JP2010264912A - Device and program for controlling light quantity - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a technology capable of achieving the energy saving while preventing one's own vehicle from being hardly recognized from its periphery when dimming a light. <P>SOLUTION: In a light quantity control system of a light, if any person is not detected by the light quantity control processing of the light (S310: NO), the light quantity of the light is set to the predetermined minimum value (S350). When a person is detected (S310: YES), the lower limit of the light quantity capable of allowing the person to recognize the light of a vehicle is computed according to the position of the person, and the light quantity of the light is set to the computed light quantity (S340). When the light quantity is set, the light quantity of the light is changed so as to obtain the set value. In this light quantity control system, if any person is not detected, the light quantity of the light can be minimized. If any person is detected, the light quantity of the light of the vehicle can be changed to the light quantity to a minimum level with which the person can recognize the light of the vehicle (which may be matched with the minimum light quantity). <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a light amount control device that controls the amount of light of a light mounted on a vehicle, and a light amount control program.

  There is known a device that realizes energy saving (consumption of energy consumption) while the vehicle is stopped by reducing the headlights while the vehicle is stopped and lighting the vehicle as usual when the vehicle starts running (for example, Patent Document 1).

JP 2004-106648 A

  However, if the headlights are turned off while the vehicle is stopped as in the above-described device, there is a problem that it is difficult to visually recognize the host vehicle from the surroundings. Such a problem may occur not only when the headlight is used, but also when the light mounted on the vehicle is turned off.

  Therefore, in view of such problems, it is an object of the present invention to provide a technique for realizing energy saving while preventing the host vehicle from being difficult to visually recognize from the surroundings when reducing the light.

  In the light light quantity control device made to achieve such an object, the first light quantity setting means sets the light quantity of the light to a preset minimum light quantity when no other person is detected, and the second light quantity setting means When another person is detected, a lower limit value of the amount of light that allows the other person to visually recognize the light of the vehicle is calculated according to the position of the other person, and the light amount of the light is set as the calculated light amount. Then, when the light amount is set, the light amount changing means changes the light amount of the light so as to become the set light amount.

  According to such a light quantity control device, when no other person is detected, the light quantity of the light can be set to the minimum quantity, and when another person is detected, the other person can visually recognize the light of the vehicle. The light amount of the vehicle light can be changed to a minimum light amount (which may coincide with the minimum light amount). That is, since the minimum amount of light necessary for another person to visually recognize the light amount of the vehicle is maintained, it is possible to realize energy saving while preventing the host vehicle from being difficult to visually recognize from the surroundings.

  In the present invention, the “light quantity” indicates ease of visual recognition (visibility) when another person visually recognizes the light of the vehicle. Therefore, specific modes of “setting the amount of light” include a mode of changing the brightness of the light, a mode of changing the number of light sources to be emitted when the light is composed of a plurality of light sources, and lighting and blinking of the lights. And a mode in which the blinking period is changed.

Further, the other person position detecting means does not need to directly detect another person (that is, a person), and may detect, for example, a vehicle or the like presumed that the other person is on board.
By the way, in the light quantity control device according to claim 1, as described in claim 2, visual information acquisition means for acquiring own vehicle visual information indicating whether or not another person has visually recognized the light of the vehicle; When the visual information that the visual information acquisition means has viewed the vehicle is acquired, the light quantity reduction means that reduces and sets the light quantity of the light set by the second light quantity setting means may be provided.

  According to such a light quantity control device, when another person visually recognizes the vehicle (or when it can be estimated that another person has visually recognized the vehicle), the light quantity of light is reduced, which can further contribute to energy saving.

Further, in the light quantity control device according to claim 2, the visual information acquisition means may acquire the own vehicle visual information from the outside of the vehicle as described in claim 3.
According to such a light quantity control device, it is possible to determine whether or not the vehicle light has been visually recognized based on information acquired from the outside of the vehicle.

  Further, in the light control device according to claim 2 or 3, as described in claim 4, the light for detecting whether or not the driver of the vehicle has visually recognized the light of the moving object outside the vehicle. You may provide the visual recognition detection means and the visual information transmission means which transmits the other vehicle visual recognition information showing whether the light of the moving object was visually recognized with respect to a moving object.

  According to such a light quantity control device, information on whether or not the driver of the vehicle can visually recognize the light of the moving object such as another vehicle can be transmitted to the moving object. Therefore, if the moving object is equipped with the light quantity control device according to the third aspect, it is possible to acquire information as to whether or not the vehicle has visually recognized the moving object.

  In addition, a well-known means can be used as a means for specifying a moving object in the situation where multiple moving objects were detected. For example, by identifying the direction of a moving object and transmitting information (other vehicle identification information) that should be transmitted to a directional electromagnetic wave, the identification information is exchanged with the moving object. It is possible to employ a means for performing communication specifying a moving object using information.

  By the way, in the light quantity control device according to claim 2, as described in claim 5, the visual information acquisition means detects the pupil reflected light of another person inside the vehicle, and the pupil reflected light is If the detection is successful, the vehicle-viewing information may be obtained from pupil reflected light detection means that outputs the vehicle-viewing information indicating that another person has visually recognized the light of the vehicle.

  According to such a light quantity control device, it is possible to detect the line-of-sight direction of another person using the pupil reflected light inside the vehicle. Therefore, it can be reliably determined whether or not another person has visually recognized the light of the vehicle.

  Moreover, in the light quantity control device according to any one of claims 1 to 5, as described in claim 6, the behavior of another person with respect to the vehicle based on the acquisition result obtained by acquiring the position of another person a plurality of times. Either a behavior detection means for detecting a risk, a risk detection means for detecting a risk indicating the degree of possibility of collision with another person's vehicle based on the behavior of another person, and a risk detection means according to the detected risk Light amount correction means for correcting the light amount of the light set by the light amount setting means.

  According to such a light amount control device, the light amount of the light is corrected according to the degree of danger. For example, if the degree of danger is low, the light amount of the light can be reduced to contribute to energy saving. You can increase the amount of light and call attention to others. Note that the light may be blinked instead of the configuration in which the amount of light is increased. In this way, it is effective to call attention to others.

  Furthermore, in the light quantity control device according to claim 6, the light quantity correction means compares the danger level with a preset reference value as described in claim 7, and the danger level is higher than the reference value. If it is low, the light amount of the light may be corrected to the minimum light amount.

