JP2011037342A - Vehicular headlight system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular headlight system which adequately controls the irradiation of a headlight by rapidly and efficiently detecting a preceding vehicle in front of one's own vehicle. <P>SOLUTION: The vehicular headlight system includes headlight units 210L, 210R capable of selectively forming a plurality of light distribution patterns having the optical axis inclined forward to a vehicle, an image pickup unit 102 which is arranged on the vehicle and capable of successively acquiring the image frame data picking up the image in front of the vehicle by an image frame of the predetermined angle of view, a detection unit 104 which divides an image pickup area in the image frame into a forward area around a predetermined area in front of one's own vehicle and a side area located at least on the left or the right of the front area to detect at least a preceding vehicle with respect to one's own vehicle in accordance with the detection standards different in the front area and the side area, and irradiation control units 228L, 228R which select and form any one of the light distribution patterns to be formed by the headlight units 210L, 210R according to the result of detection of the detection unit 104. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle headlamp system, and more particularly to a technique for quickly and efficiently detecting a front vehicle ahead of the host vehicle and appropriately controlling the irradiation of the headlamp.

  Conventionally, a system has been proposed in which image data relating to the front of the host vehicle is acquired by an image acquisition device such as a camera mounted on the vehicle and used for vehicle control. In such a system, as the image data, a forward vehicle located in front of the host vehicle is detected, and glare with discomfort is not given to the detected oncoming vehicle or the driver of the preceding vehicle or passengers As described above, there is an apparatus that automatically controls the headlight of the own vehicle. For example, the system disclosed in Patent Document 1 forms a high-beam irradiation area that can be individually irradiated with a plurality of high-beam units, and acquires an image in front of the vehicle with a CCD camera or the like to detect irradiation-prohibited objects such as oncoming vehicles. is doing. Then, the high beam unit that irradiates the region where the irradiation prohibited object exists is turned off so that the irradiation prohibited object is not glare. Moreover, the system disclosed in Patent Document 2 prevents the driver of the own vehicle from being uncomfortable by hunting with the reflector light while preventing the dazzling of the preceding vehicle and the oncoming vehicle based on the video obtained from the camera. I have to.

  Conventionally, many systems for detecting a forward vehicle existing ahead of the host vehicle have been proposed. For example, there is a system that holds vehicle shape data and recognizes a vehicle if there is a piece of image data that matches the shape data. Further, a system has been proposed that recognizes that the vehicle is a front car when the two left and right light spots exhibit similar behavior in a set, paying attention to the light spots of the light sources that constitute the headlight and tail lamp.

JP 2008-37240 A JP 2008-94127 A

  However, when recognizing a preceding vehicle based on the shape matching process of the shape data as described above or the detection process of two sets of light spots, the same shape or two sets of shape data on the image data acquired by the camera The vehicle ahead is recognized only when a light spot appears. For example, if there is a vehicle that overtakes the vehicle (hereinafter referred to as the target vehicle), the tail lamp on one side of the target vehicle that has passed the side of the vehicle begins to be visible, and then it must be moved away for a while before The camera cannot shoot two tail lamps. At this time, if the host vehicle is traveling in a high beam state, the target vehicle will pass through the side of the host vehicle until the two tail lamps are photographed. Will be irradiated and may give glare. Similarly, when recognizing a forward vehicle based on the coincidence of vehicle shape data, the silhouette of the entire target vehicle can only be photographed after passing the side of the vehicle and moving away from the vehicle for a while. As a result, there is a case where glare is given without being recognized as a target vehicle that needs to suppress glare until the target vehicle moves away by a predetermined distance.

  In addition, since the vehicle approaching the intersection from the right or left direction and the light spot of the headlight cannot be seen from the host vehicle, the host vehicle cannot detect the preceding vehicle. As a result, when the own vehicle is traveling with a high beam, the own vehicle enters the intersection in a high beam state. In this case, there is a high possibility that glare will be given to vehicles approaching the intersection from the right or left direction. Similarly, for a vehicle approaching on a curved road, the light spot of the vehicle and its headlight can be photographed directly with the vehicle's camera after the oncoming vehicle has approached the vehicle considerably. There is a high possibility that glare will be given to oncoming vehicles due to delays in switching.

  Therefore, the present invention has been made to solve the above-described problems, and the purpose thereof is to detect a preceding vehicle ahead of the host vehicle quickly and efficiently and to perform appropriate headlamp illumination control. An object of the present invention is to provide a vehicle headlamp system.

  In order to solve the above problems, a vehicle headlamp system according to an aspect of the present invention is disposed in a vehicle, a lamp unit capable of selectively forming a plurality of light distribution patterns having an optical axis facing the front of the vehicle. An imaging unit capable of sequentially acquiring image frame data obtained by imaging the front of the vehicle with an image frame having a predetermined angle of view, a front area centered on a predetermined area in front of the host vehicle, and the front area. According to the detection result of the detection unit, and a detection unit that detects at least the vehicle ahead of the vehicle according to different detection criteria in the front region and the side region. And a controller that selects and forms any one of the light distribution patterns that can be formed by the lamp unit.

  According to this aspect, it is possible to detect the forward vehicle according to different detection criteria between the front area where the characteristics of the preceding vehicle can be easily acquired and the side area where it is difficult to acquire the characteristics of the preceding vehicle. For example, the detection process for the forward vehicle in the side area is made faster or more sensitive than the detection process for the forward vehicle in the front area. As a result, the detection delay of the preceding vehicle is reduced, the detection of the preceding vehicle becomes quick and efficient, and appropriate headlamp illumination control can be performed smoothly.

  The detection unit sets, as a side area in the image frame, an area in which an object image that enters the image frame from at least one of a side edge or a lower edge of the image frame can be captured, and the side area The detection criterion for the preceding vehicle in the vehicle may be set more loosely than the detection criterion for the preceding vehicle in the front region. By setting the detection standard for the front vehicle in the side area to be looser than the detection standard for the front car in the front area, the detection process for the front vehicle in the side area becomes faster or more sensitive than the detection process for the front vehicle in the front area. . For example, the number of feature items for recognizing a vehicle ahead is less in the side area than in the front area. For example, in the front area, if there are not two sets of light spots in the image frame, the vehicle is not regarded as a front car, but in the side area, even one light spot is regarded as a front car. As a result, the detection delay of the preceding vehicle is reduced, the detection of the preceding vehicle becomes quick and efficient, and appropriate headlamp illumination control can be performed smoothly.

  The detection unit sets, as a side area in the image frame, an area in which light that enters from the side with respect to the front area of the image frame can be captured, and the detection criterion in the side area is that the luminance value of the side area is It may be set by a luminance threshold value for detecting the presence of a forward vehicle approaching the vehicle when a predetermined threshold value is exceeded. For example, when there is a vehicle that approaches the host vehicle from the left or right of the intersection, the luminance in the lateral region of the acquired image frame gradually increases. By detecting the vehicle as a forward vehicle when the luminance exceeds a predetermined threshold, a side approaching vehicle that could not be detected in the past can be quickly detected as a forward vehicle. As a result, the detection delay of the preceding vehicle is reduced, the detection of the preceding vehicle becomes quick and efficient, and appropriate headlamp illumination control can be performed smoothly.

  The detection unit has a plurality of non-existing regions in which the probability that the image of the preceding vehicle enters in the image frame is estimated to be lower than a predetermined value as a side region in the image frame, and at least according to the traveling lane information of the own vehicle Thus, the setting position of the non-existing area on the image frame may be determined, and the detection criterion for the forward vehicle in the non-existing area may be set more strictly than the detection criterion for the forward vehicle in the forward area. The non-existing area can be a portion other than the own lane when the own vehicle is traveling on a one-way road, for example. In addition, in the case of a one-sided one-lane road, a portion other than the own lane and the opposite lane can be set as a non-existing region. In this case, the non-existing area may have a higher detection criterion than the front area. By increasing the detection standard, for example, it is possible to reduce the possibility of erroneously recognizing light from a reflector such as a street light on a shoulder, a sign, or a delineator as a preceding vehicle. As a result, the detection delay of the preceding vehicle is reduced, the detection of the preceding vehicle becomes quick and efficient, and appropriate headlamp illumination control can be performed smoothly.

  The detection unit may omit detection of the forward vehicle for the determined non-existing region. In this case, for example, it is possible to eliminate erroneous detection of erroneously recognizing light from a streetlight on a shoulder, a reflector such as a sign or a delineator as a preceding vehicle, and the detection of the preceding vehicle becomes faster and more efficient. Irradiation can be controlled smoothly.

  The detection unit detects a forward vehicle when the luminance value in the front area in the image frame exceeds the first threshold, and forwards when the luminance value in the side area exceeds a second threshold greater than the first threshold. A car may be detected. In this case, the second threshold value is set to be stricter than the first threshold value so that the front vehicle is not basically detected in the non-existing region, but the vehicle is not related to the own lane such as a three-dimensional intersection in the side region. The vehicle can be detected. As a result, the irradiation control can be performed even on a vehicle that is not related to the own lane, and glare can be prevented. In other words, if sufficiently bright light can be detected in the side region, it can be said that low beam control on the safe side is performed according to the fail-safe concept.

