JP2861773B2 - Light distribution control device for headlamp - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a headlamp light distribution control device, and more particularly to a headlamp light distribution control device for controlling the light distribution of a headlamp that illuminates the front of a vehicle.

[0002]

2. Description of the Related Art A vehicle is provided with a headlamp (a so-called low beam and high beam) which can be switched between a light distribution for a far irradiation and a light distribution for a near irradiation in order to improve visibility in front of a driver at night or the like. I have. The headlamp is fixed to a substantially front end of the vehicle and irradiates a predetermined relatively wide area.

An ordinary road on which a vehicle travels has a straight or curved road shape.
Further, in front of the host vehicle, there may be a preceding vehicle running in the same direction as the host vehicle, an oncoming vehicle other than the host vehicle running in the opposite direction to the host vehicle, and the like. For this reason,
In order to improve the driver's visibility, the light distribution must be adjusted according to the shape of the road, and the light distribution must be such that other vehicles traveling in front can be recognized and glare will not be caused.

In order to improve the driver's visibility, when the headlamps are turned on, the surrounding brightness, road curve information based on steering angle detection, vehicle speed, presence / absence of an oncoming vehicle using an oncoming vehicle sensor, personal There is a headlamp light distribution control device that performs up / down control by setting the position of a headlamp according to the vehicle speed and left / right control by setting the position of a curve headlamp on a curved road using favorite information (Japanese Patent Laid-Open No. 64-111546). No.).

[0005]

However, the power supplied to the headlamp is not always constant.
For this reason, in the conventional headlamp light distribution control device, even if the power supplied to the headlamp decreases, the light distribution control is continuously performed. If the light distribution control of the headlamp is performed with the reduced light amount, the visibility of the driver may be reduced.

The present invention has been made in view of the above circumstances, and has as its object to provide a light distribution control device for a headlamp that does not reduce the visibility of a driver by controlling the light distribution in accordance with the power supplied to the headlamp.

[0007]

In order to achieve the above object, a light distribution control device for a headlamp according to the present invention is provided for a vehicle having a headlamp capable of changing at least one of brightness, irradiation direction and irradiation range. Supply power detection means for detecting power supply to the headlamp, determination means for determining whether the detected supply power is equal to or greater than a predetermined reference power or less than reference power, and power for increasing the power supply to the headlamp Normal control for controlling at least one of the brightness, irradiation direction, and irradiation range of the headlamp to be a predetermined value based on a judgment result of the increasing means and the judging means, and at least the reference value or more. Correction control for controlling the power increasing means and controlling at least one of the brightness, irradiation direction, and irradiation range of the headlamp to be a predetermined value; Fine said power increasing means of the control and brightness of the head lamp, and a, and control means for controlling to select one of the non-control without to or performed cancel changing control of the irradiation direction and irradiation range.

[0008]

According to the present invention, power is supplied to the headlamp from a power supply such as a vehicle battery. The power supplied to the headlamp can be increased by power increasing means. The power increasing means includes an idle-up operation that increases the number of revolutions of the engine to increase the generated power.
The headlamp can change at least one of brightness, irradiation direction, and irradiation range. As a result, it is possible to change the reaching distance, irradiation range, and the like of the light of the headlamp, and it is possible to improve the visibility by making changes so as to ensure the driver's view. This supply power is detected by the supply power detection means. The determining means determines whether the detected supply power is equal to or higher than a predetermined reference power or lower than the reference power. The reference power value includes, for example, a minimum battery voltage value at which a predetermined reach distance can be visually recognized. In the control means,
Based on the determination result of the determination means, normal control, correction control,
And non-control is selected and controlled. Normal control is
This is control for improving visibility in which at least one of the brightness, irradiation direction, and irradiation range of the headlamp is controlled to a predetermined value. The correction control is a control for controlling the power increasing means so as to be at least equal to or more than the reference value and for controlling at least one of the brightness of the headlamp, the irradiation direction and the irradiation range to be a predetermined value. It is preferable to warn the driver during this correction control. The non-control is a control in which the control of the power increasing means and the control of changing the brightness, the irradiation direction, and the irradiation range of the headlamp are not performed, or are not stopped or performed. For example, when the supplied power is equal to or higher than the reference power, the light quantity of the headlamp is sufficient, so that the normal control may be performed. Accordingly, when the light amount of the headlamp is less than the reference power at which the light amount decreases, the light distribution control is not performed while the light amount remains reduced, and the visibility of the driver is not reduced. When the power is less than the reference power, it is preferable to perform the correction control first and then shift to the non-control when the increase in the supplied power cannot be expected.

[0009]

Embodiments of the present invention will be described below in detail with reference to the drawings. In the following embodiment, the present invention is applied to a headlamp light distribution control device that controls light distribution of a headlamp disposed in front of a vehicle. In the drawings, arrow FR indicates the forward direction of the vehicle body, arrow UP indicates the upward direction of the vehicle body, arrow LH indicates the leftward direction of the vehicle width, arrow RH indicates the rightward direction of the vehicle width,
Show.

