JP2022002930A - Vehicular headlamp - Google Patents

Abstract

To provide a vehicular headlamp capable of reducing power consumption.SOLUTION: A vehicular headlamp 20 is equipped with a light-emitting unit 30, a determining part 40, and a control part 50. A light distribution pattern 500 includes a first area 501 located on the opposite side to a side on which a vehicle 10 bends, a second area 502 located on a side on which the vehicle 10 bends, and a third area 503 that is an area located between the first area 501 and the second area 502, and through which a straight line extending in a fore-and-aft direction of the vehicle 10 through a center of the vehicle 10 in a left-and-right direction of the vehicle 10 passes. The control part 50 controls the light-emitting unit 30 so as to decrease the amount of light forming the first area 501 as compared with a case where the determining part 40 determines that the vehicle 10 does not travel on a curved road 210, when the determining part 40 determines that the vehicle 10 travels on the curved road 210.SELECTED DRAWING: Figure 6

Description

The present invention relates to a vehicle headlight.

Conventionally, vehicle headlights that change the light distribution pattern formed by the light emitted from a light source have been known. Such a vehicle headlight is described in Patent Document 1. The vehicle headlight described in Patent Document 1 determines a plurality of light sources that emit light forming a predetermined light distribution pattern and a traffic scene in which the vehicle travels from an image taken by a camera, and distributes light. It is provided with a control unit that changes the pattern to a target light distribution pattern set in advance for each traffic scene. In this vehicle headlight, safe and comfortable light distribution is realized for drivers and pedestrians by the light distribution pattern set for each traffic scene.

Japanese Unexamined Patent Publication No. 2005-353477

In the vehicle headlight described in Patent Document 1, the light distribution pattern changes according to the traffic scene, but if the amount of light forming the light distribution pattern is excessive, the vehicle headlight It can be a problem in terms of power consumption. In recent years, in order to extend the mileage of a vehicle, it is required to reduce the power consumption of the headlight for the vehicle within a range in which the visibility of the driver is ensured and the traveling of the vehicle is not hindered. In particular, when vehicle headlights are mounted on an electric vehicle, reducing the power consumption of the vehicle headlights can be important.

Therefore, an object of the present invention is to provide a vehicle headlight capable of reducing power consumption.

In order to solve the above problems, the vehicle headlight of the present invention is based on a light emitting unit that emits light forming a predetermined light distribution pattern and the traveling information of the vehicle detected by the detection device. The light distribution pattern includes a determination unit for determining whether or not the vehicle is traveling on a curved road and a control unit for controlling the light emitting unit, and the light distribution pattern is in the left-right direction of the vehicle traveling on the curved road. The first region located on the side opposite to the side where the vehicle turns, the second region located on the side where the vehicle turns in the left-right direction of the vehicle traveling on the curved road, and the curved road. A straight line that is located between the first region and the second region in the left-right direction of the traveling vehicle, passes through the center of the vehicle in the left-right direction of the vehicle, and extends in the front-rear direction of the vehicle. The control unit includes a third region through which the vehicle passes, and when the determination unit determines that the vehicle is traveling on the curved road, the determination unit determines that the vehicle is traveling on the curved road. It is characterized in that the light emitting unit is controlled so that the amount of light of at least a part of the light forming the first region is reduced as compared with the case where it is determined that the vehicle is not in a traveling state.

When the vehicle travels on a curved road, in the light distribution pattern, a straight line passes through the third region, so that the first region is a region located on the side opposite to the side where the vehicle turns, and the second region is the side where the vehicle turns. It becomes the area located in. When the vehicle travels on a curved road and the first region and the third region are projected onto the outer lane line on the driving lane side of the curved road, the outer lane line is irradiated with the light forming the third region. , The light that forms the first region is irradiated by the progress of the vehicle. In this case, the driver can recognize the outside line of the road by the light forming the third region before the light forming the first region. Further, when the vehicle is traveling on a curved road, the driver's line of sight is concentrated on the third region rather than the first region, and the driver often pays attention to the third region as compared with the first region. .. As described above, in the state where the vehicle is traveling on the curved road, the necessity of the brightness of the first region may be reduced as compared with the state where the vehicle is not traveling on the curved road. Therefore, in this vehicle headlight, when the vehicle is traveling on a curved road, the amount of light forming the first region is reduced as compared with the state where the vehicle is not traveling on a curved road. .. When the amount of light forming the first region is reduced, the power supplied to the light emitting unit that emits the light forming the first region is reduced as compared with the case where the amount of light forming the first region is not reduced. obtain. Therefore, according to this vehicle headlight, the power consumption can be reduced.

Further, when the determination unit determines that the vehicle is traveling on the curved road, the control unit is not in a state where the vehicle is traveling on the curved road by the determination unit. The amount of light forming at least a part of the light forming the second region is reduced as compared with the case where it is determined that the light is determined to be, and the amount of reducing at least a part of the light forming the first region is the light forming the second region. It is preferable to control the light emitting unit so as to be larger than the amount of decrease of at least a part of the above.

When the vehicle travels on a curved road and the second region and the third region are projected onto the center line of the curved road, the center line is irradiated with the light forming the third region and then becomes the first by the traveling of the vehicle. It is irradiated with light that forms two regions. In this case, the driver may recognize the centerline by the light forming the third region before the light forming the second region. Therefore, when the vehicle is traveling on a curved road, the need for brightness in the second region may be reduced as compared with a state where the vehicle is not traveling on a curved road. Therefore, in this vehicle headlight, when the vehicle is traveling on a curved road, the light forming the second region is reduced as compared with the state where the vehicle is not traveling on the curved road. .. When the amount of light forming the second region is reduced, the power supplied to the light emitting unit that emits the light forming the second region is reduced as compared with the case where the amount of light forming the second region is not reduced. obtain. Therefore, according to this vehicle headlight, the power consumption can be reduced. Further, since the second region is located on the traveling direction side of the vehicle on the curved road, the driver's line of sight is concentrated on the second region rather than the first region, and the driver pays attention to the second region as compared with the first region. Often pay. Therefore, the need for brightness in the first region may be lower than the need for brightness in the second region. Therefore, in this vehicle headlight, when the vehicle is traveling on a curved road, the amount of light forming the first region is less than the amount of light forming the second region. .. When the amount of light forming the first region decreases more than the amount of light forming the second region, the amount of light forming the first region does not decrease more than the amount of light forming the second region. In comparison with the above, the power supplied to the light emitting unit that emits the light forming the first region, which needs to be paid attention to by the driver, can be reduced as compared with the second region. Therefore, according to this vehicle headlight, the power consumption can be reduced. Further, in this vehicle headlight, since the second region is brighter than the first region, the driver can easily pay attention to the oncoming lane as compared with the case where the second region is not brighter than the first region. ..

Further, the light distribution pattern further includes a fourth region located below the first region in the vertical direction of the vehicle, and the control unit further includes the vehicle traveling on the curved road by the determination unit. In the case where it is determined to be in a state, the amount of light at least a part of the light forming the fourth region is larger than in the case where the determination unit determines that the vehicle is not traveling on the curved road. The light emitting unit is controlled so that the amount of reduction of at least a part of the light forming the second region is larger than the amount of reduction of at least a part of the light forming the fourth region. Is preferable.

When the vehicle travels on a curved road and the fourth region is projected onto the outer line of the curved road, the outer line of the road is irradiated with the light forming the third region, and then the fourth region is formed by the progress of the vehicle. Is irradiated with light to form. In this case, the driver can recognize the outside line of the road by the light forming the third region before the light forming the fourth region. Therefore, when the vehicle is traveling on a curved road, the need for brightness in the fourth region may be reduced as compared with a state where the vehicle is not traveling on a curved road. Therefore, in this vehicle headlight, when the vehicle is traveling on a curved road, the amount of light forming the fourth region is reduced as compared with the state where the vehicle is not traveling on a curved road. ing. When the amount of light forming the fourth region is reduced, the power supplied to the light emitting unit that emits the light forming the fourth region is reduced as compared with the case where the amount of light forming the fourth region is not reduced. obtain. Therefore, according to this vehicle headlight, the power consumption can be reduced. Further, when the fourth region is projected on the road outer line, the fourth region is projected on the road outer line located in front of the road outer line in the traveling direction of the vehicle in the first region. From the viewpoint of giving the driver a sense of security, it is desired that the outside line of the road, which is located in the foreground, be visually recognized by the driver by a light brighter than the light forming the second region. Therefore, in this vehicle headlight, when the vehicle 10 is traveling on the curved road 210, the amount of light forming the second region is reduced more than the amount of light forming the fourth region, and the second region is formed. The four regions are brighter than the second region. When the amount of light forming the second region decreases more than the amount of light forming the fourth region, the amount of light forming the second region does not decrease more than the amount of light forming the fourth region. The power supplied to the light emitting unit that emits the light forming the second region can be reduced as compared with the above. Therefore, according to this vehicle headlight, the power consumption can be reduced. Further, in this vehicle headlight, since the fourth region is brighter than the second region, the outside line of the road can be brighter than the case where the fourth region is not brighter than the second region, and the driver can use it. It may be easier to pay attention to the outside line of the road, and the driver may be relieved.

Alternatively, the light distribution pattern further includes a fifth region located below the second region in the vertical direction of the vehicle, and the control unit includes the vehicle traveling on the curved road by the determination unit. In the case where it is determined to be in a state, the amount of light at least a part of the light forming the fifth region is larger than in the case where the determination unit determines that the vehicle is not traveling on the curved road. The light emitting unit may be controlled so that the amount of reduction of at least a part of the light forming the second region is larger than the amount of reduction of at least a part of the light forming the fifth region. preferable.

When the vehicle travels on a curved road and the fifth region is projected onto the center line of the curved road, the center line is irradiated with the light forming the third region and then forms the fifth region by the progress of the vehicle. Is irradiated with light. In this case, the driver may recognize the centerline by the light forming the third region before the light forming the fifth region. Therefore, when the vehicle is traveling on a curved road, the need for brightness in the fifth region may be reduced as compared with a state where the vehicle is not traveling on a curved road. Therefore, in this vehicle headlight, when the vehicle is traveling on a curved road, the amount of light forming the fifth region is reduced as compared with the state where the vehicle is not traveling on a curved road. ing. When the amount of light forming the fifth region is reduced, the power supplied to the light emitting unit that emits the light forming the fifth region is reduced as compared with the case where the amount of light forming the fifth region is not reduced. obtain. Therefore, according to this vehicle headlight, the power consumption can be reduced. When the fifth region is projected onto the center line, the fifth region is projected onto the center line located in front of the center line in the second region in the traveling direction of the vehicle. From the viewpoint of giving the driver a sense of security, the center line located in the foreground is desired to be visually recognized by the driver by a light brighter than the light forming the second region. Therefore, in this vehicle headlight, when the vehicle is traveling on a curved road, the amount of light forming the second region is reduced more than the amount of light forming the fifth region, and the fifth region is formed. Is brighter than the second region. When the amount of light forming the second region decreases more than the amount of light forming the fifth region, the amount of light forming the second region does not decrease more than the amount of light forming the fifth region. The power supplied to the light emitting unit that emits the light forming the second region can be reduced as compared with the above. Therefore, according to this vehicle headlight, the power consumption can be reduced. Further, in this vehicle headlight, since the fifth region is brighter than the second region, the center line can be brighter than the case where the fifth region is not brighter than the second region, and the driver is in the center. It can be easier to focus on the line and give the driver a sense of security.