  The detection unit may consider the paired light as the preceding vehicle when detecting a paired light having a predetermined luminance value or more that takes a difference before and after the acquired image frame data in at least the front region and is displaced in the same direction. In this case, it is possible to quickly and accurately perform the detection process for the preceding vehicle, reduce the detection delay of the preceding vehicle, and smoothly perform appropriate headlamp illumination control.

  According to the vehicle headlamp system of the present invention, detection of a forward vehicle ahead of the host vehicle can be performed quickly and efficiently, and appropriate headlamp illumination control can be performed.

1 is a conceptual diagram of a configuration of a vehicle headlamp system according to an embodiment. It is a schematic sectional drawing explaining the internal structure of the headlamp unit in the vehicle headlamp system of this embodiment. It is a schematic perspective view of the rotation shade which can be mounted in the vehicle headlamp system of this embodiment. It is a functional block diagram explaining the operation | movement cooperation of the irradiation control part of the headlamp unit of the vehicle headlamp system of this embodiment, and the vehicle control part by the side of a vehicle. It is explanatory drawing explaining an example of the image of the image frame in the vehicle headlamp system of Embodiment 1. FIG. It is explanatory drawing relevant to the vehicle headlamp system of Embodiment 2, and is explanatory drawing explaining the case where a glare is given to a front vehicle. It is explanatory drawing explaining the detection pattern of the front vehicle in the vehicle headlamp system of Embodiment 2. FIG. It is a flowchart explaining the switching procedure of the light distribution pattern in the detection pattern of Embodiment 2 shown in FIG. It is explanatory drawing explaining the other detection pattern of the front vehicle in the vehicle headlamp system of Embodiment 2. FIG. 10 is a flowchart for explaining a procedure for switching a light distribution pattern in the detection pattern of FIG. 9. It is explanatory drawing explaining the detection pattern of the front vehicle in the vehicle headlamp system of Embodiment 3. FIG. 12 is a flowchart illustrating a procedure for switching a light distribution pattern in the detection pattern of FIG. 11. FIG. 10 is an explanatory diagram for explaining another example of a detection pattern for a forward vehicle in the vehicle headlamp system according to the third embodiment. It is a flowchart explaining the modification which performs selection control of a light distribution pattern by changing the detection reference | standard of a preceding vehicle according to the driving road of the own vehicle.

  EMBODIMENT OF THE INVENTION Hereinafter, the form (henceforth embodiment) for implementing this invention is demonstrated based on drawing.

  FIG. 1 is a conceptual diagram of a configuration of a vehicle headlamp system 100 according to the present embodiment. The vehicle headlamp system 100 is configured with a photographing unit 102 and a headlamp unit 210 as the center. In the headlight unit 210, a left headlight unit 210L and a right headlight unit 210R are disposed one by one at the end of the vehicle in the vehicle width direction. The headlamp units 210L and 210R of the present embodiment form a low beam light distribution pattern by blocking, for example, a part of a beam irradiated from one light source, and form a high beam light distribution pattern when not blocking. This is a so-called variable light distribution headlamp.

  The lamp unit 10 included in each of the headlamp units 210L and 210R forms a plurality of light distribution patterns having an optical axis facing the front of the vehicle orthogonal to the vehicle width direction. Each headlamp unit 210L, 210R includes a left-passing low-beam light distribution pattern and a high-beam light distribution pattern used in an area where traffic regulations are left-handed. In addition, a right-handed low-beam light distribution pattern called “Dover low-beam” used in areas where traffic regulations are right-hand traffic, a single-high light distribution pattern in which a portion of the high-beam light distribution pattern is shielded, etc. You may include what can be formed.

  The photographing unit 102 can be composed of, for example, a CCD camera that acquires image frame data in front of the vehicle. It is desirable to fix the photographing unit 102 at a position where the front of the vehicle can be seen, such as the rear side bracket of the rearview mirror, the inside of the windshield, and the dashboard. The shooting range of the shooting unit 102 is preferably a range in front of the host vehicle, including at least the host vehicle lane on which the host vehicle travels, the oncoming lane, and the roadside, and the irradiation region of the high beam light distribution pattern. Moreover, in the case of one side multiple lanes, it is desirable to include the own lane and at least the left and right lanes of the own lane, and the range including the irradiation area of the high beam light distribution pattern. The angle of view of the photographing unit 102 can be set to ± 20 ° to the left and right, for example. Image frame data photographed by the photographing unit 102 is provided to the detection unit 104. The detection unit 104 performs processing of the image frame data based on information provided from the vehicle control unit 302, and executes detection of a forward vehicle. The detection unit 104 provides information on the detected forward vehicle to the vehicle control unit 302, and the vehicle control unit 302 provides an instruction based on the information to the irradiation control units 228L and 228R of the headlamp units 210L and 210R. The irradiation controllers 228L and 228R execute light distribution pattern formation control suitable for the detection state of the preceding vehicle.

  FIG. 2 is a schematic cross-sectional view for explaining the internal structure of the headlamp unit 210. As described above, the headlamp unit 210 is a variable light distribution headlamp that is disposed on the left and right sides of the vehicle in the vehicle width direction. The structure of the headlight unit 210R to be arranged will be described. The headlamp unit 210 </ b> R includes a lamp body 212 and a transparent cover 214. The lamp body 212 has an opening in the front direction of the vehicle, and has a detachable cover 212a to be removed when the bulb 14 is replaced on the rear side. A transparent cover 214 is connected to the opening in front of the lamp body 212 to form a lamp chamber 216. The lamp chamber 216 houses the lamp unit 10 that irradiates light in the forward direction of the vehicle. A lamp bracket 218 having a pivot mechanism 218 a serving as a swing center of the lamp unit 10 is formed in a part of the lamp unit 10. The lamp bracket 218 is screwed with an aiming adjustment screw 220 that is rotatably supported on the wall surface of the lamp body 212. Therefore, the lamp unit 10 is supported in a state where it can tilt to a predetermined position in the lamp chamber 216 determined by the adjustment state of the aiming adjustment screw 220.

  Further, on the lower surface of the lamp unit 10, a rotating shaft 222a of a swivel actuator 222 for constituting a curved road light distribution variable headlamp (Adaptive Front-lighing System: AFS) that illuminates the traveling direction when traveling on a curved road or the like. Is fixed. The swivel actuator 222 moves the lamp unit 10 around the pivot mechanism 218a based on the steering amount data provided from the vehicle side, the shape data of the traveling road provided from the navigation system, the relationship between the relative position of the vehicle ahead and the own vehicle, etc. Swivel in the direction of travel. As a result, the irradiation area of the lamp unit 10 is directed to the tip of the curved road instead of the front of the vehicle, so that the driver's forward visibility is improved. The swivel actuator 222 can be composed of a stepping motor, for example. The mechanism including the swivel actuator 222 functions as an optical axis swing mechanism that swings the optical axis in the vehicle width direction. When the swivel angle is a fixed value, a solenoid or the like can be used.

  The swivel actuator 222 is fixed to the unit bracket 224. A leveling actuator 226 disposed outside the lamp body 212 is connected to the unit bracket 224. The leveling actuator 226 is composed of, for example, a motor that expands and contracts the rod 226a in the directions of arrows M and N. When the rod 226a extends in the direction of the arrow M, the lamp unit 10 swings so as to be in a backward inclined posture with the pivot mechanism 218a as the center. On the other hand, when the rod 226a is shortened in the direction of arrow N, the lamp unit 10 swings so as to assume a forward leaning posture with the pivot mechanism 218a as the center. When the lamp unit 10 is tilted backward, leveling adjustment with the optical axis directed upward can be performed. In addition, when the lamp unit 10 is in the forward tilted posture, leveling adjustment that directs the optical axis downward can be performed. By performing such leveling adjustment, the optical axis can be adjusted according to the vehicle posture. As a result, the reach distance of the front irradiation by the headlamp unit 210 can be adjusted to an optimum distance. The mechanism including the leveling actuator 226 can also be referred to as an optical axis swing mechanism.

  This leveling adjustment can also be executed according to the running vehicle posture. For example, when the vehicle accelerates while traveling, it is in a backward leaning posture, and conversely when it is decelerated, it is in a forward leaning posture. Therefore, the irradiation direction of the headlamp unit 210 also fluctuates up and down corresponding to the posture state of the vehicle, and the front irradiation distance becomes longer or shorter. Therefore, by executing the leveling adjustment of the lamp unit 10 in real time based on the vehicle posture, it is possible to optimally adjust the front irradiation reach distance even during traveling. This is sometimes referred to as “auto-leveling”.

  On the inner wall surface of the lamp chamber 216, for example, a position below the lamp unit 10, an irradiation control unit 228 that performs lighting on / off control of the lamp unit 10 and light distribution pattern formation control is disposed. In the case of FIG. 2, an irradiation control unit 228R for controlling the headlamp unit 210R is arranged. The irradiation controller 228R also controls the swivel actuator 222, the leveling actuator 226, and the like. The headlamp unit 210L may have a dedicated irradiation control unit 228L, or the irradiation control unit 228R provided in the headlamp unit 210R may include each of the headlamp unit 210R and the headlamp unit 210L. Actuator control and light distribution pattern formation control may be collectively controlled.