According to such a light quantity control device, the light quantity of the light can be maintained at the minimum quantity when the degree of danger is lower than the reference value. Therefore, it can contribute to energy saving more.
In the light quantity control device according to any one of claims 1 to 7, as described in claim 8, a front light disposed toward the front of the vehicle, and a rear of the vehicle. A rear light disposed toward the vehicle, and the light light amount control device is disposed in front of the vehicle, and is disposed in front of the vehicle and a front light control device that controls the light amount of the front light. A rear light control device that controls the amount of light of the rear light, and the front light control device and the rear light control device respectively include at least a first light amount setting unit, a second light amount setting unit, and a light amount changing unit. May be provided.

  According to such a light amount control device, the light amount of the front light is controlled by the front light control device arranged in front of the vehicle, and the light amount of the rear light is controlled by the rear light control device arranged in the rear of the vehicle. The wiring or communication line from each control device to each light can be set short. Therefore, the influence of noise and power loss can be reduced.

  By the way, when it is possible to determine whether or not another person has visually recognized the light of the vehicle, the second light quantity setting unit described above may not be provided. That is, in place of the second light quantity setting means described in claim 1, as described in claim 9, when another person is detected, the host vehicle indicates whether or not the other person has visually recognized the light of the vehicle. A visual information acquisition unit that acquires visual information, and a light amount increase unit that resets the light amount by increasing the light amount of the set light when the visual information acquiring unit acquires visual information that the vehicle is not visually recognized. And may be provided.

  According to such a light quantity control device, when no other person is detected, the light quantity of the light can be set to the minimum quantity, and when the other person is detected, the other person visually recognizes the light of the vehicle. When not, the amount of light can be increased. Therefore, energy saving can be realized while preventing the host vehicle from being difficult to see from the surroundings.

  The light quantity increasing means may be set so that the light quantity of the light is greatly increased when the visual information indicating that the vehicle is not visually recognized is obtained, or the own vehicle visual information can be repeatedly obtained. May be set so that the amount of light is gradually increased every time visual information indicating that the vehicle is not visually recognized is acquired.

Further, the invention described in any one of claims 2 to 7 can be an invention subordinate to the present invention (claim 9).
Next, the write light quantity control program according to claim 10 is a program that causes a computer to function as each means constituting the write light quantity control device according to any one of claims 1 to 9. Yes.

  According to such a light quantity control program, at least the same effect as that of the light quantity control apparatus according to the first aspect can be obtained.

It is a block diagram which shows schematic structure of the light quantity control system of 1st Embodiment. It is explanatory drawing which shows arrangement | positioning of a headlight and a taillight. It is a graph which shows the relationship between external light illumination intensity and the light quantity of a headlight. It is the flowchart (a) which shows a light quantity control process, and the flowchart (b) which shows the status determination process in a light quantity control process. It is a flowchart which shows the risk determination process in the light quantity control process. It is a flowchart which shows the risk determination process at the time of controlling the light quantity of a headlight when the vehicle stops and the headlight 11 is in the ON state. It is a graph which shows the relationship between the distance to an obstruction, and the light quantity of a headlight. It is explanatory drawing which shows the specific example which changes the light quantity of a headlight when a vehicle detects a pedestrian (the 1). It is explanatory drawing which shows the specific example which changes the light quantity of a headlight, when a vehicle detects a pedestrian (the 2). It is a flowchart which shows the risk determination process at the time of controlling the light quantity of a brake light when a vehicle stops and the brake light is set to ON state. It is explanatory drawing which shows the specific example which changes the light quantity of a brake light, when a vehicle detects a pedestrian (the 1). It is explanatory drawing which shows the specific example which changes the light quantity of a brake light, when a vehicle detects a pedestrian (the 2). FIG. 7 is an explanatory diagram showing a specific example in which the amount of light of a brake light is changed when an obstacle other than the following vehicle is detected when the vehicle stops due to a red light or traffic jam (No. 1). FIG. 7 is an explanatory diagram showing a specific example in which the amount of light of a brake light is changed when an obstacle other than the following vehicle is detected when the vehicle stops due to a red light or traffic jam (No. 1). It is a flowchart which shows a visibility determination process. It is explanatory drawing which shows the captured image at the time of determining whether the person visually recognized the vehicle by the captured image. It is a flowchart which shows a cooperation determination process. It is a block diagram which shows schematic structure of the light light quantity control system of 4th Embodiment. It is a flowchart which shows a main process. It is a flowchart which shows an area process.

Embodiments according to the present invention will be described below with reference to the drawings.
[First Embodiment]
[Configuration and Processing of First Embodiment]
FIG. 1 is a block diagram showing a schematic configuration of a light quantity control system 1 (light quantity control device) of a first embodiment to which the present invention is applied, and FIG. 2 is an explanatory diagram showing a configuration of a headlight 11 and a taillight 15. is there.

  The light amount control system 1 is mounted on a vehicle such as a passenger car, for example, and by controlling the light amounts of a plurality of lights mounted on the vehicle, it is possible to prevent the vehicle from becoming difficult to see from the surroundings. This system realizes energy saving. In the present embodiment, the “vehicle” refers to a vehicle on which the light quantity control system 1 is mounted unless otherwise specified.

  Specifically, as shown in FIG. 1, the light quantity control system 1 is configured by connecting various control units 21 to 24 having a function of communicating with each other via a communication line 5 and sensors 31 to the communication line 5. Has been.

  Each of the various control units 21 to 24 is configured as a well-known microcomputer including a CPU, a ROM, a RAM, and the like, and performs processing based on a program stored in a memory such as a ROM. In particular, the selection control unit 21 receives various sensing results from the sensors 31 and sets the light amount of the light mounted on the vehicle based on the sensing results. And it instruct | indicates to the headlight control part 22, the small light control part 23, and the brake light control part 24 which were connected via the communication line 5 so that it may change to the set light quantity.

  The headlight control unit 22 is provided for each of the left and right headlights 11 arranged toward the front of the vehicle, and the corresponding headlights 11 are separately connected to each headlight control unit 22. Each headlight control unit 22 supplies power to the headlight 11 in accordance with an instruction for designating the light amount of the headlight 11 from the selection control unit 21, and instructs the light amount of the headlight 11 from the selection control unit 21. Control on the street.

  The small light control unit 23 is connected to a front small light 12 positioned at the front of the vehicle and a rear small light 13 positioned at the rear of the vehicle. When the small light control unit 23 receives an instruction from the selection control unit 21 to specify the amount of light of each small light 12, 13, the small light control unit 23 supplies power corresponding to this instruction to each small light 12, 13. The light quantity of the lights 12 and 13 is controlled as instructed from the selection control unit 21.