Alternatively, the light distribution pattern further includes a sixth region located below the third region in the vertical direction of the vehicle, and the control unit includes the vehicle traveling on the curved road by the determination unit. In the case where it is determined to be in a state, the amount of light at least a part of the light forming the sixth region is larger than in the case where the determination unit determines that the vehicle is not traveling on the curved road. The light emitting unit may be controlled so that the amount of reduction of at least a part of the light forming the second region is larger than the amount of reduction of at least a part of the light forming the sixth region. preferable.

When the vehicle is traveling on a curved road, the sixth region is projected in front of the third region in the traveling direction of the vehicle. As the vehicle traveling on the curved road further advances, the road surface is irradiated with the light forming the third region and then the light forming the sixth region. In this case, the driver can recognize the road surface by the light forming the third region before the light forming the sixth region. Therefore, when the vehicle is traveling on a curved road, the need for brightness in the sixth region may be reduced as compared with a state where the vehicle is not traveling on a curved road. Therefore, in this vehicle headlight, when the vehicle is traveling on a curved road, the amount of light forming the sixth region is reduced as compared with the state where the vehicle is not traveling on a curved road. ing. When the amount of light forming the sixth region is reduced, the power supplied to the light emitting unit that emits the light forming the sixth region is reduced as compared with the case where the amount of light forming the sixth region is not reduced. obtain. Therefore, according to this vehicle headlight, the power consumption can be reduced. Further, it is desired that the sixth region is brighter than the second region from the viewpoint of giving the driver a sense of security. Therefore, in this vehicle headlight, when the vehicle is traveling on a curved road, the amount of light forming the second region is reduced more than the amount of light forming the sixth region, and the sixth region is formed. The region is brighter than the second region. When the amount of light forming the second region decreases more than the amount of light forming the sixth region, the amount of light forming the second region does not decrease more than the amount of light forming the sixth region. The power supplied to the light emitting unit that emits the light forming the sixth region can be reduced as compared with the above. Therefore, according to this vehicle headlight, the power consumption can be reduced. Further, in this vehicle headlight, since the sixth region is brighter than the second region, the front side can be brighter than the case where the sixth region is not brighter than the second region, and the driver feels at ease. Can be given.

Alternatively, when the determination unit determines that the vehicle is traveling on the curved road, the control unit is in a state where the vehicle is traveling on the curved road by the determination unit. The amount of light of at least a part of the light forming the third region is the same in the case where it is determined that the vehicle is not traveling on the curved road and the case where the determination unit determines that the vehicle is not traveling on the curved road. As described above, it is preferable to control the light emitting unit.

The brightness of the third region is the same when the vehicle is traveling on the curved road and when the vehicle is not traveling on the curved road. Therefore, in this vehicle headlight, the burden on the driver's vision due to the change in brightness can be suppressed. Further, in this vehicle headlight, the control unit may supply the same electric power to the light emitting unit when the vehicle is traveling on a curved road and when the vehicle is not traveling on a curved road. Therefore, in this vehicle headlight, the burden on the control unit can be reduced as compared with the case where the brightness changes.

Further, the light emitting unit emits overhead sign light above the third region in the vertical direction of the vehicle, and the control unit has the overhead sign that the width of the third region in the left-right direction of the vehicle is the overhead sign. It is preferable to control the light emitting unit so as to have the same width as the light distribution pattern formed by the light.

In this vehicle headlight, the control unit can easily set the width of the third region as compared with the case where the width of the third region is different from the width of the light distribution pattern formed by the overhead sine light.

Further, the light forming the light distribution pattern may be a low beam.

Further, the third region may include a hot zone.

As described above, according to the present invention, it is possible to provide a vehicle headlight capable of reducing power consumption.

FIG. 1 is a plan view conceptually showing a vehicle. FIG. 2 is a side view schematically showing one light emitting unit shown in FIG. 1. FIG. 3 is a front view schematically showing the light distribution pattern forming portion shown in FIG. 2. FIG. 4 is a flowchart showing the operation of the vehicle headlight system. FIG. 5 is a diagram showing a low beam light distribution pattern and an overhead sine light light distribution pattern when the vehicle is traveling on a straight road. FIG. 6 is a diagram showing a low beam light distribution pattern and an overhead sine light light distribution pattern when the vehicle is traveling on a curved road. FIG. 7 is a plan view of a vehicle traveling on a curved road when viewed from above in the vertical direction of the vehicle.

Hereinafter, a preferred embodiment of the vehicle headlight according to the present invention will be described in detail with reference to the drawings. The embodiments illustrated below are for facilitating the understanding of the present invention, and are not intended to limit the interpretation of the present invention. The present invention can be modified or improved without departing from the spirit of the present invention. In addition, the present invention may appropriately combine the components in the embodiments exemplified below. For ease of understanding, some parts may be exaggerated in each figure.

FIG. 1 is a plan view conceptually showing the vehicle 10. As shown in FIG. 1, the vehicle 10 includes a vehicle headlight system 15, and the vehicle headlight system 15 includes a vehicle headlight 20 and a detection device 100.

The vehicle headlight 20 of the present embodiment is a headlight for an automobile. The vehicle headlight 20 mainly includes a pair of light emitting units 30 arranged on the left and right of the front portion of the vehicle 10, a determination unit 40, a control unit 50, and a recording unit 60. In the present specification, "right" means the right side in the traveling direction of the vehicle 10, and "left" means the left side in the traveling direction of the vehicle 10.

The pair of light emitting units 30 have shapes that are substantially symmetrical to each other in the left-right direction of the vehicle 10. The pair of light emitting units 30 of the present embodiment emits a low beam, an overhead sine light, or a high beam in front of the vehicle 10. The overhead sine light is emitted above the low beam in the vertical direction of the vehicle 10. The configuration of one light emitting unit 30a of the pair of light emitting units 30 is the same as the configuration of the other light emitting unit 30b of the pair of light emitting units 30, except that the shapes are substantially symmetrical.

FIG. 2 is a side view schematically showing one of the light emitting units 30a shown in FIG. As shown in FIG. 2, the light emitting unit 30a includes a housing 31, a light distribution pattern forming unit 33, and a projection lens 35 as main configurations. In FIG. 2, the housing 31 and the projection lens 35 are shown in a vertical cross section.

The housing 31 mainly includes a lamp housing 31a, a front cover 31b, and a back cover 31c. An opening is formed in front of the lamp housing 31a, and the front cover 31b is fixed to the lamp housing 31a so as to close the opening. Further, an opening smaller than the front opening is formed behind the lamp housing 31a, and the back cover 31c is fixed to the lamp housing 31a so as to close the opening.

The lamp housing 31a, the front cover 31b, and the back cover 31c form a lamp chamber 31d as a closed space. The light distribution pattern forming unit 33 and the projection lens 35 are housed in the light chamber 31d. The back cover 31c is openable / closable or removable with respect to the lamp housing 31a for replacement of the light distribution pattern forming portion 33 and the projection lens 35 through the rear opening of the lamp housing 31a.

The front cover 31b is made of a translucent material, and the light emitted from the light distribution pattern forming portion 33 and the projection lens 35 passes through the front cover 31b. The lamp housing 31a and the back cover 31c are made of, for example, resin.

FIG. 3 is a front view schematically showing the light distribution pattern forming portion 33 shown in FIG. 2. As shown in FIG. 3, the light distribution pattern forming unit 33 includes a plurality of light emitting elements 33a that emit light, and a circuit board 33b on which a plurality of light emitting elements 33a are mounted. The plurality of light emitting elements 33a are electrically connected to the control unit 50 via the circuit board 33b. The plurality of light emitting elements 33a are arranged in a matrix to form rows in the vertical direction and the horizontal direction, and emit light toward the front. The light emitting element 33a can individually change the amount of emitted light by the electric power supplied to the light emitting element 33a. In the present embodiment, each of the light emitting elements 33a is, for example, an LED (Light Emitting Diode) that emits white light. Therefore, the light distribution pattern forming unit 33 is an LED array. Further, the number of light emitting elements 33a, the number of rows of light emitting elements 33a, the number of light emitting elements 33a in each row of light emitting elements 33a, the direction in which the light emitting elements 33a are arranged, and the type of light emitting elements 33a are particularly limited. is not it.

Such a light distribution pattern forming unit 33 forms a predetermined light distribution pattern whose size and shape can be changed by selecting a light emitting element 33a that emits light. Further, the light distribution pattern forming unit 33 forms a light distribution pattern in which the light amount distribution can be changed by independently adjusting the amount of light emitted from each light emitting element 33a.

Returning to FIG. 2, the description of the light emitting unit 30a will be continued. The projection lens 35 in the light emitting unit 30a is arranged in front of the light distribution pattern forming portion 33. The projection lens 35 is a lens having an incident surface and an emitted surface formed in a convex shape. The rear focal point of the projection lens 35 is located on or near the light emitting surface of any of the light emitting elements 33a in the light distribution pattern forming unit 33. The projection lens 35 adjusts the divergence angle of the light emitted from the light distribution pattern forming unit 33. The light emitted from the light distribution pattern forming unit 33 is incident on the projection lens 35, and the divergence angle of this light is adjusted by the projection lens 35. The light is emitted from the light emitting unit 30 toward the front of the vehicle 10 via the front cover 31b.

Here, returning to FIG. 1, the description of the vehicle 10 will be continued.

The control unit 50 can use, for example, an integrated circuit such as a microcontroller, an IC (Integrated Circuit), an LSI (Large-scale Integrated Circuit), an ASIC (Application Specific Integrated Circuit), or an NC (Numerical Control) device. Further, when the NC device is used, the control unit 50 may use a machine learning device or may not use a machine learning device. As will be described later, the control unit 50 controls the pair of light emitting units 30.

The control unit 50 determines whether or not a control signal from a light switch (not shown) mounted on the vehicle 10 is input. The control signal is a signal instructing the start of emission of light from the pair of light emitting units 30. This light is a low beam and overhead sine light, or a high beam. When the control signal is input to the control unit 50, the control unit 50 drives a pair of light emitting units 30. When the control signal is not input to the control unit 50, the control unit 50 stops driving the pair of light emitting units 30.