  The lamp unit 10 can include an aiming adjustment mechanism. For example, an aiming pivot mechanism serving as a swing center at the time of aiming adjustment is disposed at a connecting portion between the rod 226a of the leveling actuator 226 and the unit bracket 224. Further, the above-described aiming adjusting screw 220 is disposed on the lamp bracket 218 with a gap in the vehicle width direction. For example, if the two aiming adjustment screws 220 are rotated counterclockwise, the lamp unit 10 is inclined forward with the aiming pivot mechanism as the center, and the optical axis is adjusted downward. Similarly, if the two aiming adjusting screws 220 are rotated in the clockwise direction, the lamp unit 10 is tilted backward with the aiming pivot mechanism as the center, and the optical axis is adjusted upward. Further, if the aiming adjustment screw 220 on the left side in the vehicle width direction is rotated counterclockwise, the lamp unit 10 assumes a right turning posture around the aiming pivot mechanism, and the optical axis is adjusted rightward. If the aiming adjustment screw 220 on the right side in the vehicle width direction is rotated in the counterclockwise direction, the lamp unit 10 assumes a left turning posture around the aiming pivot mechanism, and the optical axis is adjusted in the left direction. This aiming adjustment is performed when the vehicle is shipped or inspected, or when the headlamp unit 210 is replaced. The headlamp unit 210 is adjusted to a posture determined by design, and the light distribution pattern formation control of this embodiment is performed based on this posture.

  The lamp unit 10 includes a shade mechanism 18 including a rotary shade 12 (sometimes referred to as a variable shade), a bulb 14 as a light source, a lamp housing 17 that supports a reflector 16 on an inner wall, and a projection lens 20. As the bulb 14, for example, an incandescent bulb, a halogen lamp, a discharge bulb, an LED, or the like can be used. In the present embodiment, an example in which the bulb 14 is constituted by a halogen lamp is shown. The reflector 16 reflects light emitted from the bulb 14. A part of the light from the bulb 14 and the light reflected by the reflector 16 is guided to the projection lens 20 through the rotary shade 12 constituting the shade mechanism 18.

  FIG. 3 is a schematic perspective view of the rotary shade 12. The rotary shade 12 is a cylindrical member that can rotate around a rotary shaft 12a. Further, the rotary shade 12 has a notch 22 that is partially cut in the axial direction, and a plurality of plate-like shade plates 24 are held on the outer peripheral surface 12 b other than the notch 22. The rotary shade 12 can move either the notch 22 or the shade plate 24 to the position of the rear focal plane including the rear focal point of the projection lens 20 according to the rotation angle. And the light distribution pattern according to the shape of the ridgeline part of the shade plate 24 located on the optical axis O corresponding to the rotation angle of the rotary shade 12 is formed. For example, by moving any one of the shade plates 24 of the rotary shade 12 onto the optical axis O and blocking a part of the light emitted from the bulb 14, the low beam light distribution pattern or a part of the light is used for the low beam. A light distribution pattern including the characteristics of the light distribution pattern is formed. Further, the light distribution pattern for high beam is formed by moving the notch portion 22 on the optical axis O to make the light irradiated from the bulb 14 non-shielded.

  The rotary shade 12 can be rotated by, for example, a motor drive, and moves by moving the shade plate 24 or the notch 22 on the optical axis O to form a desired light distribution pattern by controlling the rotation amount of the motor. Let Note that the cutout portion 22 of the outer peripheral surface 12b of the rotary shade 12 may be omitted, and the rotary shade 12 may have only a light shielding function. When forming a high beam light distribution pattern, for example, a solenoid or the like may be driven to retract the rotary shade 12 from the position of the optical axis O. In this case, since the rotary shade 12 does not have the notch 22, for example, even if the motor that rotates the rotary shade 12 fails, the rotary shade 12 is fixed with the low beam light distribution pattern or a similar light distribution pattern. That is, the fail-safe function can be realized by reliably avoiding that the rotary shade 12 is fixed in the formation posture of the high beam light distribution pattern.

  The projection lens 20 is disposed on the optical axis O extending in the vehicle front-rear direction, and the bulb 14 is disposed on the rear side of the rear focal plane of the projection lens 20. The projection lens 20 is a plano-convex aspherical lens having a convex front surface and a flat rear surface, and a virtual vertical screen in front of the headlamp unit 210 with a light source image formed on the rear focal plane as an inverted image. Project to.

  FIG. 4 is a functional block diagram illustrating the entire vehicle headlamp system 100. That is, it is explanatory drawing explaining the operation | movement cooperation of irradiation control part 228L, 228R of headlamp unit 210L, 210R comprised as mentioned above, and the vehicle control part 302 by the side of the vehicle 300. FIG. As described above, since the configurations of the headlamp units 210L and 210R are basically the same, only the headlamp unit 210R side will be described and the description of the headlamp unit 210L side will be omitted. In the present embodiment, the vehicle control unit 302 performs control on the vehicle side based on information from various sensors, and functions as a control unit that performs a light distribution pattern selection process of the headlamp unit 210 and the like. explain.

  The irradiation control unit 228R of the headlamp unit 210R controls the power supply circuit 230 in accordance with an instruction from the vehicle control unit 302 mounted on the vehicle 300, and performs lighting control of the bulb 14. Further, the irradiation control unit 228R controls the variable shade control unit 232, the swivel control unit 234, and the leveling control unit 236 in accordance with an instruction from the vehicle control unit 302. The variable shade control unit 232 controls the rotation of a motor 238 connected to the rotary shaft 12a of the rotary shade 12 via a gear mechanism to move the desired shade plate 24 or the notch 22 onto the optical axis O. The variable shade control unit 232 is provided with rotation information indicating the rotation state of the rotary shade 12 from a detection sensor such as an encoder provided in the motor 238 or the rotary shade 12, and accurate rotation control is realized by feedback control. The

  The swivel control unit 234 controls the swivel actuator 222 to adjust the optical axis of the lamp unit 10 in the vehicle width direction. For example, the light axis of the lamp unit 10 is directed in the direction of travel when turning such as traveling on a curved road or turning left and right. Further, the leveling control unit 236 controls the leveling actuator 226 to adjust the optical axis of the lamp unit 10 in the vehicle vertical direction. For example, the position of the lamp unit 10 is adjusted according to the forward and backward tilts of the vehicle posture at the time of acceleration / deceleration to adjust the reach distance of the front irradiation to the optimum distance. The vehicle control unit 302 performs similar control on the headlamp unit 210L.

  In the case of this embodiment, the light distribution pattern formed by the headlamp units 210L and 210R can be switched according to the operation content of the light switch 304 by the driver. In this case, the vehicle control unit 302 controls the irradiation control units 228L and 228R according to the operation of the light switch 304, and forms a desired light distribution pattern by driving the motor 238 via the variable shade control unit 232.

  The headlamp units 210L and 210R of this embodiment may be automatically controlled so as to form an optimal light distribution pattern according to the vehicle surroundings detected by various sensors, regardless of the operation of the light switch 304. it can. For example, if it can be detected that a preceding vehicle or an oncoming vehicle is present in front of the vehicle, the vehicle control unit 302 determines that a low beam light distribution pattern should be formed to prevent glare. Then, the irradiation controllers 228L and 228R are controlled. Further, when it is detected that there is no preceding vehicle or oncoming vehicle in front of the host vehicle, the vehicle control unit 302 forms a high beam light distribution pattern that is not shielded by the rotary shade 12, and the driver It is determined that the field of view should be improved, and the irradiation controllers 228L and 228R are controlled.

  As described above, for example, a camera 306 such as a stereo camera is connected to the vehicle control unit 302 as an object recognition unit in order to detect an object such as a preceding vehicle or an oncoming vehicle. Image frame data photographed by the camera 306 is temporarily held by the data holding unit 308 and subjected to predetermined image processing such as object recognition processing by the detection unit 104 as necessary to detect at least a vehicle ahead of the host vehicle. Execute. The vehicle control unit 302 provides information to the irradiation control units 228L and 228R so as to form an optimal light distribution pattern in consideration of the preceding vehicle based on data regarding the preceding vehicle detected by the detection unit 104. Further, the image frame data held by the data holding unit 308 may be directly provided to the vehicle control unit 302 as necessary. For example, a real-time image may be displayed on an in-vehicle display or an overhead display. You may make it utilize for controls other than a headlamp apparatus. In the present embodiment, the camera 306 and the data holding unit 308 constitute the photographing unit 102.

  The vehicle control unit 302 can also acquire information from the steering sensor 310 and the vehicle speed sensor 312 that are normally mounted on the vehicle 300. And the vehicle control part 302 can change the light distribution pattern simply by selecting the light distribution pattern formed according to the driving | running | working state and driving | running | working attitude | position of the vehicle 300, or changing the direction of an optical axis. For example, when the vehicle control unit 302 determines that the vehicle is turning based on information from the steering sensor 310, the shade that forms a light distribution pattern that improves the visibility in the turning direction by controlling the rotation of the rotary shade 12. Plate 24 can be selected. In addition, the swivel actuator 222 may be controlled by the swivel control unit 234 so that the optical axis of the lamp unit 10 is directed in the turning direction without changing the rotation state of the rotary shade 12 so as to improve the field of view. Such a control mode may be referred to as a turning sensitive mode.

