c, 26d and positioned on the lamp optical axis Lx. Since the light distribution pattern is changed as shown in FIGS. 11B, 11C, and 11D, the illumination of the second illumination area SA2 in the left and right peripheral areas is first added, and the light shielding range gradually becomes the central area. It becomes a light distribution pattern of a traveling beam that is narrowed toward and further illuminates the first illumination area SA1. Further, when switching from the traveling beam to the passing beam, by changing the rotary shade 26 in the reverse order, the first illumination area begins to be shielded first, and then the shield area expands left and right, and finally The second illumination area is also shielded to form a light distribution pattern of a passing beam.

  Thus, also in Example 5, the light distribution pattern is not changed abruptly when switching from the traveling beam to the passing beam or when switching from the passing beam to the traveling beam, and the surrounding illumination is ensured. In addition, since the light intensity in the front area of the host vehicle can be reduced or increased, safe driving can be ensured without causing the driver to feel uncomfortable.

  FIG. 12 is a conceptual configuration diagram of a headlamp according to the sixth embodiment. The sixth embodiment is an example of a so-called two-lamp type lamp in which the left and right headlamps RHL and LHL switch the light distribution patterns of the traveling beam and the passing beam with one lamp as in the fifth embodiment. Here, the headlamps RHL and LHL are configured as projector-type lamps similarly to the second to fifth embodiments, and include a variable shade 27 at the position of the front opening of the spheroid-shaped lifter 21. The variable shade 27 is configured such that the light shielding pattern can be arbitrarily changed. For example, the variable shade 27 includes a light transmission type LCD (liquid crystal) device in which a large number of fine pixels are arranged in a matrix, and is controlled by the lighting control means ECU. The pattern of the light-impermeable portion, that is, the light-shielding pattern can be controlled to be changed to an arbitrary pattern by pattern control by the LCD driving means 28.

  By changing the light shielding pattern of the variable shade 27, a part of the light emitted from the HL light source 24B and reflected by the reflector 21 is shielded by the variable shade 27 as shown in FIG. A light distribution pattern having a light distribution pattern LBP of a passing beam that illuminates the lower side of H and a light distribution pattern HBP21 that illuminates a part of the slight second illumination area SA2 around the left and right. Further, as shown in FIG. 13B, the light distribution pattern LBP22 in which the illumination areas in the left and right peripheral areas of the second illumination area SA2 are enlarged can be obtained. Further, as shown in FIG. There is almost no light shielding effect, and it can be a light distribution pattern of a traveling beam provided with light distribution patterns HBP1 and HBP23 that illuminate the entire second illumination area SA2 from the first illumination area SA1 in front of the host vehicle.

  In the sixth embodiment, by the control with the variable shade 27, the light distribution pattern shown in FIG. 13A in which the lower beam is mainly illuminated in the lower beam is set to the light distribution pattern in FIG. Is set to the light distribution pattern of FIG. When switching from the passing beam to the traveling beam, the light distribution pattern is initially reduced to the first illumination area SA1 as shown in FIG. 13B by controlling the light shielding pattern of the variable shade 27 to gradually narrow the light shielding area. Only the light is shielded and the second illumination area SA2 is illuminated, and gradually the first illumination area SA1 is also illuminated, resulting in a light distribution pattern of the traveling beam. Further, when switching from the traveling beam to the passing beam, by changing the light shielding pattern of the variable shade 27 in the reverse order, the first illumination area SA1 starts to be shielded first, and then the light shielding area is moved upward and left and right. By enlarging and finally shielding the second illumination area SA2, the light distribution pattern of a passing beam is obtained.

  Thus, also in Example 6, the light distribution pattern does not change abruptly when switching from the traveling beam to the passing beam or when switching from the passing beam to the traveling beam, and the surrounding illumination is ensured. In addition, since the light intensity in the front area of the host vehicle can be reduced or increased, safe driving can be ensured without causing the driver to feel uncomfortable.