The recording unit 60 records each threshold value and map information described later. The recording unit 60 is, for example, a non-transitory recording medium, and a semiconductor recording medium such as a RAM (Random Access Memory) or a ROM (Read Only Memory) is suitable, but an optical recording medium or an optical recording medium is suitable. It may include any type of recording medium such as a magnetic recording medium. The "non-transient" recording medium includes all computer-readable recording media except for transient propagation signals (transitory, propagating signal), and does not exclude volatile recording media. ..

The detection device 100 includes a camera and a detection unit. The camera is attached to the front part of the vehicle 10 and photographs the front of the vehicle 10. The camera may be an infrared camera. The captured image captured by the camera includes at least a part of the region irradiated with the light emitted from the pair of light emitting units 30. The detection unit detects the presence of another vehicle and the position of the other vehicle with respect to the vehicle 10 from the captured image taken by the camera. The configuration of the detection unit is, for example, the same as that of the control unit 50.

The detection device 100 further includes a steering sensor. The steering sensor may be electrically connected to the control unit 50 via the electronic control device of the vehicle 10. The steering sensor is a sensor that detects the rotation direction and rotation angle of the steering wheel of the vehicle 10. Since the rotation direction and rotation angle of the steering wheel correspond to the direction in which the vehicle 10 turns and the steering angle of the vehicle 10, the steering sensor is also a sensor that detects the direction in which the vehicle 10 turns and the steering angle of the vehicle 10. The direction in which the vehicle 10 turns and the steering angle of the vehicle 10 indicate the traveling condition information indicating the traveling condition of the vehicle 10, and the traveling condition information can be understood as the traveling information. Therefore, it can be understood that the detection device 100 detects the traveling information of the vehicle 10. The steering sensor of the detection device 100 outputs a signal indicating traveling information that can change from moment to moment to the determination unit 40 at any time.

When the travel information is input to the determination unit 40, the determination unit 40 determines whether or not the vehicle 10 is traveling on a curved road based on the travel information. The configuration of the determination unit 40 is, for example, the same configuration as that of the control unit 50.

Here, an example of determination will be described.

When the travel information is input to the determination unit 40, the determination unit 40 reads out a predetermined angle, which is the first threshold value, from the recording unit 60, and compares the predetermined angle with the steering angle of the vehicle 10 in the travel information. When the steering angle of the vehicle 10 is equal to or greater than a predetermined angle, the determination unit 40 reads out a predetermined time, which is a second threshold value, from the recording unit 60. The determination unit 40 compares the predetermined time with the bending time of the vehicle 10 in the same direction. The bending time is the time measured by a measuring unit such as a timer after the steering angle of the vehicle 10 becomes equal to or more than a predetermined angle. When the turning time is longer than a predetermined time, the determination unit 40 outputs a signal indicating that the vehicle 10 is traveling on a curved road to the control unit 50. When the turning time is less than a predetermined time, the determination unit 40 outputs a signal indicating that the vehicle 10 is not traveling on the curved road to the control unit 50. In this way, the determination unit 40 determines that the vehicle 10 is not in a state of turning right, for example, at an intersection, but in a state in which the vehicle 10 is traveling on a curved road that turns, for example, to the right in the traveling direction of the vehicle 10. Therefore, the determination by the determination unit 40 can be understood as changing the signal output to the control unit 50 according to the travel information input from the detection device 100.

As another example of determination, when travel information is input to the determination unit 40, the determination unit 40 determines whether or not the vehicle 10 is continuously traveling left or right within a predetermined time from the travel information. May be determined. The order of the turns may be a left turn followed by a right turn, or a right turn followed by a left turn. The traveling state of the vehicle 10 here does not change from a state in which the vehicle 10 is turning left or right at an intersection to a state in which the vehicle is going straight, but a state in which the vehicle 10 is traveling on a curved road such as a detour. show. Here, when the vehicle 10 is traveling on a straight road, the steering angle of the vehicle 10 is 0 degrees, and the steering angle of the vehicle 10 at 0 degrees is used as a reference angle. Within a predetermined time, after the steering angle of the vehicle 10 becomes equal to or more than the predetermined angle in one of the clockwise and counterclockwise directions of the steering wheel with respect to the reference angle, the steering wheel is clockwise and counterclockwise with respect to the reference angle. On the other hand, when the angle becomes equal to or greater than a predetermined angle, the determination unit 40 outputs a signal to the control unit 50 indicating that the vehicle 10 is traveling on a curved road such as a detour.

In this way, the determination unit 40 determines whether or not the vehicle 10 is traveling on a curved road based on the travel information. The determination result of the determination unit 40 is input to the control unit 50 as a signal.

Although the traveling situation information has been described as the direction in which the vehicle 10 turns and the steering angle of the vehicle 10, it is not necessary to be limited to the direction in which the vehicle 10 turns and the steering angle of the vehicle 10. Therefore, another example of the traveling situation information will be described below.

For example, as the traveling situation information, the coordinate information of the current position of the vehicle 10 can be mentioned. In this case, the detection device 100 includes a receiver that receives GPS signals transmitted from a plurality of GPS satellites used in the car navigation system. The receiver detects the coordinates of the current position of the vehicle 10 based on these GPS signals, and outputs a signal indicating the coordinates of the current position of the vehicle 10 to the determination unit 40 as coordinate information. The determination unit 40 determines whether or not the vehicle 10 is traveling on a curved road based on the coordinates of the current position of the vehicle 10 and the map information which is the travel information recorded in the recording unit 60. A curved road is preset in the map information, and the determination unit 40 determines whether or not the coordinates of the current position of the vehicle 10 are located on the curved road in the map information. When the coordinates of the current position of the vehicle 10 are located on the curved road in the map information, the determination unit 40 outputs a signal indicating that the vehicle 10 is traveling on the curved road to the control unit 50.

The traveling information is not limited to the traveling situation information, and may be the traveling environment information indicating the environment in which the vehicle 10 is traveling. An example of driving environment information will be described below.

Since a guardrail may be arranged on the curved road in order to suppress the deviation of the vehicle 10 from the curved road, the existence information of the guardrail indicating that the guardrail exists can be mentioned as the traveling environment information. In this case, the determination unit 40 determines whether or not the vehicle 10 is traveling on a curved road based on the guardrail imaged by the camera of the detection device 100. In this case, the detection unit of the detection device 100 detects the guardrail in the captured image captured by the camera. Next, when the detection unit detects the guardrail, the detection unit outputs a signal indicating the existence information of the guardrail to the determination unit 40. When the existence information of the guardrail is input to the determination unit 40, the determination unit 40 outputs a signal indicating that the vehicle 10 is traveling on the curved road to the control unit 50.

When the traveling environment information is the existence information of the guardrail, the detection device 100 has the same configuration as the millimeter wave radar that transmits the millimeter wave to the guardrail and receives the millimeter wave reflected by the guardrail, and the control unit 50. It may be further provided with a calculation unit having the above. The calculation unit calculates the distance between the vehicle 10 and the guardrail based on the reception result input from the millimeter wave radar, and outputs a signal indicating the calculated distance to the determination unit 40. The determination unit 40 determines whether or not the distance between the vehicle 10 and the guardrail is less than a predetermined distance, which is a threshold value recorded in the recording unit 60, and the distance between the vehicle 10 and the guardrail is a predetermined distance. If it is less than the distance, a signal indicating that the vehicle 10 is traveling on a curved road is output to the control unit 50.

Further, when the traveling environment information is the existence information of the guardrail, the detection device 100 may further include a stereo camera for photographing the front of the vehicle 10. The stereo camera includes two cameras, and outputs the captured image taken by each camera to the calculation unit. The calculation unit calculates the distance between the vehicle 10 and the guardrail based on the stereo matching for obtaining the parallax in the corresponding pixels, which are the pixels corresponding to each other in the two captured images. The calculation unit outputs a signal indicating the calculated distance to the determination unit 40. The determination unit 40 determines whether or not the distance between the vehicle 10 and the guardrail is less than a predetermined distance, and if the distance between the vehicle 10 and the guardrail is less than a predetermined distance, the vehicle 10 is curved. A signal indicating that the vehicle is traveling on the road is output to the control unit 50.

When a millimeter-wave radar or stereo camera is used, guardrails located near the vehicle 10 can be more easily detected than when a millimeter-wave radar or stereo camera is not used, and the road on which the vehicle 10 is currently traveling can be detected. The determination unit 40 determines that the road is a curved road.

Alternatively, as the traveling environment information, the curvature information of at least one of the center line and the outside line of the roadway captured by the camera can be mentioned. In this case, the calculation unit of the detection device 100 calculates the curvature of at least one of the center line and the outside line of the roadway photographed by the camera. The calculation unit outputs a signal indicating the curvature to the determination unit 40 as curvature information. When the curvature is input to the determination unit 40, the determination unit 40 determines whether or not the vehicle 10 is traveling on a curved road based on the curvature. In this case, the determination unit 40 determines whether or not the curvature is equal to or greater than the threshold value recorded in the recording unit 60. If the curvature is equal to or greater than the threshold value, the determination unit 40 outputs a signal indicating that the vehicle 10 is traveling on a curved road to the control unit 50.

Alternatively, tail lamp information may be mentioned as the traveling environment information. The tail lamp information indicates the movement amount and the movement direction of the tail lamp of the preceding vehicle photographed by the camera. The calculation unit of the detection device 100 calculates the movement amount and the movement direction of the tail lamp. The calculation unit outputs a signal indicating the movement amount and the movement direction to the determination unit 40. When the movement amount and the movement direction are input to the determination unit 40, the determination unit 40 determines whether or not the vehicle 10 is traveling on a curved road based on the movement amount and the movement direction of the tail lamp. In this case, the determination unit 40 reads a predetermined amount, which is a threshold value, from the recording unit 60, and compares the predetermined amount with the movement amount. When the movement amount is equal to or larger than the predetermined amount, the determination unit 40 reads out a predetermined time, which is a threshold value different from the above-mentioned threshold value, from the recording unit 60. The determination unit 40 compares the predetermined time with the movement time of the tail lamp in the same direction. The movement time is a time measured by a measurement unit such as a timer when the movement amount is input to the determination unit 40. When the travel time is equal to or longer than a predetermined time, the determination unit 40 outputs a signal indicating that the vehicle 10 is traveling on a curved road to the control unit 50. When the travel time is less than a predetermined time, the determination unit 40 outputs a signal indicating that the vehicle 10 is not traveling on the curved road to the control unit 50.

Next, the operation of the vehicle headlight system 15 of the present embodiment will be described.

FIG. 4 is a flowchart showing the operation of the vehicle headlight system 15 in the present embodiment. As shown in FIG. 4, the flowchart of the present embodiment includes steps S1 to S5.

(Step S1)
In this step, the control unit 50 determines whether or not to emit light based on the control signal from the light switch. When the control signal is not input to the control unit 50 and no light is emitted, the control unit 50 stops driving the pair of light emitting units 30, and the process returns to step S1. Further, when the control signal is input to the control unit 50 and the light is emitted, the process proceeds to step S2.