  A plurality of brake lights 14 arranged toward the rear of the vehicle are connected to the brake light control unit 24. The brake light control unit 24 supplies power to each brake light 14 in accordance with an instruction from the selection control unit 21 to specify the light amount of each brake light 14, and the light amount of each brake light 14 from the selection control unit 21. Control on the street.

  In addition, as the sensors 31, a large number of switches and sensors are connected. Specifically, for example, a light switch that notifies that the headlight 11 is in an ON state, a brake switch that indicates that the vehicle brake is being operated, an accelerator switch that indicates that the accelerator of the vehicle is being depressed, Vehicle speed sensor that detects the speed of the vehicle, yaw rate sensor that detects the angular speed when the vehicle turns, rotational speed sensor that indicates the engine speed, illuminance sensor that detects the illuminance around the vehicle, sonar that detects obstacles, radar , An infrared sensor, a camera for imaging the inside and the periphery of the vehicle, and the like.

  Here, each headlight 11 is composed of a plurality of light sources as shown in FIG. Specifically, the headlight 11 is composed of a plurality of light emitting diodes (LEDs), for example, a high beam LED 61 that can irradiate about 100 m ahead, a low beam LED 62 that can irradiate about 40 m ahead, and about 4 m. The LED 63 for light distribution which can irradiate the tip is provided.

  Further, the taillight 15 is composed of a plurality of light sources as shown in FIG. Specifically, the taillight 15 is composed of a plurality of red LEDs 65, and each red LED 65 functions as a rear small light 13 and a brake light 14.

  By the way, the selection control part 21 of the light quantity control system 1 of this embodiment changes the light quantity of the headlight 11 according to the illuminance of external light (illuminance outside the vehicle) while the headlight 11 is lit. That is, as shown in FIG. 3A, the amount of light of the headlight is decreased as the illuminance of outside light becomes brighter.

  Further, as shown in FIG. 3B, the selection control unit 21 is configured to change the brightness of the headlight 11 within a certain range according to the setting of the user of the vehicle. Furthermore, as shown in FIG. 3C, the selection control unit 21 acquires the detection result of the vehicle speed by the vehicle speed sensor, and significantly reduces the light amount of the headlight 11 when the vehicle is stopped compared to when traveling. In addition, the selection control unit 21 is configured to be able to change the brightness of the headlight 11 within a certain range (within the painted range in the example of FIG. 3C) when the vehicle is stopped and running. . In addition, this structure is a structure for making it easy for the driver | operator of a vehicle to visually recognize the exterior when the other person outside a vehicle is not detected or during driving | running | working.

  In the light quantity control system 1 configured as described above, processing for controlling the quantity of light of various lights is performed. Here, FIG. 4A is a flowchart showing the light amount control process executed by the selection control unit 21, FIG. 4B is a flowchart showing the status determination process in the light amount control process, and FIG. It is a flowchart which shows the risk determination process among processes.

  The light amount control process is a process that is started when the vehicle power source such as an ignition switch is turned on, and then repeatedly performed at predetermined intervals. In this light quantity control process, as shown in FIG. 4A, first, a situation determination process for determining a vehicle situation representing the environment in which the vehicle is placed and the running state of the vehicle is performed (S110). As shown in FIG. 4B, the details of the situation determination process are obtained first by detecting the detection result by the sensors 31 (S160), and specifying the vehicle situation according to the combination of these signals (S170).

  Specifically, the detection result by the vehicle speed sensor and various detection results such as a change in the detection result are used to determine whether the vehicle is stopped, whether the vehicle is traveling, whether the vehicle is traveling If it is, it is determined whether the vehicle has just stopped or just started. At this time, the amount of light of the lit light is controlled by using detection results such as whether or not the headlight 11 is lit, whether or not the small lights 12 and 13 are lit, and whether or not the brake light 14 is lit. Set.

  Then, the specified vehicle situation is recorded in a memory such as a RAM (S180), and the situation determination process is terminated. When such a situation determination process is completed, the process returns to the light amount control process shown in FIG. 4A, acquires the vehicle situation recorded in the memory (S120), and performs a risk determination process according to the vehicle situation. (S130).

  The risk determination processing is different depending on the vehicle situation, but basically the processing shown in FIG. 5 is performed. That is, in the general risk determination process, a process for determining the possibility of collision between the vehicle and its surrounding obstacles (S210, S220), and the level of the degree that the vehicle light is visible to others around the vehicle. A process of determining visibility to be expressed (S230 to S250), determining a risk level indicating a high possibility that a collision between a vehicle and an obstacle is not avoided based on the possibility of collision and visibility, and the determination result The recording process (S260, S270) is performed.

  Specifically, first, the behavior (movement) of the obstacle is detected (S210: stranger position acquisition means). In this process, the relative movement vector between the vehicle and the obstacle is obtained by repeatedly acquiring the detection result by the radar detecting the obstacle around the vehicle, the sonar, or the extraction result obtained by extracting the obstacle from the captured image by the camera. Is detected.

  When a plurality of obstacles are detected, a relative movement vector is detected for each of the plurality of obstacles. Further, the detected obstacle is treated as “another person” of the present invention, and the following processing is performed.

  Subsequently, the possibility of collision with the detected obstacle is determined (S220: behavior detecting means). In this process, the behavior of the vehicle is estimated from the vehicle speed, the yaw rate, etc., and the behavior of the obstacle is estimated from information about the obstacle such as a relative movement vector, and the vehicle and the obstacle can collide from these estimation results. It is determined whether there is sex. If there is a possibility of collision, the probability of collision is determined.

Next, the light quantity of the target vehicle light is acquired (S230), and the illuminance around the vehicle is acquired from the illuminance sensor (S240). And visibility is determined (S250).
In this process, whether or not another person at the position of the obstacle can visually recognize the light of the vehicle with the light amount of the currently set light is determined in consideration of the illuminance around the vehicle. That is, as the ambient illuminance increases (becomes brighter), the vehicle light is likely to be assimilated with the surrounding scenery, so as the ambient illuminance increases and the light intensity of the vehicle light decreases, It determines so that visibility may become low.

  Subsequently, the risk is determined from the possibility of collision and the visibility (S260: risk detection means, light quantity increase means, light quantity decrease means). That is, it is determined that the degree of danger increases as the possibility of collision increases and as the visibility decreases. Then, the determination result is recorded in a memory such as a RAM (S270), and the risk determination process is terminated.