  In the sixth embodiment, since the light shielding pattern of the variable shade 27 can be arbitrarily set, for example, as shown in FIGS. 14A, 14B, and 14C, the second illumination area SA2 is particularly partially illuminated. It is also possible to set the light distribution patterns HBP21, HBP22, and HBP23 at the time so as to gradually expand from the upper area of the first illumination area SA1 toward the left and right peripheral areas, or vice versa. .

  Example 7 is an example in which the light intensity of the second illumination area or the first illumination area is controlled when the inter-vehicle distance of the vehicle ahead becomes equal to or greater than the predetermined inter-vehicle distance and the passing beam is switched to the traveling beam. FIG. 15 is a flow chart thereof. When the lamp switch LSW is turned on (S31), the low beam lamps RLBL and LLBL are turned on (S32). In this state, the forward vehicle detection device FMD detects, for example, a preceding vehicle and detects the inter-vehicle distance between the host vehicle and the preceding vehicle (S33). The lighting control means ECU applies this inter-vehicle distance to a preset control table (S34), and controls to change the luminous intensity of the second illumination area SA2 and the first illumination area SA1 based on the luminous intensity obtained from the control table (S35). . This control table is a table in which the correlation between the inter-vehicle distance and the luminous intensity of the first and second illumination areas is set. For example, FIG. 16A shows an example of the characteristics of the light intensity change control with respect to the inter-vehicle distance in the control table. In the figure, the abscissa indicates the inter-vehicle distance, and the ordinate indicates the passing beam illumination region and the traveling beam irradiation region, particularly the traveling beam irradiation region, the first and second illumination regions, and the illuminated region is indicated by hatching. Yes. As shown in this figure, when the inter-vehicle distance is smaller than the first predetermined distance L1, the light beam is illuminated, and when the inter-vehicle distance is L1 or more, the luminous intensity of the second illumination area SA2 is further increased. This state is maintained until the inter-vehicle distance reaches a first a predetermined distance L1a that is greater than the first predetermined distance, and when the inter-vehicle distance becomes equal to or greater than the first a predetermined distance L1a, the luminous intensity of the second illumination area SA2 is further increased. This state is maintained until the inter-vehicle distance reaches the second predetermined distance L2, and when the inter-vehicle distance becomes equal to or greater than the second predetermined distance L2, the luminous intensity of the first illumination area SA1 is increased. In this example, the first predetermined distance L1 and the second predetermined distance L2 are distances corresponding to the first predetermined distance and the second predetermined distance of the second embodiment.

  For example, when applied to the traveling beam lamp of the fifth embodiment shown in FIG. 10, the lighting control means ECU sets the shade 26a of the rotary shade 26 when the inter-vehicle distance is smaller than the first predetermined distance L1, Let it be a passing beam as in 11 (a). When the inter-vehicle distance becomes equal to or greater than the first predetermined distance L1, the shade is switched to the shade 26b, and only the two side areas of the second illumination area SA2 are illuminated as shown in FIG. When the inter-vehicle distance is equal to or greater than the first a predetermined distance L1a, the shade 26c is switched to illuminate substantially the entire second illumination area SA2 as shown in FIG. When the inter-vehicle distance is equal to or greater than the second predetermined distance L2, the second illumination area SA2 and the first illumination area SA1 are illuminated by switching to the shade 26d. By doing in this way, lighting control means ECU controls the light intensity of 2nd illumination area SA2 and 1st illumination area SA1 according to the inter-vehicle distance of the own vehicle and a preceding vehicle. In particular, the second illumination area SA2 can be illuminated at two different luminosities. In addition, by setting the light intensity according to the inter-vehicle distance in this way, when the vehicle is traveling while maintaining a predetermined distance from the preceding vehicle, the second illumination area SA2 has a light intensity corresponding to the inter-vehicle distance. Or the first illumination area SA1. In particular, the second illumination area SA2 can be illuminated with different luminosities as shown in FIGS. 11B and 11C according to the inter-vehicle distance.