(Step S2)
In this step, the detection device 100 detects the travel information and outputs the travel information to the determination unit 40. When the travel information is input to the determination unit 40, the process proceeds to step S3.

(Step S3)
In this step, the determination unit 40 determines whether or not the vehicle 10 is traveling on a curved road based on the travel information. As the traveling information, as described above, steering information such as the direction in which the vehicle 10 turns and the steering angle of the vehicle 10 can be mentioned. When a signal indicating that the vehicle 10 is not traveling on the curved road is input from the determination unit 40 to the control unit 50, the process proceeds to step S4. Further, when a signal indicating that the vehicle 10 is traveling on a curved road is input from the determination unit 40 to the control unit 50, the process proceeds to step S5.

(Step S4)
In this step, it is assumed that the vehicle 10 is traveling straight on the roadway. Here, it is assumed that the lane is a straight road with one lane on each side and the vehicle 10 is traveling in the left lane of the straight road.

The control unit 50 drives a pair of light emitting units 30, and the pair of light emitting units 30 emits a low beam and overhead sine light toward the front of the vehicle 10. FIG. 5 is a diagram showing a low beam light distribution pattern 300 and an overhead sine light light distribution pattern 400 when the vehicle 10 is traveling on a straight road 200. In the following, the light forming the light distribution pattern 300 may be referred to as a reference light, and the amount of the reference light may be referred to as a reference light amount. The light distribution pattern 300 and the light distribution pattern 400 are formed on a virtual vertical screen located, for example, 25 m ahead of the vehicle 10. In FIG. 5, the light distribution pattern 300 is shown by a thick line, and the light distribution pattern 400 is shown by a broken line. The light distribution pattern 400 is a light distribution pattern projected above the light distribution pattern 300 in the vertical direction of the vehicle 10. The light distribution pattern 400 improves the visibility of an object (not shown) located above the light distribution pattern 300. Such an object is, for example, a road sign or the like. In FIG. 5, S indicates a horizontal line, L0 indicates a straight line extending in the front-rear direction of the vehicle 10 through the center of the vehicle 10 in the left-right direction, and V indicates a vertical line orthogonal to the straight line L0.

The light distribution pattern 300 has cut-off lines CL1, CL2, and CL3 on the upper edge. The cut-off line CL1 is provided on the opposite side of the cut-off line CL3 with the cut-off line CL2 as a reference. The intersection of the cut-off line CL1 and the cut-off line CL2 is referred to as an elbow point EP. The elbow point EP is located below the horizon S and above the vertical line V. The elbow point EP may be located below the horizon S and near the vertical line V. The cut-off line CL1 extends horizontally from the elbow point EP to the right side, which is one side in the left-right direction of the vehicle 10. The cut-off line CL2 extends from the elbow point EP toward the diagonally upper left in the vertical and horizontal directions of the vehicle 10. The end of the cut-off line CL2 on the side opposite to the elbow point EP side is located above the horizon S. The cut-off line CL3 extends horizontally from the above-mentioned end of the cut-off line CL2 to the left side in the left-right direction of the vehicle 10. Further, the hot zone HZL in the light distribution pattern 300 is located in the vicinity of the elbow point EP. The hot zone HZL is the brightest region in the light distribution pattern 300. Therefore, it can be understood that the hot zone HZL is a region having the largest amount of light in the light distribution pattern 300. As the light amount distribution of the light distribution pattern 300, the light amount gradually decreases as the distance from the hot zone HZL increases. Therefore, the outer peripheral edge side of the light distribution pattern 300 is darker than the hot zone HZL side.

In countries and regions where the right-hand traffic of the vehicle 10 is operated, the light distribution pattern 300 has a shape substantially symmetrical with the light distribution pattern 300 shown in FIG. Therefore, the cut-off line CL1 extends horizontally to the left from the elbow point EP, and the cut-off line CL2 extends diagonally upward to the right from the elbow point EP.

The center of the light distribution pattern 400 is located in the vicinity of the vertical line V. Further, the center of the light distribution pattern 400 is located above the cut-off line CL2 in the vertical direction of the vehicle 10. The center of the light distribution pattern 400 may be located on the vertical line V. Alternatively, the center of the light distribution pattern 400 may be located above the elbow point EP in the vertical direction of the vehicle 10. In the left-right direction of the vehicle 10, the width of the light distribution pattern 400 is narrower than the width of the light distribution pattern 300. The right edge of the light distribution pattern 400 is located above the cut-off line CL1 in the vertical direction of the vehicle 10. Further, the left edge of the light distribution pattern 400 is located above the cut-off line CL3 in the vertical direction of the vehicle 10.

When the light distribution pattern 300 and the light distribution pattern 400 are formed, the process returns to step S1.

(Step S5)
In this step, it is assumed that the vehicle 10 is traveling around the roadway. Here, it is assumed that the roadway is a curved road with one lane on each side for two-way traffic. It is assumed that the curved road turns to the right and the vehicle 10 is traveling in the left lane of the curved road.

The control unit 50 drives a pair of light emitting units 30, and the pair of light emitting units 30 emits a low beam and overhead sine light toward the front of the vehicle 10. FIG. 6 is a diagram showing a low beam light distribution pattern 500 and an overhead sine light light distribution pattern 400 when the vehicle 10 is traveling on a curved road 210. The light distribution pattern 500 and the light distribution pattern 400 are formed on a virtual vertical screen located, for example, 25 m ahead of the vehicle 10 as in the light distribution pattern 300 and the light distribution pattern 400 in step S4. In FIG. 6, the light distribution pattern 500 is shown by a thick line, and the light distribution pattern 400 is shown by a broken line. The shape, size, and light amount distribution of the light distribution pattern 400 are the same when the vehicle 10 is traveling on the straight road 200 and when the vehicle 10 is traveling on the curved road 210.

The shape and size of the light distribution pattern 500 when the vehicle 10 is traveling on the curved road 210 is the same as the shape and size of the light distribution pattern 300 when the vehicle 10 is traveling on the straight road 200. However, the light amount distribution in the light distribution pattern 500 is different from the light amount distribution in the light distribution pattern 300. The light amount distribution in the light distribution pattern 500 will be described below.

In the curved road 210, the light distribution pattern 500 is divided into six regions in the vertical and horizontal directions of the vehicle 10, and it is assumed that the adjacent regions in the vertical and horizontal directions of the vehicle 10 are in contact with each other. Each of the regions will be described as a first region 501, a second region 502, a third region 503, a fourth region 504, a fifth region 505, and a sixth region 506. The first region 501, the second region 502, and the third region 503 are the upper regions in the vertical direction of the vehicle 10, and the fourth region 504, the fifth region 505, and the sixth region 506 are the vertical regions of the vehicle 10. The lower area.

The first region 501 is a region located on the side opposite to the side where the vehicle 10 turns in the left-right direction of the vehicle 10. The second region 502 is a region located on the side where the vehicle 10 turns in the left-right direction of the vehicle 10. The third region 503 is a region located between the first region 501 and the second region 502 in the left-right direction of the vehicle 10. Since the straight line L0 passes through the third region 503, the first region 501 is a region located on the side opposite to the side where the vehicle 10 turns, and the second region 502 is a region located on the side where the vehicle 10 turns. Further, a V line passes through the third region 503, and the elbow point EP and the hot zone HZL are located. Further, the third region 503 is located below the light distribution pattern 400 in the vertical direction of the vehicle 10. The right edge of the third region 503 is located below the right edge of the light distribution pattern 400, and the left edge of the third region 503 is located below the left edge of the light distribution pattern 400.

The fourth region 504 is a region located on the side opposite to the side where the vehicle 10 turns in the left-right direction of the vehicle 10, and is a region located below the first region 501 in the vertical direction of the vehicle 10. The fifth region 505 is a region located on the side where the vehicle 10 turns in the left-right direction of the vehicle 10, and is a region located below the second region 502 in the vertical direction of the vehicle 10. The sixth region 506 is a region located between the fourth region 504 and the fifth region 505 in the left-right direction of the vehicle 10, and is a region located below the third region 503 in the vertical direction of the vehicle 10. Further, a V line passes through the sixth region 506.

The control unit 50 controls the pair of light emitting units 30 so that the heights of the fourth region 504, the fifth region 505, and the sixth region 506 are the same as each other and lower than the height of the second region 502. do. Here, the light distribution pattern 500 including the upper region of the light distribution pattern 500 including the first region 501, the second region 502, and the third region 503, and the fourth region 504, the fifth region 505, and the sixth region 506. The boundary line with the lower region will be described. This boundary line is preferably located, for example, about 2 to 3 degrees below the cut-off line CL1 from the viewpoint of suppressing the application of glare to the driver of the oncoming vehicle in rainy weather.

The control unit 50 controls the pair of light emitting units 30 so that the width of the third region 503 is the same as the width of the light distribution pattern 400 formed by the overhead sine light. Further, the control unit 50 controls the pair of light emitting units 30 so that the widths of the first region 501, the second region 502, the fourth region 504, and the fifth region 505 are the same as each other. In this case, the length obtained by equally dividing the remaining width obtained by subtracting the width of the third region 503 from the width of the light distribution pattern 500 is the width of each region, and the width of the sixth region 506 is the width of the third region 503. Same as width. Here, the widths of the first region 501, the second region 502, the fourth region 504, and the fifth region 505 are smaller than the width of the third region 503, respectively. The left edge of the first region 501 is located above the left edge of the fourth region 504, and the right edge of the first region 501 is located above the right edge of the fourth region 504. The left edge of the second region 502 is located above the left edge of the fifth region 505, and the right edge of the second region 502 is located above the right edge of the fifth region 505. The left edge of the third region 503 is located above the left edge of the sixth region 506, and the right edge of the third region 503 is located above the right edge of the sixth region 506.

By the way, FIG. 7 is a plan view of the vehicle 10 traveling on the curved road 210 when viewed from above in the vertical direction of the vehicle 10. For example, the average speed of the vehicle 10 traveling on the curved road 210 is 40 km / h, and the stopping distance of the vehicle 10 in this case is 20.1 m, which is 25 m with a margin. For example, when the curved road 210 is a mountain road located in the mountains, the minimum curvature half diameter of the curved road 210 is generally 60 m. In FIG. 7, the plane 601 is a surface along the vertical direction and the front-rear direction of the vehicle 10, and is a surface passing through the center of the vehicle 10 in the left-right direction at the front end of the vehicle 10. Further, the plane 603 is a plane in which the plane 601 is rotated clockwise by 8 degrees with the center as a fulcrum. Here, the position of the plane 603 is referred to as a reference position. In order for the light forming the third region 503 to irradiate the two lanes 25 m ahead of the vehicle 10, the plane 603 rotates counterclockwise at an angle θ from the reference position with the center as a fulcrum. It suffices to be located between the first position and the second position where the plane 603 is rotated clockwise at an angle θ from the reference position with the center as a fulcrum. The angle θ is 11 degrees.