  When such a risk determination process ends, the process returns to FIG. 4A, corrects the light amount of the light to be controlled according to the risk level, and adjusts the corresponding light control unit to obtain the corrected light amount. Instructions are transmitted to 22 to 24 (S140: light quantity changing means, light quantity correcting means), and the light quantity control process is terminated.

  In the process of S140, the light quantity of light is set higher as the degree of danger increases, and the light quantity of light is set lower as the degree of danger decreases. Further, when the degree of danger is lower than the reference value, the light amount of the light may be corrected to the minimum light amount. Therefore, when the visibility changes from a low state to a high state, the light amount of the light is set to decrease.When the visibility changes from a high visibility state, the light amount of the light is increased. Will be set.

  Next, more specific risk determination processing will be described. FIG. 6 is a flowchart illustrating a risk determination process when controlling the amount of light of the headlight 11 when the vehicle is stopped and the headlight 11 is turned on.

  Here, in the risk determination process when the vehicle is stopped and the headlight 11 is in the ON state, S310 to S330 are processes corresponding to the processes of S210 and S220 in the general risk determination process described above. The processes of S340 and S350 are performed as processes corresponding to the processes of S260 and S270. In the risk determination process when the vehicle is stopped and the headlight 11 is in the ON state, the processes corresponding to S230 to S250 in the general risk determination process are not described, but equivalent processes are not described. May be implemented.

  In the risk determination process when the vehicle is stopped and the headlight 11 is in the ON state, first, as shown in FIG. 6, whether or not there is an obstacle outside the vehicle in front or side of the vehicle. (S310: 1st light quantity setting means, 2nd light quantity setting means), whether an obstacle is moving (S320), whether an obstacle exists within 4 m from the vehicle within the irradiation range of LED 63 for light distribution. (S330) is determined. In the processing of S310 to S330, determination is made using detection results obtained by radar (with a sensing range of about 100 m) and sonar (with a sensing range of about 4 m) in the present and the past.

  If an affirmative determination is made in all of the processes of S310 to S330 (S310 to S330: all YES), a risk level ("low" to "high") is set according to the distance to the obstacle, and that fact is recorded. (S340: second light quantity setting means), and the risk determination process is terminated. If a negative determination is made in any of the processes of S310 to S330 (S310 to S330: NO in any), the risk is set to “low” (that is, the minimum light amount), and that fact is recorded (S350: The first light quantity setting unit) and the risk determination process are terminated.

  Details of the process of S340 will be described with reference to FIG. FIG. 7 is a graph showing the relationship between the distance to the obstacle and the light quantity of the headlight. When setting the degree of danger according to the distance to the obstacle, as shown in FIG. 7A, when the distance to the obstacle is short (less than about 1 m), the light intensity of the light distribution LED 63 is set. The minimum light amount (the minimum light amount that can be set).

  In addition, even if it is the minimum light quantity, when the LED 63 for light distribution can be visually recognized in the position of an obstruction, and an obstruction is a pedestrian, it sets to the light quantity which can illuminate this pedestrian's step. Has been. In other words, the minimum light amount is set to a value that is several percent brighter than the lower limit value of the light amount that allows another person at the obstacle to see the vehicle light.

  Next, within the range until the distance to the obstacle is about 3.5 m, the light amount is increased as the distance increases. In other words, within this range, the risk increases as the distance to the obstacle increases (the risk is “medium”), and the risk is the highest when the distance is about 3.5 m. (Risk level “high”). Further, within this range, the light quantity is set so that the light can be visually recognized from the position of the obstacle.

  Further, when the distance to the obstacle is in the range of about 3.5 m to 4 m, the light amount is decreased as the distance to the obstacle is increased. That is, within this range, it is determined that the degree of risk decreases as the distance to the obstacle increases. When the distance to the obstacle exceeds 4 m, it is determined that the risk level is low (risk level “low”).

  Furthermore, when the distance to the obstacle is 4 m or more, the light amount of the light distribution LED 63 is set to the minimum light amount. In other words, the radar and sonar process on the assumption that the obstacle (other person) cannot be detected.

  By the way, the light quantity of the headlight 11 set in the case of this process may be comprised so that it can change by the setting by the driver | operator of a vehicle. That is, as shown in FIG. 7B, the setting is changed to a setting in which the amount of light is reduced by a predetermined rate compared to the normal setting (see the fine broken line in FIG. 7B) or a setting that does not light at all. be able to.

  Here, a specific example of setting the light amount of the headlight 11 (particularly the light distribution LED 63) according to the distance to the obstacle will be described with reference to FIGS. FIGS. 8 and 9 are explanatory diagrams illustrating a specific example in which the light amount of the headlight 11 is changed when the vehicle detects a pedestrian.

  In this description, as shown in FIG. 8 (a), it is assumed that a pedestrian passes from the right front of the vehicle to the left front of the vehicle while approaching the vehicle when the vehicle is stopped. First, when the pedestrian is outside the detection range (4 m) by the sonar, as shown in FIG. 8B, the headlight 11 is turned on with the minimum light amount that illuminates the range of about 1 m from the vehicle.

  Immediately after the pedestrian enters the detection range by the sonar, as shown in FIG. 8 (c), the headlight 11 is turned on with a light amount enough to illuminate the feet of the pedestrian within a range of about 3 to 4 m from the vehicle. Light up. The amount of light at this time is the maximum amount of light in the light distribution LED 63.

  Subsequently, when the pedestrian approaches the vehicle, as shown in FIG. 8D and FIG. 9A, the light amount of the headlight 11 is reduced to a light amount that always illuminates the feet of the pedestrian. Further, when the pedestrian moves away from the vehicle within the detection range by the sonar, as shown in FIGS. 9B and 9C, the light amount of the headlight 11 is set to a light amount enough to illuminate the pedestrian's feet. increase. And when a pedestrian goes out of the detection range by sonar, as shown in FIG.9 (d), the headlight 11 is lighted with the minimum light quantity.

  Next, as a specific risk determination process, the flowchart of FIG. 10 shows the risk determination process when controlling the light quantity of the brake light 14 when the vehicle is stopped and the brake light 14 is turned on. It explains using.

  Here, in the risk determination process when the vehicle is stopped and the brake light 14 is turned on, the process of S410 is performed as a process corresponding to the process of S210 in the general risk determination process described above. And the process of S440-S450 is implemented as a process corresponding to the process of S220. Further, the processes of S420 and S430 are performed as processes corresponding to the processes of S240 and S250, and the processes of S460 and S470 are performed as processes corresponding to the processes of S260 and S270.