  Further, when traveling at high speed at night, it is preferable to execute illumination with a headlamp so that the oncoming vehicle, the preceding vehicle, the road sign and the message board can be recognized as soon as possible. Therefore, when the vehicle control unit 302 determines that the vehicle is traveling at high speed based on the information from the vehicle speed sensor 312, the rotation control of the rotary shade 12 is performed to change the shape of a part of the low beam light distribution pattern. You may select the shade plate 24 which forms the light distribution pattern for low beams. Similar control can also be realized by controlling the leveling actuator 226 by the leveling control unit 236 to change the lamp unit 10 to the tilted posture. The above-described automatic leveling control during acceleration / deceleration by the leveling actuator 226 is a control for maintaining the irradiation distance constant. If this control is used to positively control the height of the cut-off line, a control equivalent to a control for selecting a different cut-off line by rotating the rotary shade 12 can be performed. Such a control mode may be referred to as a speed sensitive mode.

  The adjustment of the optical axis of the lamp unit 10 can be performed without using the swivel actuator 222 or the leveling actuator 226. For example, the lighting unit 10 may be turned in real time so as to be executed in real time, or may be in a forward tilt posture or a backward tilt posture to improve the visibility in a desired direction.

  In addition, the vehicle control unit 302 can also acquire road shape information and form information, road sign installation information, and the like from the navigation system 314. By acquiring these pieces of information in advance, the leveling actuator 226, swivel actuator 222, motor 238, etc. can be controlled to smoothly form a light distribution pattern suitable for the traveling road. Such a control mode may be referred to as a navigation sensitive mode.

  In this way, by automatically changing the light distribution pattern of the vehicle according to the traveling state of the vehicle and the surroundings of the vehicle, the driver and passengers of the preceding vehicle such as the preceding vehicle and the oncoming vehicle The visibility of the driver can be improved while suppressing the glare to be given.

Embodiment 1. FIG.
By the way, when the detection unit 104 executes recognition of a forward vehicle or the like, it is detected whether or not an object that can be regarded as a forward vehicle exists in the image frame data acquired by the imaging unit 102. For example, it is possible to determine whether or not there is data that matches the vehicle shape data held in advance in the image frame data by pattern recognition and recognize the preceding vehicle. Further, it is possible to recognize the front vehicle by detecting the headlight and tail lamp of the front vehicle. Specifically, the light spot of the headlight of the vehicle ahead and the light spot of the tail lamp are usually lit in two sets on the left and right. In this case, if the light spot is that of a vehicle, the two light spots move while exhibiting the same behavior. That is, if two light spots showing the same behavior can be confirmed, it can be regarded as a vehicle headlight or tail lamp. That is, it can be regarded as a forward vehicle. The detection of the light spot of the headlight and tail lamp is relatively easy and the processing load is low, and the detection process of the preceding vehicle can be performed quickly and accurately. The distinction between the headlight and the tail lamp can be made based on the color of the light spot. That is, if it is “red”, it is a tail lamp, and the color of other light spots can be determined as a headlight.

  As described above, in the case of detection of two sets of light spots and pattern recognition using shape data, the detection unit 104 approaches from a preceding vehicle that travels forward in the same lane as the host vehicle or from a far front of the host vehicle. If it is an oncoming vehicle or the like, it can be easily detected. However, when there is an overtaking vehicle approaching from behind the own vehicle and overtaking the own vehicle, the matching process with the shape data of the vehicle recognized by the own vehicle and the detection of two sets of light spots cannot be performed quickly. There is a case. For example, as shown in FIG. 5, consider a case where the photographing unit 102 acquires image frame data obtained by photographing the front of the vehicle with an image frame FL having a predetermined angle of view. In this case, the overtaking vehicle 400 passing from the right side of the own vehicle enters the image frame FL from at least one of the side edge C1 or the lower edge B1 of the image frame FL. That is, when the overtaking vehicle 400 is at the position 400a, the whole image of the overtaking vehicle 400 and the two sets of tail lamps are not reflected in the image frame FL. As a result, the overtaking vehicle 400 at the position 400a cannot be detected as the vehicle ahead of the host vehicle. The overtaking vehicle 400 can be detected as a forward vehicle after the overtaking vehicle 400 has moved to the vicinity of the position 400b and the entire image of the overtaking vehicle 400 and two tail lamps have been photographed. Therefore, in the case of FIG. 5, the own vehicle also does not recognize the overtaking vehicle 400 as a forward vehicle. That is, if the own vehicle is traveling in a high beam state, even if the passing vehicle 400 comes to the position 400a and exits ahead of the own vehicle, automatic switching from the high beam to the low beam is not performed. As a result, until the overtaking vehicle 400 moves to a detectable position where the overtaking vehicle 400 is detected as a forward vehicle near the position 400b, the high mirror of the own vehicle is irradiated on the room mirror and the rearview mirror of the overtaking vehicle 400. It may end up. That is, glare may be given to the driver and passengers of the overtaking vehicle 400.

  Therefore, as shown in FIG. 5, the detection unit 104 has a shooting area in the image frame FL as a predetermined area in front of the own vehicle, for example, a front area M centered on the own lane area including the vehicle center line of the own vehicle, The front area M is divided into side areas N1, N2 located at least to the left or right. And the detection unit 104 is comprised so that the detection of the front vehicle with respect to the own vehicle may be performed at least according to a different detection criterion in the front area M and the side areas N1 and N2. In the case of the example of FIG. 5, the detection unit 104 detects the object image that enters the side regions N1 and N2 into the image frame FL from at least one of the side edges C1 and C2 or the lower edge B1 of the image frame FL, for example. The area that can be shot is set. And the detection unit 104 sets the detection standard of the front vehicle in the side area | regions N1 and N2 more loosely than the detection standard of the front vehicle in the front area | region M. FIG.

  The detection unit 104 sets, for example, a detection criterion of the front vehicle in the front area M as “when two sets of light spots are detected, it is set as the front vehicle”. For example, in the front area M, the detection unit 104 takes the difference between before and after the acquired image frame data and detects two sets of pair light spots that are equal to or higher than a predetermined luminance value displaced in the same direction. Considered a preceding car. In this case, since the complicated image processing is not required only by the light spot detection, the preceding vehicle detection process can be performed quickly and accurately. On the other hand, the detection unit 104 sets the detection criterion of the forward vehicle in the side areas N1 and N2 as “the front vehicle is detected when even one light spot is detected”, which is looser than the front area M. That is, the feature items for recognizing the vehicle ahead are reduced in the side areas N1 and N2 from the front area M. In this way, by setting the detection criteria different in the side areas N1 and N2 to be looser than the detection standards in the front area M, the detection process of the front vehicle in the side areas N1 and N2 is performed more than the detection process of the front car in the front area M. It becomes faster or lighter. In addition, the detection of the vehicle ahead becomes sensitive. As a result, the detection unit 104 can quickly detect possible objects of the overtaking vehicle 400. When the current light distribution pattern is in the high beam state, the vehicle control unit 302 causes the irradiation control units 228L and 228R to perform control to switch to the low beam state when a possible object of the overtaking vehicle 400 is detected. . As a result, if the possible object of the overtaking vehicle 400 is actually the overtaking vehicle 400, glare suppression control can reduce the possibility of giving glare to the driver or passenger of the overtaking vehicle 400. Can be realized.

  Further, when a lane exists on the left side of the host vehicle, the passing vehicle 400 may move forward of the host vehicle using the lane. Therefore, in the detection unit 104, if the detection criterion is “if any light spot is detected, it is determined that the vehicle is in front of the vehicle” as a detection criterion, the passing vehicle 400 can be quickly used as described above. It is possible to detect an object having the possibility of As a result, the glare suppression control for the overtaking vehicle 400 can be realized as described above.

  In addition, even when the overtaking vehicle 400 exists, the vehicle control unit 302 can prevent the overtaking vehicle 400 from being glare by the swivel control of the headlamp unit 210 even when the high beam light distribution pattern is maintained. A high beam light distribution pattern may be used on the condition of swivel control. Similarly, even when the overtaking vehicle 400 is present, the detection unit 104 can be used for a low beam when the one high light distribution pattern in which a part of the high beam is shielded from light so as not to give glare to the overtaking vehicle 400. A single high light distribution pattern may be used instead of the light distribution pattern.

  In the example illustrated in FIG. 5, the example has been described in which the side region N1 is set to the right of the front region M and the side region N2 is set to the left. In this case, the glare suppression control can be satisfactorily realized in correspondence with both cases of overtaking from the right side or the left side of the own vehicle. By the way, in the area where traffic regulations are on the left side and there are multiple lanes on one side, the overtaking lane is set on the right side of the vehicle. Therefore, it is unlikely that the vehicle is overtaken from the left side of the vehicle while traveling on the high beam. Therefore, the side area N may be set only on the right side of the front area M. In this case, even if there is “one light spot” on the left side of the own vehicle, it is not regarded as the overtaking vehicle 400. For example, it is possible to reduce malfunctions in which light from a delineator or vending machine on the shoulder of a road is erroneously detected as a tail lamp of the overtaking vehicle 400 and a light distribution pattern is switched.