Returning to FIG. 6, the description of the light distribution pattern 500 will be continued.

The upper edge of the light distribution pattern 500 is the upper edge of each of the first region 501, the second region 502, and the third region 503. The upper edge of the first region 501 is a part of the cut-off line CL3, and the upper edge of the second region 502 is a part of the cut-off line CL1. Further, the upper edge of the third region 503 is a remaining part of the cut-off line CL1, a cut-off line CL2, and a remaining part of the cut-off line CL3. The lower edge of the light distribution pattern 500 is the lower edge of each of the fourth region 504, the fifth region 505, and the sixth region 506. The left edge of the light distribution pattern 500 is the left edge of each of the first region 501 and the fourth region 504, and the right edge of the light distribution pattern 500 is the right edge of each of the second region 502 and the fifth region 505.

In this step, the first region 501 is mainly a road surface including a part of the road outer line 211 on the traveling lane side of the curved road 210 located in the light distribution pattern 500, and a road surface located in the light distribution pattern 500. It is projected onto most of the left side of the outside line 211. The left side of the road outside line 211 is a shoulder or a roadside zone. The second region 502 is mainly projected on the road surface including a part of the center line 213 of the curved road 210 located in the light distribution pattern 500 and most of the oncoming lanes located in the light distribution pattern 500. The third region 503 mainly includes another part of the road outer line 211 located in the light distribution pattern 500, another part of the center line 213 located in the light distribution pattern 500, and the road outer line 211. Is projected onto the road surface between the light and the center line 213. Another part of the road outside line 211 is located ahead of the road outside line 211 in the first region 501 in the direction of travel of the vehicle 10, and another part of the center line 213 is from the center line 213 in the second area 502. Is located in front of the vehicle 10 in the traveling direction. The third region 503 is also projected on the left side of another part of the road outer line 211. The fourth region 504 mainly includes a road surface including the remaining part of the road outer line 211 located in the light distribution pattern 500, and the remaining part on the left side of the road outer line 211 located in the light distribution pattern 500. Is projected on. The remaining part of the road outer line 211 is located in front of the road outer line 211 in the first region 501 in the traveling direction of the vehicle 10, and the remaining part on the left side of the road outer line 211 is the road in the first area 501. It is located in front of the left side of the outside line 211 in the traveling direction of the vehicle 10. The fifth region 505 is mainly projected on the road surface including the remaining part of the center line 213 located in the light distribution pattern 500 and the remaining part of the oncoming lane located in the light distribution pattern 500. The remaining part of the center line 213 is located in front of the center line 213 in the second region 502 in the traveling direction of the vehicle 10. The sixth region 506 is mainly projected on the road surface between the road outer line 211 and the center line 213 below the third region 503.

In this step, when a signal indicating that the vehicle 10 is traveling on the curved road 210 is input from the determination unit 40 to the control unit 50, the control unit 50 receives each light emitting element of the pair of light emitting units 30. The power supplied to 33a is adjusted. As a result, the amount of light emitted from each of the light emitting elements 33a is adjusted, and the amount of light distributed in the light distribution pattern 500 is adjusted. The adjustment of the amount of light will be described below.

When the determination unit 40 determines that the vehicle 10 is traveling on the curved road 210, the control unit 50 determines that the vehicle 10 is not in the state of traveling on the curved road 210 by the determination unit 40. The pair of light emitting units 30 are controlled so that the amount of light forming the first region 501 is reduced as compared with the case where the light is generated. Here, the first region 501 is arranged in the light distribution pattern 500 in the state where the vehicle 10 is traveling on the curved road 210 and the light distribution pattern 300 in the state where the vehicle 10 is not traveling on the curved road 210. When the first region 501 is located in the light distribution pattern 300 at the position located in the light pattern 500, the amount of light forming the first region 501 located in the light distribution pattern 500 is located in the light distribution pattern 300. It can be understood that the amount of light that forms the first region 501 of the case is less than the amount of light. Therefore, the first region 501 is darker than the state in which the vehicle 10 is not traveling on the curved road 210. The amount of light in the first region 501 is preferably the minimum necessary amount of light, not extinguished. The minimum required amount of light is, for example, a brightness such that the visibility of the driver of the vehicle 10 is ensured in front of the vehicle 10. The minimum required amount of light is recorded in the recording unit 60 as a threshold value, and may be appropriately changed according to the traveling condition of the vehicle 10 such as daytime or nighttime.

When the vehicle 10 is traveling on the curved road 210, the road outer line 211 is irradiated with the light forming the third region 503 and then irradiated with the light forming the first region 501 as the vehicle travels. Ru. In this case, the driver may recognize the roadside line 211 by the light forming the third region 503 before the light forming the first region 501. Further, when the vehicle 10 is traveling on the curved road 210, the driver's line of sight is concentrated on the third region 503 rather than the first region 501, and the driver is on the third region 503 as compared with the first region 501. Often pay attention. As described above, in the state where the vehicle 10 is traveling on the curved road 210, the necessity of the brightness of the first region 501 may be reduced as compared with the state where the vehicle 10 is not traveling on the curved road 210. Therefore, in the vehicle headlight 20 of the present embodiment, in the state where the vehicle 10 is traveling on the curved road 210, the first region 501 is compared with the state where the vehicle 10 is not traveling on the curved road 210. The amount of light formed is decreasing. Therefore, when the light distribution pattern 300 is divided into six regions as in the light distribution pattern 500, the amount of light forming the first region 501 corresponds to the first region 501 located at the upper left of the light distribution pattern 500. It is less than the reference light amount of the reference light forming the upper left region of the light distribution pattern 300. As a result, the first region 501 when the vehicle 10 is traveling on the curved road 210 is darker than the upper left region of the light distribution pattern 300 when the vehicle 10 is traveling on the straight road 200.

Further, the control unit 50 reduces the amount of light forming the second region 502 and reduces the amount of light forming the second region 502 as compared with the case where the determination unit 40 determines that the vehicle 10 is not traveling on the curved road 210, and the first region. The pair of light emitting units 30 are controlled so that the amount of reduction of the light forming 501 is larger than the amount of reduction of the light forming the second region 502. Here, in the light distribution pattern 500 and the light distribution pattern 300, when the second region 502 is located in the light distribution pattern 500 and the second region 502 is located in the light distribution pattern 300, the light distribution pattern 500 is used. It can be understood that the amount of light forming the second region 502 located is smaller than the amount of light forming the second region 502 when located in the light distribution pattern 300. Therefore, when the light distribution pattern 300 is divided into six regions as described above, the amount of light forming the second region 502 is the second light quantity located at the upper right of the light distribution pattern 500. It is less than the reference light amount of the reference light forming the upper right region of the light distribution pattern 300 corresponding to the region 502. As a result, the second region 502 when the vehicle 10 is traveling on the curved road 210 is darker than the upper right region of the light distribution pattern 300 when the vehicle 10 is traveling on the straight road 200. Further, when the vehicle 10 is traveling on the curved road 210, the first region 501 is darker than the second region 502.

When the vehicle 10 is traveling on the curved road 210, the center line 213 is irradiated with the light forming the third region 503, and then is irradiated with the light forming the second region 502 as the vehicle 10 advances. .. In this case, the driver may recognize the center line 213 by the light forming the third region 503 before the light forming the second region 502. Therefore, in the state where the vehicle 10 is traveling on the curved road 210, the necessity of the brightness of the second region 502 may be reduced as compared with the state where the vehicle 10 is not traveling on the curved road 210. Therefore, in the vehicle headlight 20 of the present embodiment, in the state where the vehicle 10 is traveling on the curved road 210, the second region 502 is compared with the state where the vehicle 10 is not traveling on the curved road 210. The amount of light formed is decreasing. Further, since the second region 502 is located on the curved road 210 on the traveling direction side of the vehicle 10, the driver's line of sight is concentrated on the second region 502 rather than the first region 501, and the driver is compared with the first region 501. Often pay attention to the second region 502. Therefore, the need for brightness in the first region 501 may be lower than the need for brightness in the second region 502. Therefore, in the vehicle headlight 20 of the present embodiment, when the vehicle 10 is traveling on the curved road 210, the amount of light forming the first region 501 is the amount of light forming the second region 502. It is reduced more than the amount of light.

In addition, the control unit 50 reduces the amount of light forming the fourth region 504 and reduces the amount of light forming the fourth region 504 as compared with the case where the determination unit 40 determines that the vehicle 10 is not traveling on the curved road 210, and the second region. The pair of light emitting units 30 may be controlled so that the amount of reduction of the light forming the 502 is larger than the amount of reduction of the light forming the fourth region 504. Here, in the light distribution pattern 500 and the light distribution pattern 300, if the fourth region 504 is located in the light distribution pattern 500 and the fourth region 504 is located in the light distribution pattern 300, the light distribution pattern 500 is used. It can be understood that the amount of light forming the fourth region 504 located is smaller than the amount of light forming the fourth region 504 when located in the light distribution pattern 300. Therefore, when the light distribution pattern 300 is divided into six regions as described above, the amount of light forming the fourth region 504 is the fourth light distribution pattern 500 located at the lower left. It is less than the reference light amount of the reference light forming the lower left region of the light distribution pattern 300 corresponding to the region 504. As a result, the fourth region 504 when the vehicle 10 is traveling on the curved road 210 becomes darker than the lower left region of the light distribution pattern 300 when the vehicle 10 is traveling on the straight road 200. Further, when the vehicle 10 is traveling on the curved road 210, the second region 502 is darker than the fourth region 504.

When the vehicle 10 is traveling on the curved road 210, the road outer line 211 is irradiated with the light forming the third region 503, and then is irradiated with the light forming the fourth region 504 as the vehicle travels. Ru. In this case, the driver may recognize the roadside line 211 by the light forming the third region 503 before the light forming the fourth region 504. Therefore, in the state where the vehicle 10 is traveling on the curved road 210, the necessity of the brightness of the fourth region 504 may be reduced as compared with the state where the vehicle 10 is not traveling on the curved road 210. Therefore, in the vehicle headlight 20 of the present embodiment, in the state where the vehicle 10 is traveling on the curved road 210, the fourth region 504 is compared with the state where the vehicle 10 is not traveling on the curved road 210. The amount of light formed is decreasing. Further, from the viewpoint of giving the driver a sense of security, the road outer line 211 in the fourth region 504 is desired to be visually recognized by the driver with a light brighter than the light forming the second region 502. Therefore, in the vehicle headlight 20 of the present embodiment, when the vehicle 10 is traveling on the curved road 210, the amount of light forming the second region 502 is larger than the amount of light forming the fourth region 504. The fourth region 504 is brighter than the second region 502.