  In the risk determination process when the vehicle is stopped and the brake light 14 is in the ON state, as shown in FIG. 10, first, an obstacle (traffic of surrounding vehicles, motorcycles, pedestrians, etc.) is detected. (S410). Then, the ambient brightness is acquired from the illuminance sensor (S420), and a coefficient corresponding to the acquired ambient brightness is set (S430).

  The coefficient set here is set to a larger value (that is, a value that contributes to increase the light amount of light) as the ambient illuminance increases. Note that the coefficient set in this process is multiplied as a value for correcting the amount of light in the process of S140.

  Subsequently, it is determined whether there is an obstacle approaching from the rear of the vehicle (S440) and whether the distance to the obstacle is changed (S450). If an affirmative determination is made in all of the processes of S440 to S450 (S440 to S450: all YES), a risk level ("low" to "high") is set according to the distance to the obstacle, and that fact is recorded (S460), and the risk determination process is terminated. If a negative determination is made in any of the processes in S440 to S450 (S440 to S450: NO in any), the risk is set to “low”, and the fact is recorded (S470). Exit.

  Here, a specific example of setting the light amount of the brake light 14 according to the distance to the obstacle will be described with reference to FIGS. 11 and 12. FIGS. 11 and 12 are explanatory diagrams illustrating a specific example in which the light amount of the headlight 11 is changed when the vehicle detects a pedestrian.

  In this description, it is assumed that the vehicle stops at a red light or the like. First, when the vehicle is decelerated during movement, the detection result by the vehicle speed sensor is not 0, and the brake switch is turned on. At this time, the selection control unit 21 turns on the brake light 14 as in a normal vehicle, as shown in FIG. After that, if the vehicle stops and no obstacles are detected by the rear sonar and radar, the brake light 14 is set to the extinguished or light-reduced state as shown in FIG. Set to light intensity).

  Next, when an obstacle such as a following vehicle is detected within a detection range by the radar, the brake light 14 is turned on. At this time, for example, if the speed of the obstacle is higher than a reference speed set in advance, the brake light 14 is turned on with the maximum amount of light. If the speed of the obstacle is lower than the reference speed, FIG. As shown, the brake light 14 is turned on with a light amount less than the maximum light amount (for example, the minimum light amount).

  When the brake light 14 is turned on with a light amount less than the maximum light amount, when the obstacle further approaches the vehicle, as shown in FIGS. 11 (d) and 12 (a), the speed of the obstacle If the degree of danger such as a collision is increased by taking into account the distance to the obstacle, the amount of light of the brake light 14 is increased.

  After turning on the brake light 14 with the maximum amount of light, for example, when an obstacle approaches the vehicle, this lighting state is maintained as shown in FIG. Then, when the obstacle is stopped, the brake light 14 is set to the minimum light amount as shown in FIG.

  Even when the obstacle moves away from the vehicle or when the obstacle is no longer detected, the brake light 14 is set to the minimum light amount. Subsequently, when the vehicle starts, such as when a green signal is generated, the vehicle starts without lighting the brake light 14 as shown in FIG.

  Next, when the vehicle is stopped due to a red light or traffic jam, an obstacle such as a following vehicle is stopped at the rear of the vehicle (that is, the situation shown in FIG. 12C). A specific example of setting the light quantity of the brake light 14 when the obstacle is detected will be described with reference to FIGS. 13 and 14. FIGS. 13 and 14 are explanatory diagrams illustrating a specific example in which the light amount of the headlight 11 is changed when an obstacle other than the following vehicle is detected when the vehicle stops due to a red signal or traffic jam.

  In this description, as shown in FIG. 13 (a), when the following vehicle stops behind the host vehicle when the vehicle stops due to a red light or traffic jam, an attempt is made to further cross the road behind the vehicle. It is assumed that a pedestrian who travels and an obstacle (another vehicle or a motorcycle) passing through an adjacent lane are detected.

  When the pedestrian passes through the detection range by the sonar behind the vehicle, the amount of light of the brake light 14 is controlled according to the position (distance) of the pedestrian, as in the examples shown in FIGS. . In particular, when an obstacle approaching from behind is detected while the pedestrian is passing, the control of the light amount when only the pedestrian is detected is continued as shown in FIG.

  Then, the behavior of obstacles approaching from the pedestrian and the rear is monitored, and the possibility of collision between the pedestrian and the obstacle is set in advance as in the case where the pedestrian or the obstacle approaching from the rear does not decelerate. When it becomes higher than the value, as shown in FIG. 13C, attention is urged to a pedestrian or an obstacle approaching from behind. Specifically, the brake light 14 is blinked.

  Thereafter, when the pedestrian stops (see FIG. 14A), the obstacle moves away from the vehicle (see FIG. 14B), and then the pedestrian goes out of the detection range by the sonar, FIG. 14C. As shown, the light quantity of the brake light 14 is returned to the minimum light quantity.

[Effects of the first embodiment]
In the light light quantity control system 1 described in detail above, the selection control unit 21 sets the light quantity of the light to a preset minimum light quantity when no other person is detected in the light quantity control process. In addition, when another person is detected, a lower limit value of the light quantity that allows the other person to visually recognize the light of the vehicle is calculated according to the position of the other person, and the light quantity of the light is set as the calculated light quantity. Then, when the light quantity is set, the selection control unit 21 changes the light quantity of the light so as to become the set light quantity.

  According to such a light quantity control system 1, when no other person is detected, the light quantity of the light can be reduced to the minimum quantity, and when another person is detected, the other person can visually recognize the light of the vehicle. The light quantity of the vehicle light can be changed to the minimum light quantity (which may coincide with the minimum light quantity). That is, since the minimum amount of light necessary for another person to visually recognize the light amount of the vehicle is maintained, it is possible to realize energy saving while preventing the host vehicle from being difficult to visually recognize from the surroundings.

  In the light quantity control system 1, the selection control unit 21 repeatedly acquires the position of another person a plurality of times, detects the behavior of the other person with respect to the vehicle based on the acquisition result, and determines the other person's behavior based on the behavior of the other person. The degree of danger indicating the high possibility of collision with the vehicle is detected. Then, the selection control unit 21 corrects the light amount of the light set by any of the light amount setting means according to the detected risk level.

  According to such a light amount control system 1, the light amount of light is corrected according to the degree of danger. For example, if the degree of danger is low, the amount of light of the light can be reduced to contribute to energy saving. If it is high, the amount of light can be increased to alert other people. Note that the light may be blinked instead of the configuration in which the amount of light is increased. In this way, it is effective to call attention to others.