  In the above description, the example in which the presence of the overtaking vehicle 400 is detected based on the light spot has been described. For example, the presence of the overtaking vehicle 400 may be detected based on the coincidence of the vehicle shape data. . In this case, for example, when 80% or more of the shape data matches in the front area M, the detection unit 104 recognizes it as a front vehicle, and when 20% of the shape data matches in the side areas N1 and N2. What is necessary is just to recognize that it is a front vehicle. Thus, even in the case of shape data, by providing different detection criteria for the front area M and the side areas N1 and N2, the overtaking vehicle 400 can be detected quickly and glare suppression control can be performed smoothly.

  Further, in the example of FIG. 5, an example in which the substantially square side areas N1 and N2 are set near the center of the side edge portions C1 and C2 is shown. However, the shape of the side areas N1 and N2 is a rectangle other than a square. A shape including a polygon such as a triangle or a curved portion may be used. For example, the side regions N1 and N2 may be rectangular and may extend from the upper end to the lower end of the side edge portions C1 and C2, or may extend from the vicinity of the center to the lower end. By not including the upper end sides of the side edges C1 and C2 in the side areas N1 and N2, it is possible to prevent, for example, misrecognizing a light spot from a streetlight or the like as the passing vehicle 400.

Embodiment 2. FIG.
As described above, when there is data that matches the vehicle shape data stored in advance in the image frame data acquired by the photographing unit 102, or when there is a light spot of the headlight or tail lamp of the preceding vehicle, The detection unit 104 can detect a forward vehicle. That is, the vehicle shape and the light spot must actually exist in the image frame data. However, as shown in FIG. 6A, when the own vehicle 402 is traveling in a high beam state and there is a forward vehicle 404 approaching the intersection at the front through the intersection road, the photographing unit 102 of the own vehicle 402 Neither the vehicle shape of the front car 404 nor the light spot of the headlight can be photographed. Therefore, the own vehicle 402 cannot detect confirmation of the approaching front vehicle 404, and may give glare to the front vehicle 404 that approaches the intersection while entering the intersection in the high beam state. Similarly, as shown in FIG. 6B, when the own vehicle 402 is traveling on a curved road in a high beam state, detection of the forward vehicle 404 approaching from the front of the curved road may be delayed. In particular, when the headlamp of the own vehicle 402 is swivel-controlled along a curved road, there may be a case where light is emitted to an area that cannot be shot by the shooting unit 102. In this case, there is a possibility that glare is given to the forward car 404 far away from the curved road without being recognized by the driver of the own vehicle 402.

  By the way, when the own vehicle 402 is lighting the headlamp, it is thought that the front vehicle 404 is also lighting the headlamp. As shown in FIGS. 7 (a) and 7 (b), the light that illuminates the road surface by turning on the headlight of the front car 404 reaches a position several tens of meters ahead of the front car 404, and the brightness of that portion is reduced. Increase. Thus, in the second embodiment, a change in luminance that is increased when the headlight of the front car 404 illuminates the road surface is detected and an object that can be regarded as the front car 404 is detected to be approaching.

  Specifically, as illustrated in FIG. 7C, the detection unit 104 includes a front area P centered on a predetermined area in front of the host vehicle 402 as a shooting area in the image frame FL, and the front area P. It divides | segments into the side area | region Q1, Q2 located in right and left. Then, the detection unit 104 sets different detection standards in the front area P and the side areas Q1 and Q2. The detection unit 104 is assumed to satisfy the detection criteria for the front vehicle when the coincidence with the vehicle shape stored in advance and the detection of two light spots such as headlights can be detected for the front region P. On the other hand, the detection unit 104 uses the side areas Q1 and Q2 as areas in which light entering from the side with respect to the front area P of the image frame FL can be photographed. Further, the side areas Q1 and Q2 are areas that are not irradiated by the headlamp of the vehicle 402. The detection unit 104 detects the front in the side areas Q1 and Q2 when the sum or average value of the luminance values of the side areas Q1 and Q2 exceeds a predetermined threshold value. The brightness threshold is set so as to detect the presence of the car 404.

  For example, the sum or average value of the luminance components of the pixels of the image frame FL corresponding to the side area Q1 and the side area Q2 is the light of the headlamp of the own vehicle 402 when there is no approaching vehicle such as the front car 404. It is a value lower than the sum or average value of the luminance components of the front area P to be irradiated. That is, it is a dark area. This state is set as a standard luminance value. When the front vehicle 404 approaches from the left or right of the intersection or both as shown in FIG. 7A, the luminance component of the side region Q1 or the side region Q2 on the approaching side approaches the front vehicle 404. Ascending gradually. In the detection unit 104, an object that can be regarded as a front car 404 is approaching an intersection when the luminance component of the side area Q1 or the side area Q2 exceeds a luminance threshold value corresponding to, for example, a 50% increase in the standard luminance value. Is detected. Then, the detection unit 104 provides the vehicle control unit 302 with information indicating that an object that can be regarded as the forward vehicle 404 has been detected. Then, the vehicle control unit 302 causes the irradiation control units 228L and 228R to execute control to switch to the low beam state when the current light distribution state is the high beam state, and when the current light distribution state is the low beam state, the low beam state. The control is executed so as to maintain the above.

FIG. 8 is a flowchart for explaining a light distribution pattern switching procedure in the detection pattern of FIG.
The vehicle control unit 302 monitors whether or not there is a request for lighting the headlamp of the host vehicle 402. If there is no lighting request (N in S100), the vehicle control unit 302 continues the monitoring in S100. Further, when there is a lighting request (Y in S100) and the vehicle ahead is present in the front area P (Y in S102), the vehicle control unit 302 sends a lighting request to the irradiation control units 228L and 228R. On the other hand, control is performed to light up in the low beam state (S104). Thereafter, the vehicle control unit 302 continues the flow after S100. In S102, when there is no forward vehicle in the front area P (N in S102), the vehicle control unit 302 determines that the luminance sum of the side area Q1 is equal to or greater than a threshold in the detection result of the detection unit 104 (Y in S106). It is determined that an object that can be regarded as a forward car 404 is approaching from the left side of the intersection. Then, the vehicle control unit 302 proceeds to S104, and causes the irradiation control units 228L and 228R to perform control to turn on in the low beam state.

  In S106, when the luminance summation of the side area Q1 is not equal to or greater than the threshold value (N in S106), and the luminance summation of the side area Q2 is equal to or greater than the threshold value (Y in S108), the vehicle control unit 302 starts from the right side of the intersection. It is determined that an object that can be regarded as the forward vehicle 404 is approaching. Then, the vehicle control unit 302 proceeds to S104, and causes the irradiation control units 228L and 228R to perform control to turn on in the low beam state. In S108, when the luminance sum of the side area Q2 is not equal to or greater than the threshold value (N in S108), the vehicle control unit 302 determines that there is no preceding vehicle or oncoming vehicle and no forward vehicle 404 approaching from the left and right at the intersection. . Then, the vehicle control unit 302 causes the irradiation control units 228L and 228R to perform control to turn on in the high beam state (S110). Thereafter, the vehicle control unit 302 continues the flow after S100.

  As described above, by detecting the object that can be regarded as the forward vehicle 404 approaching the intersection based on the change of the luminance component in the side areas Q1 and Q2, the light spot such as the vehicle shape and the headlight is confirmed. Even if it is not possible, the light distribution pattern of the own vehicle 402 can be quickly switched to the low beam state. As a result, glare suppression control can be performed on the forward vehicle 404 that is about to enter the intersection. In the case of the forward vehicle 404 approaching from the front of the curved road shown in FIG. 7B, it can be similarly detected by the change in the luminance component of the side areas Q1 and Q2, and the same effect can be obtained. .

  FIG. 9A to FIG. 9C illustrate another example in which prior detection of the forward vehicle 404 approaching the host vehicle 402 is performed in the same manner as in the examples of FIG. 7A to FIG. 7C. FIG. In this case, an example in which the front vehicle 404 approaches from the front of the curved road will be described.

  FIG. 9A is a diagram illustrating the front area P and the side areas Q1 and Q2 divided by the image frame FL. In the case of FIG. 9A as well, as in the example described with reference to FIG. 7C, the shooting area in the image frame FL is a front area P centered on a predetermined area in front of the host vehicle 402, and the front area P Are divided into side regions Q1 and Q2 located on the left and right sides. Then, the detection unit 104 sets different detection standards in the front area P and the side areas Q1 and Q2. The detection unit 104 is assumed to satisfy the detection criteria for the front vehicle when the coincidence with the vehicle shape stored in advance and the detection of two light spots such as headlights can be detected for the front region P. On the other hand, the detection unit 104 uses the side areas Q1 and Q2 as areas in which light entering from the side with respect to the front area P of the image frame FL can be photographed. Further, the side areas Q1 and Q2 are areas that are not irradiated by the headlamp of the host vehicle 402. The detection criterion in the side areas Q1 and Q2 is that the host vehicle 402 when a luminance area equal to or greater than a predetermined threshold value appears in the side areas Q1 and Q2 and further increases (enlarges) with the passage of time. The brightness threshold is set so as to detect the presence of a forward vehicle 404 approaching the vehicle.