Alternatively, the control unit 50 reduces the amount of light forming the fifth region 505 and the second region as compared with the case where the determination unit 40 determines that the vehicle 10 is not traveling on the curved road 210. The pair of light emitting units 30 may be controlled so that the amount of reduction of the light forming the 502 is larger than the amount of reduction of the light forming the fifth region 505. Here, in the light distribution pattern 500 and the light distribution pattern 300, if the fifth region 505 is located in the light distribution pattern 500 and the fifth region 505 is located in the light distribution pattern 300, the light distribution pattern 500 is used. It can be understood that the amount of light forming the fifth region 505 located is smaller than the amount of light forming the fifth region 505 when located in the light distribution pattern 300. Therefore, when the light distribution pattern 300 is divided into six regions as described above, the amount of light forming the fifth region 505 is located at the lower right of the light distribution pattern 500. It is less than the reference light amount of the reference light forming the lower right region of the light distribution pattern 300 corresponding to the five regions 505. As a result, the fifth region 505 when the vehicle 10 is traveling on the curved road 210 is darker than the lower right region of the light distribution pattern 300 when the vehicle 10 is traveling on the straight road 200. Further, when the vehicle 10 is traveling on the curved road 210, the second region 502 is darker than the fifth region 505.

When the vehicle 10 is traveling on the curved road 210, the center line 213 is irradiated with the light forming the third region 503, and then is irradiated with the light forming the fifth region 505 as the vehicle 10 advances. .. In this case, the driver may recognize the center line 213 by the light forming the third region 503 before the light forming the fifth region 505. Therefore, in the state where the vehicle 10 is traveling on the curved road 210, the necessity of the brightness of the fifth region 505 may be reduced as compared with the state where the vehicle 10 is not traveling on the curved road 210. Therefore, in the vehicle headlight 20 of the present embodiment, in the state where the vehicle 10 is traveling on the curved road 210, the fifth region 505 is compared with the state where the vehicle 10 is not traveling on the curved road 210. The amount of light formed is decreasing. Further, the fifth region 505 is projected onto the center line 213 located in front of the center line 213 in the second region 502 in the traveling direction of the vehicle 10. From the viewpoint of giving the driver a sense of security, the center line 213 in the fifth region 505 is desired to be visually recognized by the driver by a light brighter than the light forming the second region 502. Therefore, in the vehicle headlight 20 of the present embodiment, when the vehicle 10 is traveling on the curved road 210, the amount of light forming the second region 502 is larger than the amount of light forming the fifth region 505. The fifth region 505 is brighter than the second region 502.

Alternatively, the control unit 50 reduces the amount of light forming the sixth region 506 and reduces the amount of light forming the sixth region 506 as compared with the case where the determination unit 40 determines that the vehicle 10 is not traveling on the curved road 210, and the second region. The pair of light emitting units 30 may be controlled so that the amount of reduction of the light forming the 502 is larger than the amount of reduction of the light forming the sixth region 506. Here, in the light distribution pattern 500 and the light distribution pattern 300, when the sixth region 506 is located in the light distribution pattern 500 and the sixth region 506 is located in the light distribution pattern 300, the light distribution pattern 500 is used. It can be understood that the amount of light forming the sixth region 506 located is smaller than the amount of light forming the sixth region 506 when located in the light distribution pattern 300. Therefore, when the light distribution pattern 300 is divided into six regions as described above, the amount of light forming the sixth region 506 is located below the center of the light distribution pattern 500. It is less than the reference light amount of the reference light forming the lower center region of the light distribution pattern 300 corresponding to the six regions 506. As a result, the sixth region 506 when the vehicle 10 is traveling on the curved road 210 is darker than the lower center region of the light distribution pattern 300 when the vehicle 10 is traveling on the straight road 200. Further, when the vehicle 10 is traveling on the curved road 210, the second region 502 is darker than the sixth region 506.

When the vehicle 10 is traveling on the curved road 210, the sixth region 506 is projected toward the front of the third region 503 in the traveling direction of the vehicle 10. As the vehicle 10 traveling on the curved road 210 further advances, the road surface is irradiated with the light forming the third region 503 and then the light forming the sixth region 506. In this case, the driver may recognize the road surface by the light forming the third region 503 before the light forming the sixth region 506. Therefore, in the state where the vehicle 10 is traveling on the curved road 210, the necessity of the brightness of the sixth region 506 may be reduced as compared with the state where the vehicle 10 is not traveling on the curved road 210. Therefore, in the vehicle headlight 20 of the present embodiment, in the state where the vehicle 10 is traveling on the curved road 210, the sixth region 506 is compared with the state where the vehicle 10 is not traveling on the curved road 210. The amount of light formed is decreasing. Further, it is desired that the sixth region 506 is brighter than the second region 502 from the viewpoint of giving a sense of security to the driver. Therefore, in the vehicle headlight 20 of the present embodiment, when the vehicle 10 is traveling on the curved road 210, the amount of light forming the second region 502 is the amount of light forming the sixth region 506. The sixth region 506 is brighter than the second region 502.

The order of brightness in the fourth region 504, the fifth region 505, and the sixth region 506 is not particularly limited, and even if the brightness in the fourth region 504, the fifth region 505, and the sixth region 506 is the same. good.

Since the third region 503 is projected in front of the traveling lane in the curved road 210 in the traveling direction of the vehicle 10, the driver's line of sight is often concentrated in the third region 503 as compared with the other regions. Therefore, it is preferable that the amount of light forming the third region 503 does not change as compared with the case where the vehicle 10 does not travel on the curved road 210. Therefore, as described above, when the light distribution pattern 300 is divided into six regions as in the light distribution pattern 500, the amount of light forming the third region 503 is located on the center of the light distribution pattern 500. It is preferable that the amount of the reference light is the same as the reference light amount of the reference light forming the central upper region of the light distribution pattern 300 corresponding to the third region 503. In the vehicle headlight 20 of the present embodiment, the control unit 50 determines that the vehicle 10 is traveling on the curved road 210 by the determination unit 40, and the determination unit 40 determines that the vehicle 10 is traveling on the curved road. The pair of light emitting units 30 are controlled so that the amount of light forming the third region 503 is the same when it is determined that the vehicle is not traveling 210. Further, when the determination unit 40 determines that the vehicle 10 is traveling on the curved road 210, the control unit 50 forms the third region 503 with the amount of light forming the first region 501. The pair of light emitting units 30 are controlled so as to be less than the amount of light.

When the amount of light is adjusted in the light distribution pattern 500 as described above, the process returns to step S1.

As described above, the vehicle headlight 20 of the present embodiment has a pair of light emitting units 30 that emit light forming a predetermined light distribution pattern 500, and traveling information of the vehicle 10 detected by the detection device 100. Based on this, a determination unit 40 for determining whether or not the vehicle 10 is traveling on the curved road 210 and a control unit 50 for controlling the pair of light emitting units 30 are provided. The light distribution pattern is the first region 501 located on the side opposite to the side where the vehicle 10 turns in the left-right direction of the vehicle 10 traveling on the curved road 210, and the left-right direction of the vehicle 10 traveling on the curved road 210. The second region 502 located on the turning side of the vehicle 10 and the region located between the first region 501 and the second region 502 in the left-right direction of the vehicle 10 traveling on the curved road 210. Includes a third region 503 through which a straight line extending in the front-rear direction of the vehicle 10 passes through the center of the vehicle 10 in the left-right direction of the vehicle. When the determination unit 40 determines that the vehicle 10 is traveling on the curved road 210, the control unit 50 determines that the vehicle 10 is not in the state of traveling on the curved road 210 by the determination unit 40. The pair of light emitting units 30 are controlled so that the amount of light forming the first region 501 is reduced as compared with the case where the light is generated.

When the vehicle 10 travels on the curved road 210, in the light distribution pattern 500, the straight line L0 passes through the third region 503, so that the first region 501 is a region located on the side opposite to the side where the vehicle 10 turns. The two regions 502 are regions located on the side where the vehicle 10 turns. When the vehicle 10 is traveling on the curved road 210, the road outer line 211 on the traveling lane side of the vehicle 10 is irradiated with the light forming the third region 503, and then the first region 501 is driven by the progress of the vehicle 10. Is irradiated with light to form. In this case, the driver may recognize the roadside line 211 by the light forming the third region 503 before the light forming the first region 501. Further, when the vehicle 10 is traveling on the curved road 210, the driver's line of sight is concentrated on the third region 503 rather than the first region 501, and the driver is on the third region 503 as compared with the first region 501. Often pay attention. As described above, in the state where the vehicle 10 is traveling on the curved road 210, the necessity of the brightness of the first region 501 may be reduced as compared with the state where the vehicle 10 is not traveling on the curved road 210. Therefore, in the vehicle headlight 20 of the present embodiment, when the vehicle 10 is traveling on the curved road 210, the first region 501 is formed as compared with the state where the vehicle 10 is not traveling on the curved road 210. The amount of light emitted is decreasing. When the amount of light forming the first region 501 is reduced, the light is supplied to the light emitting element 33a that emits the light forming the first region 501, as compared with the case where the amount of light forming the first region 501 is not reduced. Power can be reduced. Therefore, according to the vehicle headlight 20, the power consumption can be reduced.

Further, in the vehicle headlight 20 of the present embodiment, when the determination unit 40 determines that the vehicle 10 is traveling on the curved road 210, the determination unit 40 determines that the vehicle 10 is traveling on the curved road 210. The amount of light forming the second region 502 is smaller than that in the case where it is determined that the vehicle is not traveling on the curved road 210, and the amount of light decreasing to form the first region 501 is the second region 502. The pair of light emitting units 30 are controlled so as to be larger than the amount of reduction of the light forming the light.

When the vehicle 10 is traveling on the curved road 210, the center line 213 is irradiated with the light forming the third region 503, and then is irradiated with the light forming the second region 502 as the vehicle 10 advances. .. In this case, the driver may recognize the center line 213 by the light forming the third region 503 before the light forming the second region 502. Therefore, in the state where the vehicle 10 is traveling on the curved road 210, the necessity of the brightness of the second region 502 may be reduced as compared with the state where the vehicle 10 is not traveling on the curved road 210. Therefore, in the vehicle headlight 20 of the present embodiment, in the state where the vehicle 10 is traveling on the curved road 210, the second region 502 is compared with the state where the vehicle 10 is not traveling on the curved road 210. The amount of light formed is decreasing. When the amount of light forming the second region 502 decreases, it is supplied to the light emitting element 33a that emits the light forming the second region 502 as compared with the case where the amount of light forming the second region 502 does not decrease. Power can be reduced. Therefore, according to the vehicle headlight 20, the power consumption can be reduced. Further, since the second region 502 is located on the curved road 210 on the traveling direction side of the vehicle 10, the driver's line of sight is concentrated on the second region 502 rather than the first region 501, and the driver is compared with the first region 501. Often pay attention to the second region 502. Therefore, the need for brightness in the first region 501 may be lower than the need for brightness in the second region 502. Therefore, in the vehicle headlight 20 of the present embodiment, when the vehicle 10 is traveling on the curved road 210, the amount of light forming the first region 501 is the amount of light forming the second region 502. It is reduced more than the amount of light. When the amount of light forming the first region 501 is reduced more than the amount of light forming the second region 502, the amount of light forming the first region 501 is smaller than the amount of light forming the second region 502. The power supplied to the light emitting element 33a that emits the light forming the first region 501, which is lower than that of the second region 502, may be reduced as compared with the case where the reduction is not so much. Therefore, according to the vehicle headlight 20, the power consumption can be reduced. Further, in the vehicle headlight 20 of the present embodiment, since the second region 502 is brighter than the first region 501, the driver can use the second region 502 not to be brighter than the first region 501. It may be easier to focus on the oncoming lane.