  For example, FIG. 17 is an example of a timing diagram showing the correlation between the inter-vehicle distance and the lighting state. When the inter-vehicle distance is smaller than L1 (<T1), the illumination is performed with a passing beam. However, when the inter-vehicle distance becomes larger than the first predetermined distance L1 when the inter-vehicle distance becomes large (T1), the second When the first a predetermined distance L1a is equal to or greater than the predetermined distance L1a (T2), the light intensity illuminates almost the entire area of the second illumination area SA2. When the inter-vehicle distance becomes equal to or greater than the second predetermined distance L2 (T3), the light intensity illuminates the first illumination area SA1 and becomes a traveling beam. Thereafter, when the inter-vehicle distance becomes smaller than the second predetermined distance L2 (T4 to T5), the illumination of the first illumination area SA1 is stopped to reduce the luminous intensity. Further, as the inter-vehicle distance becomes smaller and becomes smaller than the second predetermined distance L2 to the first a predetermined distance L1a, the luminous intensity of the first illumination area SA1 and the second illumination area SA2 is sequentially decreased, and the first predetermined distance If it becomes smaller than L1 (T6), it becomes illumination with a low beam again. On the other hand, when the inter-vehicle distance is substantially constant, when the inter-vehicle distance is maintained between the first predetermined distance L1 and the first a predetermined distance L1a (T7 to T8), the second illumination area SA2 is left and right. It is held at a light intensity that illuminates only a partial area. In addition, when the vehicle interval is maintained between the first predetermined distance L1a and the second predetermined distance L2 (T9 to T10), the second illumination area SA2 is maintained at a luminous intensity that illuminates the entire area. become. In these cases, the second illumination area SA1 is not illuminated. In this way, by changing and controlling the light intensity of the second illumination area SA2 and the first illumination area SA1 according to the inter-vehicle distance, the intensity of the illumination area in front of the host vehicle is controlled to be stable according to the inter-vehicle distance. Therefore, the driver does not feel uncomfortable, and the preceding vehicle is not unnecessarily dazzled. On the other hand, the front visibility of the vehicle can be improved.

  Here, the traveling beam lamp of the fifth embodiment is a configuration example in which the light intensity of the second illumination area SA2 is changed in two steps and the light intensity of the first illumination area SA1 is changed in one step. By increasing the number of shades to be changed, the light intensity of the second illumination area SA2 can be finely changed to three or more steps, and the first illumination area SA1 can also be configured to be finely changed to a plurality of light intensity. It is. Further, the seventh embodiment is not applicable only to the traveling beam lamp of the fifth embodiment, and the traveling beam lamp of the sixth embodiment shown in FIG. 12 may be applied. Even in this case, it is possible to finely control the light intensity of the second illumination area SA2 and the first illumination area SA1 by performing finer control of the variable shade 27.

  Further, the seventh embodiment may be applied to the lamps of the first and third embodiments. However, since the lamp of the first embodiment is configured to switch the lighting of the light source, each of the second illumination area SA2 and the first illumination area SA1 can be controlled to only one level of light intensity, and accordingly, the second illumination area can be controlled according to the inter-vehicle distance. The area SA2 and the first illumination area SA1 are each controlled to have a luminous intensity of one level. That is, the characteristic of the control table in this case has a two-stage configuration of the second illumination area SA2 and the first illumination area SA1 as shown in FIG. On the other hand, since the lamp of the third embodiment is configured to control the luminous intensity by moving the condenser lens 23 in the optical axis direction, the luminous intensity of the second illumination area SA2 and the first illumination area SA1 can be controlled steplessly. It becomes possible. That is, the characteristics of the control table are as shown in FIG. 16C, and the characteristics change linearly from the low beam to the traveling beam. In this case, the beam shape is controlled to change from an annular shape to a circular shape. Since it is a lamp, the luminous intensity of the second illumination area SA2 decreases as the luminous intensity of the first illumination area SA1 increases.

  In the above description, the example of controlling the light intensity of both the second illumination area SA2 and the first illumination area SA1 according to the inter-vehicle distance has been described. However, the light intensity of only the second illumination area SA2 is configured to be controlled. Alternatively, the luminous intensity of only the first illumination area SA1 may be controlled. Further, in Example 7, the light intensity of the first and second illumination areas with respect to the inter-vehicle distance is set based on the control table, but an appropriate unit corresponding to the inter-vehicle distance using a calculator with a predetermined arithmetic expression is used. You may make it perform lighting control, calculating a luminous intensity.