  For example, when the vehicle 402 is traveling on a curved road and a forward vehicle 404, for example, an oncoming vehicle approaches from a distance on the curved road, as shown in FIG. 9 (a) to FIG. 9 (c), the vehicle is updated as time passes. In the image frame FL, the irradiation area by the headlight of the oncoming vehicle increases stepwise. As described above, the side regions Q1 and Q2 are darker than the front region P, and their brightness is generally stable unless light is inserted from the front of the curved path. On the other hand, as shown in FIG. 9B, when the forward vehicle 404 approaches from the front of the curved road, a luminance region exceeding a predetermined threshold appears in the side region Q. Furthermore, as shown in FIG. 9C, if the forward vehicle 404 approaches as time passes, the luminance region exceeding the predetermined threshold increases. Therefore, when the luminance region exceeding the predetermined threshold is enlarged every time the image frame FL provided from the photographing unit 102 is updated with the passage of time, the detection unit 104 detects that the object that can be regarded as the front vehicle 404 is more distant from the far side of the curve. It can be determined that the vehicle 402 is approaching. As a result, the vehicle control unit 302 can detect an object that can be regarded as the front vehicle 404 before actually photographing the shape of the front vehicle 404 or confirming the light spot thereof, so that the irradiation control units 228L and 228R can be detected. Thus, it is possible to promptly execute control such as lighting in the low beam state. Further, glare suppression control can be quickly performed on an object approaching the host vehicle 402.

FIG. 10 is a flowchart illustrating a light distribution pattern switching procedure in the detection patterns described in FIGS. 9A to 9C.
The vehicle control unit 302 monitors whether or not there is a request for lighting the headlamp of the host vehicle 402. If there is no lighting request (N in S200), the vehicle control unit 302 continues the monitoring in S200. Further, when there is a lighting request (Y in S200) and the vehicle ahead is present in the front area P (Y in S202) based on the information from the detection unit 104, the vehicle control unit 302 causes the irradiation control units 228L and 228R to On the other hand, control is performed to light up in the low beam state (S204). Thereafter, the vehicle control unit 302 continues the flow after S200. In S202, when there is no forward vehicle in the front region P (N in S202), the vehicle control unit 302 has a luminance region equal to or greater than the threshold in the side region Q1 or the side region Q2 in the detection result of the detection unit 104. Check whether or not. The threshold value in this case is desirably set in advance based on the luminance when a general vehicle headlamp starts to be inserted into the image frame FL by a test. If there is a luminance area equal to or greater than the threshold value in the side areas Q1 and Q2 (Y in S206), a luminance area equal to or greater than the threshold value is present between the currently referred image frame FL and the previous image frame FL. Compare whether or not it is enlarged. If the luminance region is increasing (enlarging) (Y in S208), it is determined that an object that can be regarded as the forward vehicle 404 is approaching from the front of the curved road. Then, the vehicle control unit 302 shifts to S204, and causes the irradiation control units 228L and 228R to perform control to turn on in the low beam state.

  Further, in S206, when there is no luminance area greater than or equal to the threshold value in the side areas Q1 and Q2 (N in S206), the vehicle control unit 302 does not have an object that can be regarded as a forward vehicle or a forward vehicle in front of the own vehicle 402. Is determined. Then, the vehicle control unit 302 causes the irradiation control units 228L and 228R to perform control to turn on in the high beam state (S210). Thereafter, the vehicle control unit 302 continues the flow after S200. Similarly, in S208, when there is a luminance area equal to or greater than the threshold value in the side areas Q1 and Q2, the luminance area has not increased (enlarged) compared to the previous image frame FL (N in S208). The vehicle control unit 302 determines that there is no forward vehicle or an object that can be regarded as a forward vehicle ahead of the host vehicle 402. Then, the vehicle control unit 302 causes the irradiation control units 228L and 228R to perform control to turn on in the high beam state (S210). Thereafter, the vehicle control unit 302 continues the flow after S200.

  As described above, the detection of the light spot such as the vehicle shape and the headlight cannot be performed by detecting the object that can be regarded as the approaching front car 404 based on the presence / absence of the increase in the luminance area in the side areas Q1 and Q2. Even in this case, the light distribution pattern of the own vehicle 402 can be quickly switched to the low beam state. As a result, the glare suppression control can be performed on the forward vehicle 404 approaching from a far side of the curved road. In the case of the forward car 404 approaching the intersection shown in FIG. 7A, it can be similarly detected based on whether or not the luminance areas of the side areas Q1 and Q2 are increased, and the same effect can be obtained. Can do.

  In this case, the vehicle control unit 302 also maintains the high beam light distribution pattern by swivel control of the headlamp unit 210 even when there is a forward vehicle 404 approaching the intersection or a forward vehicle 404 approaching from the front of the road. However, when it is possible to prevent glare from being applied to the preceding vehicle, a high beam light distribution pattern may be used on condition of swivel control. Similarly, even when there is a forward car 404 approaching the intersection or a forward car 404 approaching from the front of the curved road, glare is not given to the forward car 404 by the one-high light distribution pattern in which a part of the high beam is shielded. If possible, a single-high light distribution pattern may be used instead of the low-beam light distribution pattern.

Embodiment 3. FIG.
In each of the embodiments described above, the shooting area in the image frame FL is divided into a front area centered on a predetermined area in front of the host vehicle and a side area located at least to the left or right of the front area. Then, according to different detection criteria in the front area and the side area, at least the front vehicle with respect to the host vehicle is detected quickly and efficiently, and appropriate headlamp illumination control is enabled. This control can be said to be a control that promptly and efficiently detects the preceding vehicle and quickly switches to the light distribution pattern for the low beam on the safe side that does not give glare to the preceding vehicle. By the way, when looking at the purpose of enabling appropriate headlamp illumination control by quickly and efficiently detecting the forward vehicle ahead of the host vehicle, improving the detection accuracy of the forward vehicle, That is, the object can be achieved also by reducing the possibility of erroneous detection.

  Therefore, in the third embodiment, an example will be described in which the possibility of erroneous detection of a forward vehicle is reduced by using a front region and a side region having different detection criteria.

  The photographing unit 102 acquires the image frame FL at a predetermined angle of view. However, depending on the traveling environment of the own vehicle, it is estimated that the probability that the image of the preceding vehicle enters the image frame FL is lower than the predetermined value. Existence area exists. For example, the non-existing area of the preceding vehicle can be set in the image frame FL based on the traveling lane information of the road on which the host vehicle is traveling. If the detection standard of the front vehicle in the side area, which is the non-existing area, is set more strictly than the detection standard of the preceding vehicle in the front area, a light spot or the like exists in the non-existing area. Even if it is, it can be prevented that it is erroneously detected as a preceding vehicle.

  Specifically, as shown in FIG. 11A, when the host vehicle is traveling on a one-way street, the non-existing region can be a portion other than the host lane. That is, there is no forward vehicle other than the preceding vehicle 406 traveling in front of the host vehicle. That is, in the case of FIG. 11A, if the front vehicle is detected in the front region S, the side regions R1 and R2, which are non-existing regions, do not need to detect the front vehicle. That is, the detection process of the forward vehicle in the non-existing region may be omitted. As a result, it is possible to prevent erroneous detection of the reflection of a delineator that may be present on the shoulder of a one-way road, lighting of a vending machine, street light, etc. By omitting, the processing load of the detection unit 104 can be reduced. As a result, the detection of the forward vehicle ahead of the host vehicle can be performed quickly and efficiently. Then, if a preceding vehicle cannot be detected in front of the host vehicle, high beam irradiation is allowed, and if a preceding vehicle is detected, low beam irradiation is controlled. Is possible.

  Similarly, as shown in FIG. 11B, when the host vehicle is traveling on a one-lane road, portions other than the host lane and the oncoming lane can be made non-existing regions. In other words, the preceding vehicle is only the preceding vehicle 406 traveling in front of the host vehicle and the oncoming vehicle 408 in the opposite lane. As a result, also in the case of FIG. 11B, if the front vehicle is detected in the front region S, the detection processing of the front vehicle is not necessary in the side regions R1 and R2. That is, the detection process of the forward vehicle in the non-existing region may be omitted. As a result, it is possible to prevent erroneous detection of delineator reflections, vending machine lighting, street lights, etc. that may be present on the shoulder of one-sided one-lane roads as forward vehicles, and detection processing for forward vehicles in non-existing areas The processing load on the detection unit 104 can be reduced by omitting. As a result, the detection of the forward vehicle ahead of the host vehicle can be performed quickly and efficiently. Then, if a preceding vehicle cannot be detected in front of the host vehicle, high beam irradiation is allowed, and if a preceding vehicle is detected, low beam irradiation is controlled. Is possible.

  Further, by setting the side areas R1 and R2 which are non-existing areas with respect to the front area S even on a road with two or more lanes on one side shown in FIG. 11 (c), FIG. 11 (a) and FIG. 11 (b). The same effect as in the example can be obtained. In the case of a road with two or more lanes on one side, the position and shape of the non-existing area of the preceding vehicle in the image frame FL change depending on the lane in which the host vehicle travels. FIG. 11 (c) shows a state where the host vehicle is traveling on the left side (traveling lane) on the one-sided two-lane road, and FIG. 11 (d) is a state where the host vehicle is traveling on the right side (passing lane) on the one-sided two-lane road. The regions corresponding to the side regions R1 and R2 are different from each other. As described above, by changing the position and shape of the non-existing region depending on the lane in which the host vehicle is traveling, it is possible to efficiently prevent erroneous detection of the preceding vehicle.