Further, in the vehicle headlight 20 of the present embodiment, the light distribution pattern further includes a fourth region 504 located below the first region 501 in the vertical direction of the vehicle 10. When the determination unit 40 determines that the vehicle 10 is traveling on the curved road 210, the control unit 50 determines that the vehicle 10 is not in the state of traveling on the curved road 210 by the determination unit 40. The amount of light forming the fourth region 504 is reduced, and the amount of reduction of the light forming the second region 502 is larger than the amount of reduction of the light forming the fourth region 504. It controls a pair of light emitting units 30.

When the vehicle 10 is traveling on the curved road 210, the road outer line 211 is irradiated with the light forming the third region 503, and then is irradiated with the light forming the fourth region 504 as the vehicle travels. Ru. In this case, the driver may recognize the roadside line 211 by the light forming the third region 503 before the light forming the fourth region 504. Therefore, in the state where the vehicle 10 is traveling on the curved road 210, the necessity of the brightness of the fourth region 504 may be reduced as compared with the state where the vehicle 10 is not traveling on the curved road 210. Therefore, in the vehicle headlight 20 of the present embodiment, in the state where the vehicle 10 is traveling on the curved road 210, the fourth region 504 is compared with the state where the vehicle 10 is not traveling on the curved road 210. The amount of light formed is decreasing. When the amount of light forming the fourth region 504 decreases, it is supplied to the light emitting element 33a that emits the light forming the fourth region 504, as compared with the case where the amount of light forming the fourth region 504 does not decrease. Power can be reduced. Therefore, according to the vehicle headlight 20, the power consumption can be reduced. When the fourth region 504 is projected onto the road outer line 211, the fourth region 504 is projected onto the road outer line 211 located in front of the road outer line 211 in the first region 501 in the traveling direction of the vehicle 10. Will be done. From the viewpoint of giving the driver a sense of security, the road outer line 211 located in the foreground is desired to be visually recognized by the driver by a light brighter than the light forming the second region 502. Therefore, in the vehicle headlight 20 of the present embodiment, when the vehicle 10 is traveling on the curved road 210, the amount of light forming the second region 502 is larger than the amount of light forming the fourth region 504. The fourth region 504 is brighter than the second region 502. When the amount of light forming the second region 502 decreases more than the amount of light forming the fourth region 504, the amount of light forming the second region 502 is larger than the amount of light forming the fourth region 504. The power supplied to the light emitting element 33a that emits the light forming the second region 502 can be reduced as compared with the case where it does not decrease much. Therefore, according to the vehicle headlight 20, the power consumption can be reduced. Further, in the vehicle headlight 20 of the present embodiment, since the fourth region 504 is brighter than the second region 502, the fourth region 504 is not brighter than the second region 502. The 211 can be bright, the driver can be more likely to pay attention to the roadside line 211, and the driver can be reassured.

Further, in the vehicle headlight 20 of the present embodiment, the light distribution pattern further includes a fifth region 505 located below the second region 502 in the vertical direction of the vehicle 10. When the determination unit 40 determines that the vehicle 10 is traveling on the curved road 210, the control unit 50 determines that the vehicle 10 is not in the state of traveling on the curved road 210 by the determination unit 40. The amount of light forming the fifth region 505 is reduced, and the amount of reduction of the light forming the second region 502 is larger than the amount of reduction of the light forming the fifth region 505. It controls a pair of light emitting units 30.

When the vehicle 10 is traveling on the curved road 210, the center line 213 is irradiated with the light forming the third region 503, and then is irradiated with the light forming the fifth region 505 as the vehicle 10 advances. .. In this case, the driver may recognize the center line 213 by the light forming the third region 503 before the light forming the fifth region 505. Therefore, in the state where the vehicle 10 is traveling on the curved road 210, the necessity of the brightness of the fifth region 505 may be reduced as compared with the state where the vehicle 10 is not traveling on the curved road 210. Therefore, in the vehicle headlight 20 of the present embodiment, in the state where the vehicle 10 is traveling on the curved road 210, the fifth region 505 is compared with the state where the vehicle 10 is not traveling on the curved road 210. The amount of light formed is decreasing. When the amount of light forming the fifth region 505 decreases, it is supplied to the light emitting element 33a that emits the light forming the fifth region 505 as compared with the case where the amount of light forming the fifth region 505 does not decrease. Power can be reduced. Therefore, according to the vehicle headlight 20, the power consumption can be reduced. When the fifth region 505 is projected onto the center line 213, the fifth region 505 is projected onto the center line 213 located in front of the center line 213 in the second region 502 in the traveling direction of the vehicle 10. From the viewpoint of giving the driver a sense of security, the center line 213 located in the foreground is desired to be visually recognized by the driver by a light brighter than the light forming the second region 502. Therefore, in the vehicle headlight 20 of the present embodiment, when the vehicle 10 is traveling on the curved road 210, the amount of light forming the second region 502 is larger than the amount of light forming the fifth region 505. The fifth region 505 is brighter than the second region 502. When the amount of light forming the second region 502 decreases more than the amount of light forming the fifth region 505, the amount of light forming the second region 502 is larger than the amount of light forming the fifth region 505. The power supplied to the light emitting element 33a that emits the light forming the second region 502 can be reduced as compared with the case where it does not decrease much. Therefore, according to the vehicle headlight 20, the power consumption can be reduced. Further, in the vehicle headlight 20 of the present embodiment, since the fifth region 505 is brighter than the second region 502, the fifth region 505 is not brighter than the second region 502, so that the center line 213 is not brighter than the second region 502. Can be bright, the driver can be more likely to pay attention to the centerline 213, and the driver can be reassured.

Further, in the vehicle headlight 20 of the present embodiment, the light distribution pattern further includes the sixth region 506 located below the third region 503 in the vertical direction of the vehicle 10. When the determination unit 40 determines that the vehicle 10 is traveling on the curved road 210, the control unit 50 determines that the vehicle 10 is not in the state of traveling on the curved road 210 by the determination unit 40. The amount of light forming the sixth region 506 is reduced, and the amount of reduction of the light forming the second region 502 is larger than the amount of reduction of the light forming the sixth region 506. It controls a pair of light emitting units 30.

When the vehicle 10 is traveling on the curved road 210, the sixth region 506 is projected toward the front of the third region 503 in the traveling direction of the vehicle 10. As the vehicle 10 traveling on the curved road 210 further advances, the road surface is irradiated with the light forming the third region 503 and then the light forming the sixth region 506. In this case, the driver may recognize the road surface by the light forming the third region 503 before the light forming the sixth region 506. Therefore, in the state where the vehicle 10 is traveling on the curved road 210, the necessity of the brightness of the sixth region 506 may be reduced as compared with the state where the vehicle 10 is not traveling on the curved road 210. Therefore, in the vehicle headlight 20 of the present embodiment, in the state where the vehicle 10 is traveling on the curved road 210, the sixth region 506 is compared with the state where the vehicle 10 is not traveling on the curved road 210. The amount of light formed is decreasing. When the amount of light forming the sixth region 506 decreases, it is supplied to the light emitting element 33a that emits the light forming the sixth region 506, as compared with the case where the amount of light forming the sixth region 506 does not decrease. Power can be reduced. Therefore, according to the vehicle headlight 20, the power consumption can be reduced. Further, it is desired that the sixth region 506 is brighter than the second region 502 from the viewpoint of giving a sense of security to the driver. Therefore, in the vehicle headlight 20 of the present embodiment, when the vehicle 10 is traveling on the curved road 210, the amount of light forming the second region 502 is the amount of light forming the sixth region 506. The sixth region 506 is brighter than the second region 502. When the amount of light forming the second region 502 decreases more than the amount of light forming the sixth region 506, the amount of light forming the second region 502 is larger than the amount of light forming the sixth region 506. The power supplied to the light emitting element 33a that emits the light forming the second region 502 can be reduced as compared with the case where it does not decrease much. Therefore, according to the vehicle headlight 20, the power consumption can be reduced. Further, in the vehicle headlight 20 of the present embodiment, the sixth region 506 is brighter than the second region 502, so that the sixth region 506 is brighter on the front side than when it is not brighter than the second region 502. It can be, and the driver can be reassured.

Further, in the vehicle headlight 20 of the present embodiment, the control unit 50 determines that the vehicle 10 is traveling on the curved road 210 by the determination unit 40, and the vehicle 10 is determined by the determination unit 40. The light emitting unit 30 is controlled so that the amount of light forming the third region 503 is the same when it is determined that the vehicle is not traveling on the curved road 210.

The brightness of the third region 503 is the same when the vehicle 10 is traveling on the curved road 210 and when the vehicle 10 is traveling on the straight road 200, for example. Therefore, in the vehicle headlight 20, the burden on the driver's vision due to the change in brightness can be suppressed. Further, in the vehicle headlight 20, the control unit 50 is the same as the light emitting unit 30 when the vehicle 10 is traveling on the curved road 210 and when the vehicle 10 is traveling on the straight road 200, for example. All you have to do is supply power. Therefore, in the vehicle headlight 20, the burden on the control unit 50 can be reduced as compared with the case where the brightness changes.

Further, in the vehicle headlight 20 of the present embodiment, the light emitting unit 30 emits overhead sine light above the third region 503 in the vertical direction of the vehicle 10. When the determination unit 40 determines that the vehicle 10 is traveling on the curved road 210, the control unit 50 forms the width of the third region 503 in the left-right direction of the vehicle 10 by the overhead sine light. The light emitting unit 30 is controlled so as to have the same width as the light distribution pattern 400.

In the vehicle headlight 20, the control unit 50 can easily increase the width of the third region 503 as compared with the case where the width of the third region 503 is different from the width of the light distribution pattern 400 formed by the overhead sine light. Can be set.

Although the present invention has been described above by exemplifying the above embodiments, the present invention is not limited thereto.