  Further, in the light quantity control system 1, the selection control unit 21 compares the danger level with a preset reference value, and corrects the light quantity of the light to the minimum quantity when the danger level is lower than the reference value.

  According to such a light quantity control system 1, when the degree of danger is lower than the reference value, the light quantity of the light can be maintained at the minimum quantity. Therefore, it can contribute to energy saving more.

[Second Embodiment]
[Configuration and Processing of Second Embodiment]
Next, another type of light quantity control system 2 (light quantity control device) will be described. This embodiment (second embodiment) In the following embodiments, only the portions different from the light light amount control system 1 of the first embodiment will be described in detail, and the same portions as the light light amount control system 1 of the first embodiment will be described. The same reference numerals are given and the description is omitted.

  In the light quantity control system 1 of the first embodiment, the quantity of light of the vehicle light is set to the quantity of light that is estimated to be visible to other people at the position of the obstacle. It is determined whether or not it has been visually recognized. And the above-mentioned risk level is determined using this determination result.

  That is, the process shown in FIG. 15 is performed in place of the processes of S230 to S250 of the general risk determination process shown in FIG. FIG. 15 is a flowchart showing the visibility determination process executed by the selection control unit 21. In the visibility determination processing, the processing of S510 to S560 corresponds to the visual information acquisition means referred to in the present invention.

  The visibility determination process is a process performed subsequent to the process of S220 of the general risk determination process. In this visibility determination process, first, a camera that captures the outside of the vehicle is imaged around, the captured image is acquired, and a human face is detected from the captured image (S510). The persons detected in this process include not only pedestrians but also persons who have boarded the vehicle.

  Then, the directional light 71 is turned on in the direction of the detected face, the person who is irradiated with the directional light 71 is imaged, and pupil reflected light by the person is detected (S520). In the process of S520, pre-lighting for turning on the directional light for a short time and main lighting for turning on the directional light for a long time are performed. Imaging may be performed.

  Here, as shown in FIG. 16A, the directional lights 71 are arranged side by side in a state where a plurality of directional light sources 73 are directed in different directions. A plurality of cameras 72 that can capture reflected light are arranged in the vicinity of these light sources 73.

  In the process of S520, when a person is imaged, pupil reflected light cannot be detected as shown in FIG. 16B if the face is not facing the direction of the vehicle. If the face of the person faces the direction of the vehicle and the line-of-sight direction coincides with the direction of the vehicle (direction of the directional light 71), as shown in FIG. Light can be detected.

  On the other hand, even if the face direction is the direction of the vehicle, if the line-of-sight direction does not match the direction of the vehicle, pupil reflected light cannot be detected as shown in FIG. Therefore, in the following processing, it is determined whether or not the person has seen the vehicle by detecting the orientation of the person's face (S530) and the presence or absence of pupil reflected light (S540).

  If the face of the person faces the direction of the vehicle and pupil reflection light is detected (S530, S540: YES in both), the vehicle's visual recognition information indicating that the person has recognized the visual information is stored in a memory such as a RAM. (S550: Pupil reflection light detection means), and the visibility determination process ends. Further, if the face of the person faces in a direction other than the direction of the vehicle, or the pupil reflected light is not detected (S530, S540: NO in any one), the host vehicle indicates that the person has not seen it. The visual information is recorded in a memory such as a RAM (S560), and the visibility determination process is terminated.

  When such a visibility determination process is performed, the process after S260 of the risk determination process (FIG. 5) is performed, and if there is a person's visual recognition, a lower risk is set as compared with the case of visual recognition. In the process of changing the light amount of light (S140), the light amount is further suppressed.

[Effects of Second Embodiment]
In the light light quantity control system 2 described in detail above, when the other person is detected, the selection control unit 21 acquires own vehicle visual information indicating whether or not the other person has visually recognized the light of the vehicle. When the visual information indicating that the vehicle is not visually recognized is acquired, the amount of light is increased and reset as compared with the case where the visual information indicating that the vehicle is visually recognized is acquired.

  According to such a light quantity control system 2, when no other person is detected, the light quantity of the light can be reduced to the minimum quantity, and when the other person is detected, the other person visually recognizes the light of the vehicle. When not, the amount of light can be increased. Therefore, energy saving can be realized while preventing the host vehicle from being difficult to see from the surroundings.

  In addition, in the light quantity control process, the selection control unit 21 may set so that the light quantity of the light is greatly increased when the visual information indicating that the vehicle is not visually recognized is acquired. In the case of a configuration in which the visual information can be repeatedly acquired, the light amount may be set to be gradually increased every time visual information indicating that the vehicle is not visually recognized is acquired.

  Further, in the light quantity control system 2, when the selection control unit 21 acquires the own vehicle visual information indicating whether or not another person has visually recognized the light of the vehicle, and acquires the visual information indicating that the vehicle is visually recognized, Decrease the light intensity of the set light.

  According to such a light quantity control system 2, the light quantity is reduced when another person visually recognizes the vehicle (or when it can be estimated that another person has visually recognized the vehicle), which can contribute to further energy saving.

  Further, in the light quantity control system 2, the selection control unit 21 detects other person's pupil reflected light inside the vehicle, and when the pupil reflected light can be detected, the other person visually recognizes the light of the vehicle. The own vehicle visual information is acquired from the pupil reflected light detecting means for outputting the own vehicle visual information.

  According to such a light quantity control system 2, it is possible to detect another person's line-of-sight direction using the pupil reflected light inside the vehicle. Therefore, it can be reliably determined whether or not another person has visually recognized the light of the vehicle.

[Third Embodiment]
Next, another embodiment of the light quantity control system 3 (light quantity control apparatus) will be described. In the light amount control system 3 of the present embodiment, a linkage determination process is performed instead of the visibility determination process (FIG. 15) performed in the light amount control system 2 of the second embodiment. FIG. 17 is a flowchart showing the cooperation determination process executed by the selection control unit 21. In the cooperation determination process, the processes of S650 to S670 correspond to the visual information acquisition unit referred to in the present invention.

  In the visibility determination process of the second embodiment, whether or not another person (person) has visually recognized the vehicle in the vehicle is detected. However, in the cooperation determination process of this embodiment, whether or not another person has visually recognized the vehicle. Is detected outside the vehicle, and the detection result is received by the vehicle. In addition, information is transmitted to another vehicle having the same function as to whether or not the driver of the host vehicle has visually recognized the other vehicle.