  Note that traveling lane information such as whether the road on which the vehicle is traveling is one-way or one-lane road can be acquired from the navigation system 314 or the like, for example. Similarly, it is possible to acquire the vehicle position from the navigation system 314 or the like to determine which lane the host vehicle is traveling on a road with two or more lanes on one side. It is also possible to identify the travel lane of the vehicle by executing white line recognition on the road using the photographing unit 102.

  As described above, the position and shape of the non-existing region are generally determined according to the road on which the vehicle is traveling. Therefore, the detection unit 104 prepares a map representing the position and shape of the non-existing area corresponding to the road form, and when the road information is obtained from the navigation system 314, the map is referred to and the image frame FL is obtained. You may make it mask. For example, in the one-way road in FIG. 11A, the position and shape of the non-existing area correspond to “Map A”, and in the one-lane road in FIG. Map B ”is associated. Similarly, on the road having two or more lanes on one side in FIG. 11C, “map C” is associated when the vehicle is traveling in the traveling lane, and “map D” is associated when traveling in the overtaking lane. It may be. Thus, by preparing a map corresponding to road information, the processing load on the detection unit 104 can be reduced.

  In the above-described example, an example in which the detection process of the front vehicle in the side regions R1 and R2, which are non-existing regions where the presence probability of the front vehicle is low, is omitted is shown. In another embodiment, a front vehicle is detected when the luminance value in the front area S in the image frame FL exceeds the first threshold, and the second luminance value in the side areas R1 and R2 is larger than the first threshold. A forward vehicle may be detected when the threshold value is exceeded. In other words, the vehicle detection in the side areas R1 and R2 which are basically non-existing areas is suppressed, but when strong light is present, it is possible to perform safety-side control that does not give glare to the light source. It is handled in the same way as when there is a vehicle ahead. For example, even if the road on which the vehicle travels is a one-way road, there may be a three-dimensional intersection road ahead or another road that extends substantially parallel to the one-way road. There may be an oncoming vehicle on the road. In such a case, although the position where the oncoming vehicle exists is outside the high beam irradiation area of the own vehicle, there is a possibility that glare may be given although the own vehicle is lit by turning on the high beam.

  Therefore, as described above, in the form of the road on which the vehicle travels, if light exceeding the second threshold is detected even in a non-existing region where the presence probability of the preceding vehicle is low, control on the safe side can be performed. An object that can be regarded as a forward vehicle can be detected. When there is no forward vehicle in the front area S and there are no objects that can be regarded as front cars in the side areas R1 and R2, the vehicle control unit 302 allows high beam irradiation. In addition, when a front vehicle can be detected in the front region S, or when an object that can be regarded as a front vehicle can be detected in the side regions R1 and R2, the vehicle control unit 302 performs irradiation control so as to execute low beam irradiation. The units 228L and 228R are controlled. As a result, it is possible to execute glare suppression even for a vehicle traveling on a three-dimensional intersection road or a parallel road that is not directly related to the road on which the host vehicle is traveling.

FIG. 12 is a flowchart for explaining a procedure for detecting a forward vehicle and switching a light distribution pattern using the non-existing area map described in FIGS. 11 (a) to 11 (d).
The vehicle control unit 302 monitors whether or not there is a request for lighting the headlamp of the host vehicle, and if there is no lighting request (N in S300), the monitoring in S300 is continued. When there is a lighting request (Y in S300), the vehicle control unit 302 acquires information related to the traveling state and traveling environment of the vehicle from various sensor signals (S302). In this case, the vehicle control unit 302 acquires from the navigation system 314 information on the type of road on which the vehicle is traveling, for example, whether it is a one-way road or a one-lane road. In addition, white line detection data is acquired from the image frame data obtained from the photographing unit 102, and information on a preceding vehicle existing in the front area S is acquired.

  Subsequently, the vehicle control unit 302 acquires the current traveling road form of the vehicle based on the acquired sensor signal. Then, when the traveling road of the host vehicle is one-way (Y in S304), the vehicle control unit 302 selects “Map A” shown in FIG. 11A (S306), and the detection unit 104 uses the map A. Image processing is executed (S308). When the detection unit 104 is set so as to omit the detection of the front vehicle in the non-existing region, the front vehicle position is detected focusing on only the front region S (S310). Further, when the detection unit 104 has the first threshold value set as the luminance determination value in the front area P and the second threshold value is set in the side areas R1 and R2 that are non-existing areas, the detection unit 104 is based on the first threshold value. The vehicle ahead is detected, and an object that can be regarded as a vehicle ahead is detected based on the second threshold.

  And the vehicle control part 302 determines a light distribution pattern based on the position of a front vehicle (S312). In other words, if it is determined that there is a vehicle ahead, the vehicle control unit 302 provides the control information to the irradiation control units 228L and 228R so as to irradiate with the low beam, and irradiates the low beam (S314). If it is determined that there is no preceding vehicle, the control information is provided to the irradiation control units 228L and 228R so as to irradiate with the high beam, and the high beam is irradiated (S314). Note that the vehicle control unit 302 performs swivel control even when a vehicle ahead is present, and when glare is not given to the preceding vehicle even when the high beam light distribution pattern is maintained by swivel control of the headlamp unit 210. A high beam light distribution pattern may be used as a condition. Similarly, even when there is a forward vehicle, if it is possible to prevent glare from being caused by the single-high light distribution pattern in which a part of the high beam is shielded, it is not a low-beam light distribution pattern. A light distribution pattern may be used.

  In S304, when the traveling road of the vehicle is not one-way (N in S304) and the traveling road is one lane on one side (Y in S316), the vehicle control unit 302 displays “map B” shown in FIG. Is selected (S318), and the detection unit 104 executes image processing using the map B (S320). And the vehicle control part 302 transfers to S310, and performs the subsequent process.

  In S316, when the traveling road of the own vehicle is not one lane on one side (N in S316) and the traveling road of the own vehicle is a traveling lane (Y in S322), the vehicle control unit 302 is shown in FIG. “Map C” is selected (S324), and the detection unit 104 executes image processing using the map C (S326). And the vehicle control part 302 transfers to S310, and performs the subsequent process. In S322, when the travel route of the host vehicle is an overtaking lane (N in S322), the vehicle control unit 302 selects “Map D” shown in FIG. 11D (S328), and the detection unit 104 uses the map D. The image processing using is executed (S330). And the vehicle control part 302 transfers to S310, and performs the subsequent process.

  In this way, by performing detection of the forward vehicle ahead of the host vehicle using the non-existing region where the possibility that the forward vehicle is present is low, the possibility of erroneous detection of the forward vehicle by the detection unit 104 is reduced. However, the processing load on the detection unit 104 can be reduced.

  As described above, it has been described that the front vehicle ahead of the own vehicle can be detected quickly and efficiently by switching the map according to the form of the traveling road on which the own vehicle travels. May cross an intersection. In this case, when the host vehicle is traveling in a high beam state, there is a possibility that glare will be given to the preceding vehicle entering the intersection as described with reference to FIG. Therefore, as shown in FIG. 13 (a), when traveling on a one-way road while detecting a forward vehicle using the map A, when crossing an intersection ahead, as shown in FIG. 13 (b). In addition, the detection unit 104 preferably expands the detection range of the preceding vehicle by changing the map used for the image frame FL to the intersection map E. In this case, the detection method described in FIG. 7C is used to detect the forward vehicle 404 at the intersection. That is, the detection unit 104 divides the imaging area in the image frame FL into a front area P centered on a predetermined area in front of the host vehicle 402 and side areas Q1 and Q2 located on the left and right of the front area P. To do. Then, the detection unit 104 sets different detection standards in the front area P and the side areas Q1 and Q2. Then, for the side areas Q1 and Q2, detection of an object that can be regarded as the forward car 404 approaching the intersection is executed based on the change in the luminance component. The detection unit 104 can determine whether or not it intersects the intersection based on, for example, information from the navigation system 314 or information from the photographing unit 102. Further, when passing through the intersection, the detection unit 104 returns the map to be used to the map A corresponding to the form of the traveling road on which the vehicle travels, as shown in FIG. It is desirable to execute. 13 (a) and 13 (b), the case of a one-way road has been described as the form of the traveling road on which the vehicle travels. However, the same applies to a case of a one-lane road or a road having two or more lanes on one side. In addition, when crossing an intersection, it is desirable to change temporarily to the intersection map E and switch to the detection method described in FIG.

  In another example, as shown in FIG. 13 (a), when the map A is used, the use of the map is temporarily prohibited when intersecting with an intersection as described in FIG. 7 (c). You may make it switch completely to a detection method. Similarly, when an intersection or a curved road appears ahead while traveling using any of the maps A to D, the use of the map is temporarily prohibited, and FIGS. 9A to 9C are used. It may be possible to completely switch to the detection method described in (1).

  As described above, the vehicle headlamp system 100 for the own vehicle can determine the form of the road on which the own vehicle is traveling and the situation around the own vehicle based on information provided from the imaging unit 102, the navigation system 314, and the like. get. Then, by appropriately switching and using the detection method of the front vehicle of each embodiment described above, and by using it in combination, the detection of the front vehicle ahead of the host vehicle is executed quickly and efficiently, Appropriate headlamp illumination control can be executed smoothly.