The configuration of one light emitting unit 30a is the same as the configuration of the other light emitting unit 30b, but may be different from the configuration of the other light emitting unit 30b. The configuration of one light emitting unit 30a and the other light emitting unit 30b is not particularly limited. Further, for example, one light emitting unit 30a and the other light emitting unit 30b may be a parabolic light emitting unit, a projector type light emitting unit, a direct lens type light emitting unit, or the like.

The captured image may be at least one of a moving image and a still image.

The widths of the first region 501, the second region 502, the fourth region 504, and the fifth region 505 may be the same as the width of the third region 503, or may be larger than the width of the third region 503. You may. The widths of the first region 501, the second region 502, the third region 503, the fourth region 504, the fifth region 505, and the sixth region 506 are the widths of the light distribution pattern 300 evenly divided into three. It is a length, and the width of the light distribution pattern 400 may be the same as the width of each region of the light distribution pattern 300 evenly divided into three. The control unit 50 may control the pair of light emitting units 30 so that the width of the light distribution pattern 400 is the same as the width of the third region 503. Further, the control unit 50 may control the pair of light emitting units 30 so that the width of the third region 503 is larger than the width of the light distribution pattern 400.

The light distribution pattern 500 may be divided into at least three or more regions in the left-right direction of the vehicle 10.

When the determination unit 40 determines that the vehicle 10 is traveling on the curved road 210, the control unit 50 determines that the vehicle 10 is not in the state of traveling on the curved road 210 by the determination unit 40. The light emitting unit 30 may be controlled so that the amount of light of at least a part of the light forming the first region 501 is reduced as compared with the case where the light emission unit 30 is used. When the amount of light of at least a part of the light forming the first region 501 is reduced, the control unit 50 determines that the vehicle 10 is traveling on the curved road 210 by the determination unit 40. The amount of light at least a part of the light forming the second region 502 is reduced and the first region 501 is formed as compared with the case where the determination unit 40 determines that the vehicle 10 is not traveling on the curved road 210. The light emitting unit 30 is controlled so that the amount of reduction of at least a part of the light to be generated is larger than the amount of reduction of at least a part of the light forming the second region 502. Further, if the amount of light of at least a part of the light forming the second region 502 is reduced as described above, the control unit 50 determines that the vehicle 10 is traveling on the curved road 210 by the determination unit 40. In the case of determination, at least a part of the light forming the fourth region 504 is reduced and the amount of light is reduced as compared with the case where the determination unit 40 determines that the vehicle 10 is not traveling on the curved road 210. The light emitting unit 30 may be controlled so that the amount of reduction of at least a part of the light forming the second region 502 is larger than the amount of reduction of at least a part of the light forming the fourth region 504. Alternatively, when the determination unit 40 determines that the vehicle 10 is traveling on the curved road 210, the control unit 50 is not in a state where the vehicle 10 is traveling on the curved road 210 by the determination unit 40. The amount of light forming at least a part of the light forming the fifth region 505 is reduced as compared with the case where it is determined to be, and the amount of reducing at least a part of the light forming the second region 502 is the light forming the fifth region 505. The light emitting unit 30 may be controlled so as to be larger than the decrease amount of at least a part of the above. Alternatively, when the determination unit 40 determines that the vehicle 10 is traveling on the curved road 210, the control unit 50 is not in a state where the vehicle 10 is traveling on the curved road 210 by the determination unit 40. The amount of light forming at least a part of the light forming the sixth region 506 is reduced as compared with the case where it is determined to be, and the amount of reducing at least a part of the light forming the second region 502 is the light forming the sixth region 506. The light emitting unit 30 may be controlled so as to be larger than the decrease amount of at least a part of the above. The control unit 50 sets the light emitting unit 30 so that the amount of light at least a part of the light forming at least one of the fourth region 504, the fifth region 505, and the sixth region 506 is reduced as described above. You may control it. Further, the control unit 50 is not in a state where the determination unit 40 determines that the vehicle 10 is traveling on the curved road 210 and when the determination unit 40 determines that the vehicle 10 is traveling on the curved road 210. The light emitting unit 30 may be controlled so that the amount of light forming at least a part of the third region 503 is the same as in the case where it is determined. Further, when the determination unit 40 determines that the vehicle 10 is traveling on the curved road 210, the control unit 50 determines that at least a part of the light forming the first region 501 is the third region. The light emitting unit 30 may be controlled so that the amount of light is less than at least a part of the light forming the 503. In the control unit 50, at least a part of the light forming each of the first region 501, the second region 502, the fourth region 504, the fifth region 505, and the sixth region 506 is simultaneously reduced as described above. As such, the light emitting unit 30 may be controlled. Further, the control unit 50 may control the light emitting unit 30 so that the amount of light of at least a part of the light forming the first region 501 becomes zero. Here, although the description has been made using the first region 501, the control unit 50 determines the amount of light in the second region 502, the fourth region 504, the fifth region 505, and the sixth region 506, similarly to the first region 501. You may control it.

The control unit 50 may control the light emitting unit 30 so that the light amount distribution in the first region 501 becomes uniform. Here, although the description has been made using the first region 501, the control unit 50 may control the light emitting unit 30 so that the light amount distribution becomes uniform in the other regions as well as the first region 501. .. Further, the control unit 50 may control the light emitting unit 30 so that the amount of decrease in the amount of light in the first region 501 increases as the distance from the third region 503 increases in the left-right direction of the vehicle 10. Although described here using the first region 501, the control unit 50 may control the amount of light in the second region 502, the fourth region 504, and the fifth region 505, similarly to the first region 501. .. Further, the control unit 50 may control the light emitting unit 30 so that the amount of decrease in the amount of light in the sixth region 506 becomes larger or smaller as the distance from the third region 503 increases in the vertical direction of the vehicle 10. Although described here using the sixth region 506, the control unit 50 may control the amount of light in the fourth region 504 and the fifth region 505 in the same manner as in the sixth region 506. Further, the control unit 50 may control the amount of decrease in each region according to the curvature of the curved path 210. The curvature of the curved road 210 is detected based on, for example, the steering angle of the vehicle 10, the curvature information of at least one of the center line and the outside line of the roadway captured by the camera, and the like. The larger the curvature of the curved path 210, the larger the amount of decrease in each region may be.

The control unit 50 may control the light emitting unit 30 so that the entire lower edge of the light distribution pattern 400 touches the entire upper edge of the third region 503.

The control of the amount of light in the state where the vehicle 10 is traveling on the curved road 210 has been described using the low beam light distribution pattern 500, but the high beam light distribution pattern may be controlled in the same manner as the light distribution pattern 500. good.

Although the low beam and overhead sine light are emitted, at least one of the low beam and overhead sine light may be emitted.

Since the driving information includes the driving state information and the driving environment information, the determination unit determines whether or not the vehicle 10 is traveling on a curved road based on at least one of the driving state information and the driving environment information. You may judge.

The measuring unit may be arranged in the vehicle headlight 20. The determination unit 40 may be omitted, and the control unit 50 may function as the determination unit 40.

As described above, according to the present invention, a vehicle headlight capable of reducing power consumption is provided, and the vehicle headlight can be used in the field of vehicle headlights such as automobiles. ..

10 ... Vehicle 20 ... Vehicle headlight 30 ... Light emitting unit 40 ... Judgment unit 50 ... Control unit 60 ... Recording unit 100 ... Detection device

Claims (9)

A light emitting unit that emits light that forms a predetermined light distribution pattern,
A determination unit that determines whether or not the vehicle is traveling on a curved road based on the vehicle travel information detected by the detection device.
A control unit that controls the light emitting unit,
Equipped with
The light distribution pattern is
A first region located on the side opposite to the side where the vehicle turns in the left-right direction of the vehicle traveling on the curved road, and
A second region located on the side where the vehicle turns in the left-right direction of the vehicle traveling on the curved road, and
A region located between the first region and the second region in the left-right direction of the vehicle traveling on the curved road, passing through the center of the vehicle in the left-right direction of the vehicle, and of the vehicle. The third area through which a straight line extending back and forth passes,
Including
When the determination unit determines that the vehicle is traveling on the curved road, the control unit determines that the vehicle is not traveling on the curved road by the determination unit. A vehicle headlight, characterized in that the light emitting unit is controlled so that the amount of light of at least a part of the light forming the first region is reduced as compared with the case where the light emitting unit is used. When the determination unit determines that the vehicle is traveling on the curved road, the control unit determines that the vehicle is not traveling on the curved road by the determination unit. At least a part of the light forming the second region is reduced, and at least a part of the light forming the first region is reduced by at least a part of the light forming the second region. The vehicle headlight according to claim 1, wherein the light emitting unit is controlled so as to be larger than a part of the reduction amount. The light distribution pattern further includes a fourth region located below the first region in the vertical direction of the vehicle.
When the determination unit determines that the vehicle is traveling on the curved road, the control unit determines that the vehicle is not traveling on the curved road by the determination unit. The amount of light forming at least a part of the light forming the fourth region is reduced, and the amount of reducing at least a part of the light forming the second region is less than the amount of light forming the fourth region. The vehicle headlight according to claim 1 or 2, wherein the light emitting unit is controlled so as to be larger than a partial reduction amount. The light distribution pattern further includes a fifth region located below the second region in the vertical direction of the vehicle.
When the determination unit determines that the vehicle is traveling on the curved road, the control unit determines that the vehicle is not traveling on the curved road by the determination unit. At least a part of the light forming the fifth region is reduced, and at least a part of the light forming the second region is reduced by at least a part of the light forming the fifth region. The vehicle headlight according to any one of claims 1 to 3, wherein the light emitting unit is controlled so as to be larger than a part of the reduction amount. The light distribution pattern further includes a sixth region located below the third region in the vertical direction of the vehicle.
When the determination unit determines that the vehicle is traveling on the curved road, the control unit determines that the vehicle is not traveling on the curved road by the determination unit. At least a part of the light forming the sixth region is reduced, and at least a part of the light forming the second region is reduced by at least a part of the light forming the sixth region. The vehicle headlight according to any one of claims 1 to 4, wherein the light emitting unit is controlled so as to be larger than a part of the reduction amount. The control unit determines that the vehicle is traveling on the curved road by the determination unit and that the vehicle is not traveling on the curved road by the determination unit. The invention according to any one of claims 1 to 5, wherein the light emitting unit is controlled so that the amount of light of at least a part of the light forming the third region is the same. Headlights for vehicles. The light emitting unit emits overhead sine light above the third region in the vertical direction of the vehicle.
When the determination unit determines that the vehicle is traveling on the curved road, the control unit forms the width of the third region of the vehicle in the left-right direction by the overhead sine light. The vehicle headlight according to any one of claims 1 to 6, wherein the light emitting unit is controlled so as to have the same width as the light distribution pattern. The vehicle headlight according to any one of claims 1 to 7, wherein the light forming the light distribution pattern is a low beam. The vehicle headlight according to any one of claims 1 to 8, wherein the third region includes a hot zone.

Images