  In the present invention, the forward vehicle detection device FMD for detecting the inter-vehicle distance with the forward vehicle is not limited to the image recognition device VP using the imaging camera CAM described in the first embodiment. A distance sensor that measures the distance of the vehicle using radio waves such as millimeter waves and microwaves, a position calculation sensor that calculates based on position information of the host vehicle and other vehicles obtained from the GPS sensor, or road-to-vehicle communication or inter-vehicle communication It is also possible to use mutual position calculation means for calculating based on the obtained information.

It is a block diagram which shows the whole structure of this invention. 1 is a cross-sectional view illustrating a schematic configuration of a headlamp of Example 1. FIG. It is a light distribution pattern figure of a passing beam and a traveling beam. It is a flowchart for demonstrating beam switching operation | movement. It is a figure which shows the light distribution pattern at the time of the beam switching of Example 1. FIG. 6 is a flowchart for explaining a beam switching operation according to the second embodiment. 6 is a cross-sectional view illustrating a schematic configuration of a headlamp of Example 3. FIG. It is a figure which shows the light distribution pattern at the time of the beam switching of Example 3. FIG. 6 is a cross-sectional view showing a schematic configuration of a headlamp of Example 4. FIG. 6 is a cross-sectional view illustrating a schematic configuration of a headlamp of Example 5. FIG. It is a figure which shows the light distribution pattern at the time of the beam switching of Example 5. FIG. 10 is a cross-sectional view showing a schematic configuration of a headlamp of Example 6. FIG. It is a figure which shows the light distribution pattern at the time of beam switching of Example 6. FIG. It is a figure which shows the light distribution pattern at the time of beam switching of the modification of Example 6. FIG. 18 is a flowchart for explaining an illumination control operation according to the seventh embodiment. It is a characteristic view of the control table of Example 7 and a modification. It is a timing diagram which shows the correlation of the inter-vehicle distance of Example 7, and an illumination state.

Explanation of symbols

RHL, LHL Headlamps RLBL, LLBL Passing beam lamps RHBL, LHBL Traveling beam lamp ECU Lighting control means LSW Lamp switch BSW Beam switch FMD Forward vehicle detection means LBP Passing beam light distribution pattern HBP * Traveling beam light distribution pattern SA1 First Illumination area SA2 Second illumination area

Claims (5)

  A vehicular lamp configured to be able to switch between a passing beam and a traveling beam, wherein the traveling beam has a first illumination area at the center of the front of the vehicle and a horizontal upper portion on both sides in the left-right direction with respect to the first illumination area. The lighting control means for controlling the lighting state of the vehicular lamp is capable of illuminating the second lighting area including the first lighting after increasing the luminous intensity of the second lighting area when switching from the low beam to the traveling beam. A vehicular lamp characterized in that when the luminous intensity of a region is increased and switching from a traveling beam to a passing beam, the luminous intensity of the second illumination region is decreased after the luminous intensity of the first illumination region is decreased.   Front vehicle detection means for detecting a vehicle in front of the host vehicle is provided, and the lighting control means travels from a passing beam when the inter-vehicle distance detected by the front vehicle detection means is equal to or greater than a first predetermined distance. The vehicular lamp according to claim 1, wherein the vehicular lamp is switched to a beam.   The lighting control means increases the luminous intensity of only the second illumination area when the inter-vehicle distance from the preceding vehicle is equal to or greater than the first predetermined distance, and when the distance between the front vehicles is equal to or greater than the second predetermined distance that is greater than the first predetermined distance. The vehicular lamp according to claim 2, wherein the luminous intensity of one illumination area is increased.   Front vehicle detection means for detecting a vehicle in front of the host vehicle, wherein the lighting control means is a distance between the front vehicle and the front vehicle detected by the front vehicle detection means. The vehicular lamp according to claim 1, wherein the lamp is controlled to a light intensity set based on the distance. The second illumination area is defined as any one of an annular area surrounding the first illumination area, left and right side areas of the first illumination area, or an upper area of the first illumination area. Item 5. The vehicle lamp according to any one of Items 1 to 4.

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