  FIG. 14 is a flowchart for explaining a modification in which the light distribution pattern selection control is performed by changing the detection reference of the preceding vehicle according to the traveling road of the own vehicle. In the case of this modification, the luminance threshold value for detecting the preceding vehicle in the image frame FL is changed according to the form of the traveling road on which the vehicle is traveling. In other words, the one-way road that is unlikely to have many vehicles ahead increases the brightness threshold, reduces the false detection rate of vehicles ahead, and switches the light distribution pattern of the vehicle to a lower beam than necessary. To prevent the field of view from being lowered. On the other hand, roads where there is a high possibility that many forward vehicles exist, such as roads with two or more lanes on one side, lower the brightness threshold to detect objects that can be considered sensitively as forward and forward vehicles. This makes it easy to control glare suppression for objects that can be considered. In the following description, the brightness threshold used when the road is a one-way road is α, the threshold used when the road is a one-lane road is β, and the vehicle travels in the driving lane on a road with two or more lanes on one side. Is γ, and the threshold is δ when the vehicle is driving in an overtaking lane on a road with two or more lanes on one side. It is assumed that there is a relationship of α> β> γ> δ between the threshold values.

  The vehicle control unit 302 monitors whether or not there is a lighting request for the headlamp of the host vehicle. If there is no lighting request (N in S400), the vehicle control unit 302 continues the monitoring in S400. When there is a lighting request (Y in S400), the vehicle control unit 302 acquires information related to the traveling state and traveling environment of the vehicle from various sensor signals (S402). In this case, the vehicle control unit 302 acquires from the navigation system 314 information on the type of road on which the vehicle is traveling, for example, whether it is a one-way road or a one-lane road. In addition, white line detection data is acquired from the image frame data obtained from the photographing unit 102, and information on a preceding vehicle existing in the front area S is acquired.

  Subsequently, the vehicle control unit 302 acquires the current traveling road form of the vehicle based on the acquired sensor signal. When the traveling road of the host vehicle is one-way (Y in S404), the vehicle control unit 302 selects the threshold value α as a luminance threshold value for recognizing the preceding vehicle in the image frame FL (S406). Then, it is assumed that the detection unit 104 detects a forward vehicle when there is a portion in the image frame FL where the luminance value is greater than or equal to α (S408). And the vehicle control part 302 determines a light distribution pattern based on the position of a front vehicle (S410). That is, when it is determined that there is a vehicle ahead, the vehicle control unit 302 provides the control information to the irradiation control units 228L and 228R so as to irradiate with the low beam, and irradiates the low beam (S412). If it is determined that there is no preceding vehicle, the control information is provided to the irradiation controllers 228L and 228R so as to irradiate with a high beam, and the high beam is irradiated (S412). Note that the vehicle control unit 302 performs swivel control even when a vehicle ahead is present, and when glare is not given to the preceding vehicle even when the high beam light distribution pattern is maintained by swivel control of the headlamp unit 210. A high beam light distribution pattern may be used as a condition. Similarly, even when there is a forward vehicle, if it is possible to prevent glare from being caused by the single-high light distribution pattern in which a part of the high beam is shielded, it is not a low-beam light distribution pattern. A light distribution pattern may be used.

  In S404, when the traveling road of the vehicle is not one-way (N in S404) and the traveling road is one lane on one side (Y in S414), the vehicle control unit 302 recognizes the preceding vehicle in the image frame FL. The threshold value β is selected as the luminance threshold value (S416). Then, it is assumed that the detection unit 104 detects a forward vehicle when there is a portion in the image frame FL where the luminance value is greater than or equal to β (S418). And the vehicle control part 302 transfers to S410, and performs the subsequent processes.

  In S414, when the traveling road of the own vehicle is not one lane on one side (N in S414) and the traveling road of the own vehicle is a traveling lane (Y in S420), the vehicle control unit 302 displays the preceding vehicle in the image frame FL. A threshold γ is selected as a luminance threshold for recognition (S422). Then, it is assumed that the detection unit 104 detects a forward vehicle when there is a portion where the luminance value is greater than or equal to γ in the image frame FL (S424). And the vehicle control part 302 transfers to S410, and performs the subsequent processes. In S420, if the vehicle's travel path is overtaking (N in S420), the threshold δ is selected as a luminance threshold for recognizing the preceding vehicle in the image frame FL (S426). Then, it is assumed that the detection unit 104 detects a forward vehicle when there is a portion where the luminance value is greater than or equal to δ in the image frame FL (S428). And the vehicle control part 302 transfers to S410, and performs the subsequent processes.

  In this way, by changing the threshold of brightness for detecting the vehicle ahead according to the form of the traveling road on which the vehicle is traveling, control that places importance on ensuring the visibility of the driver of the vehicle, In addition, it is possible to achieve a balanced control with an emphasis on consideration for other vehicles in which glare is suppressed for an object that can be regarded as a front vehicle.

  In each of the above-described embodiments and modifications, the case where the light distribution pattern is formed by the rotary shade 12 has been described, but the method of forming the light distribution pattern can be selected as appropriate. For example, the light distribution pattern may be selected by moving the plate-shaped shade back and forth in the vehicle vertical direction, or the light distribution pattern may be changed by a mask or a liquid crystal filter. Can be obtained.

  In the above-described embodiment, for the sake of explanation, information obtained by various sensors is collected in the vehicle control unit 302, and the vehicle control unit 302 detects the forward vehicle or the like. In addition, an example has been described in which the vehicle control unit 302 determines the shape of the light distribution pattern formed by the headlamp unit 210 and controls the irradiation control unit 228 using the detection result of the vehicle ahead. In another embodiment, the irradiation control unit 228 may acquire information of various sensors on the vehicle side and perform detection processing of a forward vehicle or the like, selection of a light distribution pattern, and formation processing. Similar effects can be obtained. Alternatively, the vehicle 300 may be subjected to detection processing such as a forward vehicle, and the irradiation control unit 228 may perform light distribution pattern selection processing. Further, as an example of the configuration of the vehicle headlamp system 100, the structure of the headlamp unit 210 is shown in FIG. 2, and the functional block diagram thereof is shown in FIG. 4, but the high beam light distribution pattern and the low beam light distribution pattern are shown in FIG. This embodiment can be applied to any vehicle headlamp system that automatically switches according to the surrounding conditions, and similar effects can be obtained.

  The present invention is not limited to the above-described embodiments, and various modifications such as design changes can be added based on the knowledge of those skilled in the art. The configuration shown in each figure is for explaining an example, and any configuration that can achieve the same function can be changed as appropriate, and the same effect can be obtained.

  DESCRIPTION OF SYMBOLS 10 Lamp unit, 20 Projection lens, 100 Vehicle headlamp system, 102 Shooting unit, 104 Detection unit, 210 Headlamp unit, 222 Swivel actuator, 226 Leveling actuator, 228 Irradiation control part, 232 Variable shade control part, 234 Swivel control unit, 236 leveling control unit, 300 vehicle, 302 vehicle control unit, 306 camera.

Claims (7)

A lamp unit capable of selectively forming a plurality of light distribution patterns having an optical axis facing the front of the vehicle;
An imaging unit arranged in the vehicle and capable of sequentially acquiring image frame data obtained by imaging the front of the vehicle with an image frame having a predetermined angle of view;
The shooting area in the image frame is divided into a front area centered on a predetermined area in front of the host vehicle and a side area located at least left or right of the front area, and the front area and the side area A detection unit that detects at least the vehicle ahead of the vehicle according to different detection criteria;
According to the detection result of the detection unit, a control unit that selects and forms any one of the light distribution patterns that can be formed by the lamp unit;
A vehicle headlamp system comprising:   The detection unit sets, as the side area in the image frame, an area in which an object video that enters the image frame from at least one of a side edge or a lower edge of the image frame can be captured, The vehicle headlamp system according to claim 1, wherein the detection reference for the front vehicle in the side region is set to be looser than the detection reference for the front vehicle in the front region.   The detection unit sets, as the side area in the image frame, an area capable of photographing light entering from the side with respect to the front area of the image frame, and the detection criterion in the side area is the 2. The vehicle headlamp according to claim 1, wherein the vehicle headlamp is set based on a luminance threshold value for detecting the presence of a forward vehicle approaching the vehicle when a luminance value of a side region exceeds a predetermined threshold value. system.   The detection unit has a plurality of non-existing regions in which the probability that the image of the preceding vehicle enters the image frame is lower than a predetermined value as the side region in the image frame, and at least the own vehicle The setting position of the non-existing area on the image frame is determined according to the travel lane information, and the detection standard of the front vehicle in the non-existing area is set more strictly than the detection standard of the front car in the front area. The vehicle headlamp system according to claim 1, wherein   The vehicle headlamp system according to claim 4, wherein the detection unit omits detection of a forward vehicle for the determined non-existing region.   The detection unit detects the forward vehicle when a luminance value in the front area in the image frame exceeds a first threshold, and a second threshold in which the luminance value in the side area is larger than the first threshold. The vehicle headlamp system according to claim 4, wherein the vehicle ahead is detected when the vehicle crosses over.   The detection unit regards the paired light as a preceding vehicle when it detects a paired light with a predetermined luminance value or more that takes a difference before and after the acquired image frame data in at least the front region and displaces in the same direction. The vehicular headlamp system according to any one of claims 1 to 6, wherein

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