  Specifically, in the cooperation determination process, as shown in FIG. 17, first, by using a directional antenna, an energy saving cooperation request signal for requesting cooperation in the moving direction of the detected obstacle is transmitted (S610). . And whether there was a response to this energy saving cooperation request (S620), whether energy saving cooperation was accepted (S630), when implementing energy saving, there was no adverse effect on other obstacles and obstacles approved energy saving cooperation It is determined whether there is a light directed in the direction of (S640).

  If an affirmative determination is made in all of the processes of S620 to S640 (S620 to S640: YES in all), it is determined whether or not own vehicle visual information indicating that the vehicle has been visually recognized from the direction of the obstacle has been acquired (S650). . If the vehicle viewing information indicating that the vehicle is viewed from the direction of the obstacle has been acquired (S650: YES), the fact that the vehicle has been viewed by a person is recorded in a memory such as a RAM (S660), and the processing of S680 is performed. Transition.

  If the vehicle viewing information indicating that the vehicle has been viewed from the direction of the obstacle has not been acquired (S650: NO), the vehicle viewing information indicating that the vehicle has not been viewed is recorded in a memory such as a RAM (S670). , The process proceeds to S680.

If a negative determination is made in any of the processes of S620 to S640 (S620 to S640: NO in any), the process proceeds to S680.
In the processing after S680, when a request for energy saving cooperation is received from the outside, processing according to the request is performed. First, it is determined whether or not there has been an energy saving cooperation request from the outside of the vehicle (S680).

  If there is no energy saving cooperation request (S680: NO), the cooperation determination process is immediately terminated. If there is an energy saving cooperation request (S680: YES), a response to this request and a signal to approve the cooperation are transmitted to the energy saving cooperation request source (S690).

  Subsequently, an image captured by a camera that captures the driver's face inside the vehicle is acquired, and the captured image is subjected to image processing, whereby the driver receives the energy-saving cooperation request (that is, the direction in which another vehicle exists). Is determined (S700: Light visual detection means). This process is performed using a known method of detecting the driver's line-of-sight direction by image processing.

  If the visual recognition by the driver can be confirmed (S700: YES), information indicating that the other vehicle has been visually recognized is transmitted to the request source of the energy saving cooperation (S710: visual information transmission means), and the cooperation determination process is terminated. If the driver's visual recognition is not confirmed (S700: NO), information indicating that the other vehicle has not been visually recognized is transmitted to the requester of the energy saving cooperation (S720: visual information transmitting means), and the cooperation determination process is performed. Exit.

According to such a light quantity control system 3, it is possible to determine whether or not the light of the vehicle can be visually recognized based on information acquired from the outside of the vehicle.
Furthermore, in the light quantity control system 1, the selection control unit 21 detects whether or not the driver of the vehicle has visually recognized the light of the moving object outside the vehicle, and whether or not the driver has visually recognized the light of the moving object. Since the other vehicle visual information indicating that is transmitted to the moving object, information on whether or not the driver of the vehicle can visually recognize the light of the moving object such as the other vehicle may be transmitted to the moving object. it can. That is, it can contribute to energy saving of other vehicles.

  In addition, a well-known means can be used as a means for specifying a moving object in the situation where multiple moving objects were detected. For example, by identifying the direction of a moving object and transmitting information (other vehicle identification information) that should be transmitted to a directional electromagnetic wave, the identification information is exchanged with the moving object. It is possible to employ a means for performing communication specifying a moving object using information.

[Fourth Embodiment]
Next, another embodiment of the light quantity control system 4 (light quantity control apparatus) will be described. FIG. 18 is a block diagram illustrating a schematic configuration of the light quantity control system 4 of the fourth embodiment. The light quantity control system 4 of the present embodiment includes a front control unit 41 and a rear control unit 42 instead of the headlight control unit 22, the small light control unit 23, and the brake light control unit 24 shown in FIG. Yes.

  The front control unit 41 and the rear control unit 42 are configured as known microcomputers including a CPU, a ROM, a RAM, and the like, and are configured to be able to perform communication via the communication line 5. Here, the light control units 22 to 24 shown in FIG. 1 only control the light amount of each light according to the light amount set by the selection control unit 21. The control unit 42 also sets the light amount of the connected light.

  The front control unit 41 is disposed in front of the vehicle (front side), and is connected to the headlight 11 and the front small light 12, and controls the amount of light. On the other hand, the rear control part 42 is arrange | positioned in the back (rear side) in a vehicle, is connected to the rear small light 13 and the brake light 14, and controls these light quantities.

  In the light quantity control master system 4 having such a configuration, the selection control unit 21 executes the process shown in FIG. FIG. 19 is a flowchart showing main processing executed by the selection control unit 21.

  The main process is a process that is started when a vehicle such as an ignition switch is turned on, and is then repeatedly executed at a predetermined cycle. For details of the main process, as shown in FIG. 19, first, the state of the power supply is monitored (S810). In this process, for example, the voltage of a battery mounted on the vehicle is acquired.

  Subsequently, based on the voltage of the battery, it is determined whether or not the forced eco mode needs to be set (S820). That is, when the battery voltage is lower than the reference voltage, it is assumed that the battery may run out, and this processing is performed to set the forced eco mode that saves power.

  When the forced eco mode is set, the amount of light of the light is reduced so as to save power more than when the other mode is set. In addition, when it is necessary to set the forced eco mode, a large amount of power is consumed except for the lights, such as when a large amount of power is required to recover the abnormality when the abnormality occurs in the vehicle. There are situations where it is necessary.

  If it is not necessary to enter the forced eco mode (S820: NO), the process proceeds to S850 described later. If it is necessary to set the forced eco mode (S820: YES), the front control unit 41 and the rear control unit 42 are instructed to set the forced eco mode (S830). Subsequently, the driver is notified by displaying a light (warning light) that draws attention to the effect of the forced eco mode (S840).

  Subsequently, it is determined whether or not the manual eco mode is set by the driver (user) of the vehicle (S850). The manual eco mode is an energy saving mode that can be selected by the driver via an interface (not shown) such as an operation button of the selection control unit 21. When the manual eco mode is set, fine light control such as adjusting the light amount of light according to the driver's visual acuity or increasing the light amount only at the intersection can be performed.

  If the manual eco mode is set (S850: YES), the front control unit 41 and the rear control unit 42 are instructed to set the manual eco mode (S860), and the main process is terminated. If the manual eco mode is not set (S850: NO), the front control unit 41 and the rear control unit 42 are set so that the front control unit 41 and the rear control unit 42 set the automatic processing eco mode in which energy saving is performed based on their own judgment. (S870), and the main process is terminated.

  Next, FIG. 20 is a flowchart showing area processing executed by the front control unit 41 and the rear control unit 42, respectively. The area process is a process corresponding to the light amount control process (FIG. 4 and the like).

  The area process is a process that is started when a vehicle such as an ignition switch is turned on. As shown in FIG. 20, first, communication with the selection control unit 21 is performed, and settings related to energy saving are acquired. (S910). And based on this acquired information, an energy saving mode is set (S920).

Subsequently, the traveling state is determined (S930), and a process to be executed is selected according to the traveling state (S940). Then, the selected process is performed (S950 to S990).
Note that the process of S930 corresponds to the process of S110 in the light amount control process shown in FIG. 4, and the processes of S940 to S990 correspond to the processes of S130 and S140.

  In the light quantity control system 4 as described above, a front control unit 41 that is disposed in front of the vehicle and controls the light quantity of the headlight 11 and the like, and is arranged in the rear of the vehicle and controls the light quantity of the brake light 14 and the like. And a rear control unit 42. In the light amount control system 4, the front control unit 41 and the rear control unit 42 each perform a light amount control process.

  According to such a light amount control system 4, the light amount of the headlight 11 and the like is controlled by the front control unit 41 disposed at the front of the vehicle, and the light amount of the brake light 14 and the like is disposed at the rear of the vehicle. Since the control is performed by 42, the wiring or communication line from each control unit 41, 42 to each light can be set short. Therefore, the influence of noise and power loss can be reduced.

[Other Embodiments]
Embodiments of the present invention are not limited to the above-described embodiments, and can take various forms as long as they belong to the technical scope of the present invention.

  For example, in the above embodiment, the aspect of changing the brightness of the light as the “light amount” is adopted, but it is only necessary to change the visibility (visibility) when another person visually recognizes the light of the vehicle. When the light is composed of a plurality of light sources, a mode in which the number of light sources to emit light is changed, a mode in which lighting and flashing of the light are changed, a flashing cycle, or the like may be adopted.

  DESCRIPTION OF SYMBOLS 1-4 ... Light quantity control system, 5 ... Communication line, 11 ... Headlight, 12 ... Front small light, 13 ... Rear small light, 14 ... Brake light, 15 ... Tail light, 21 ... Selection control part, 22 ... Head Light control unit, 22 ... light control unit, 23 ... small light control unit, 24 ... brake light control unit, 31 ... sensors, 41 ... front control unit, 42 ... rear control unit, 61 ... LED for high beam, 62 ... low beam LED, 63 ... LED for light distribution, 65 ... red LED, 71 ... directional light, 72 ... camera, 73 ... light source.

Claims (10)

A light amount control device for controlling the amount of light of a light mounted on a vehicle,
Other person position acquisition means for acquiring the detection result of the position of another person outside the vehicle,
A first light amount setting means for setting the light amount of the light to a preset minimum light amount when the other person is not detected;
A second value for calculating the lower limit of the amount of light that allows the other person to visually recognize the light of the vehicle when the other person is detected, and setting the light amount of the light to the light amount obtained by the calculation; Light intensity setting means;
When the light quantity is set by any of the light quantity setting means, the light quantity changing means for changing the light quantity of the light so as to become the set light quantity;
A light intensity control device comprising: The light quantity control device according to claim 1,
Visual information acquisition means for acquiring own vehicle visual information indicating whether or not the other person has visually recognized the light of the vehicle;
A light amount reducing unit that reduces and sets the light amount of the light set by the second light amount setting unit when the visual information that the visual information acquisition unit has viewed the vehicle is acquired;
A light intensity control device comprising: The light quantity control device according to claim 2,
The said visual information acquisition means acquires the said own vehicle visual information from the exterior of the said vehicle. The light light quantity control apparatus characterized by the above-mentioned. In the light quantity control device according to claim 2 or 3,
A light visual detection means for detecting whether or not the driver of the vehicle has visually recognized the light of a moving object outside the vehicle;
Visual information transmission means for transmitting other vehicle visual information indicating whether or not the light of the moving object has been visually recognized to the moving object;
A light intensity control device comprising: The light quantity control device according to claim 2,
The visual information acquisition means detects the other person's pupil reflected light inside the vehicle, and when the pupil reflected light can be detected, the vehicle visual information indicating that the other person has visually recognized the light of the vehicle. The light quantity control device characterized in that the vehicle visual information is obtained from pupil reflected light detection means for outputting. In the light quantity control apparatus in any one of Claims 1-5,
Behavior detecting means for detecting the behavior of the other person with respect to the vehicle based on an acquisition result obtained by acquiring the position of the other person a plurality of times;
A degree of risk detection means for detecting a degree of risk representing a high possibility of collision with the vehicle of the other person based on the behavior of the other person;
A light amount correction unit that corrects the light amount of the light set by any one of the light amount setting units according to the detected degree of risk;
A light intensity control device comprising: The light quantity control device according to claim 6,
The light quantity correction means compares the danger level with a preset reference value, and corrects the light quantity of the light to the minimum light quantity when the danger level is lower than the reference value. Control device. In the light quantity control device according to any one of claims 1 to 7,
As the light,
A front light arranged towards the front of the vehicle,
A rear light arranged toward the rear of the vehicle;
In addition,
The light intensity control device
A front light control device that is disposed in front of the vehicle and controls the amount of light of the front light;
A rear light control device that is disposed behind the vehicle and controls the amount of light of the rear light;
With
The front light control device and the rear light control device each include at least the first light amount setting unit, the second light amount setting unit, and the light amount changing unit. . A light amount control device for controlling the amount of light of a light mounted on a vehicle,
Other person position acquisition means for acquiring the detection result of the position of another person outside the vehicle,
A light amount setting means for setting the light amount of the light to a preset minimum light amount when the other person is not detected;
Visual information acquisition means for acquiring own vehicle visual information indicating whether or not the other person has visually recognized the light of the vehicle when the other person is detected;
When the visual information that the visual information acquisition means does not visually recognize the vehicle is acquired, the light quantity increasing means that increases the light quantity more than the set light quantity and resets the light quantity;
When the light amount is set by the light amount setting means or the light amount increasing means, the light amount changing means for changing the light amount of the light so as to become the set light amount;
A light intensity control device comprising:   A light light quantity control program for causing a computer to function as each means constituting the light light quantity control device according to any one of claims 1 to 9.