As shown in FIG. 1, an engine hood 12 is disposed on an upper surface of a front body 10A of a vehicle 10, and a front bumper fixed to both ends in the vehicle width direction of a front end of the front body 10A. A pair of left and right headlamps 18 and 20 (both ends in the vehicle width direction) are disposed above the upper portion 16. A windshield glass 14 is provided near the rear end of the engine hood 12. A camera 22 for photographing the front of the vehicle at night is disposed above the windshield glass 14 and inside the vehicle 10 (visual position of the driver, near a so-called eye point). The camera 22 includes an image processing device 48
(FIG. 6). The camera 22 may be a night vision camera or the like using an image intensifier tube that multiplies the intensity of a dark visible image that receives X-rays, particle beams, or the like and converts it into a bright visible image. Note that the speedometer cable (not shown) in the vehicle 10 includes a vehicle 10
A vehicle speed sensor 66 (FIG. 6) for detecting the vehicle speed Sp is provided.

As shown in FIG. 2, the vehicle 10 is provided with a shift lever 24 and a steering 26. The shift lever 24 has a range of the shift lever 24 during an automatic transmission, such as parking (P), back (R), neutral (N), and drive (D).
Range detection switch 68 (FIG. 6) for detecting a range such as
Are arranged. Note that the range detection switch 68 is
The range of the shift lever 24 during manual transmission may be detected. A turn signal lever 28 and a wiper control lever 30 are provided near a rotation shaft (not shown) of the steering 26. The light control switch 32 (FIG. 6) attached to the tip of the turn signal lever 28
A switch for instructing switching between 8 and 20 between on and off, and is turned on and off when the tip of the turn signal lever 28 is rotated about the axis of the turn signal lever 28. When the light control switch 32 is turned on, the head lamps 18 and 20 are turned on or off.

[0012] As shown in FIG.
Is a projector type headlamp having a bulb 40 as a light source. The bulb 40 is attached to a reflector 42 having an elliptical reflection surface, and the light emitted from the bulb 40 is reflected by the reflector 42 and emits light in front of the vehicle 10 (in the direction of arrow FR in FIG. 3). I have. On the emission side of the reflector 42 and near the condensing position of the reflector 42, a shade 44 having a function of being movable so as to limit the irradiation range in the vertical direction for anti-glare oncoming traffic is provided. (See FIG. 4). On the exit side of the shade 44, a convex lens 46 is provided. Therefore, the light of the bulb 40 reflected by the reflector 42 is condensed near the shade 44 and emitted by the convex lens 46 with the position near the shade 44 as a light emitting point, and is emitted in front of the vehicle 10 (arrow FR in FIG. 3).
Direction).

A bearing 80 is fixed near the convex lens 46 of the headlamp 18 and at an outer peripheral portion in the vehicle width direction (the direction opposite to the arrow LH in FIG. 3). This bearing 80 is
It is supported by a column 82 fixed vertically to a frame (not shown) of the vehicle 10. A cylindrical tip of a mover 86A of the actuator 86 is attached to the vicinity of the valve 40 and an outer peripheral portion in the vehicle width direction (the direction of the arrow LH in FIG. 3). This actuator 86 is mounted on the vehicle 1
0 is fixed to a frame (not shown).
D and a worm gear having the mover 86A as a worm. That is, the rear end of the mover 86A is engraved so as to function as a worm.
B is engaged. The mover 86A is linearly movable by a slide mechanism (not shown), and the rotation shaft of the worm wheel 86B is the shaft 86 of the motor 86D.
C, and the rotation of the motor 86D is converted to linear drive of the mover 86A. Accordingly, the rotation of the motor 86D in response to the signal from the control device 50 causes the mover 86A to expand and contract in the horizontal direction (the direction of the arrow A in FIG. 3). When the mover 86A contracts, the low beam side lamp L1 rotates rightward and the optical axis L becomes the optical axis LR. When the mover 86A extends, the low beam side lamp L1 rotates leftward and the optical axis L becomes the optical axis LL. Thus, the headlamp 18 is moved in accordance with the expansion and contraction of
Rotates about the column 82, and the optical axis L is deflected in the horizontal left and right direction (the RH or LH direction in FIG. 1). Hereinafter, the control of the optical axis deflection is referred to as reflector control.

As shown in FIG. 4, the bulb side of the shade 44 of the headlamp 18 is an engraved rack portion 88A, which is engaged with a pinion 88B of the actuator 88. The pinion 88B is fixed to a rotation shaft of a motor 88C, and the rotation of the motor 88C
(In the direction of arrow A in FIG. 4). The actuator 88 is composed of the rack 88A, the pinion 88B, and the motor 88C. Therefore, the control device 5
The motor 88C according to the signal from 0 rotates, and the shade 44 moves in the vertical direction (the direction of arrow A in FIG. 4). The vertical movement of the shade 44 limits the irradiation range in front of the vehicle (see FIG. 5). That is, the cut line, which is the boundary between the light irradiation area and the non-irradiation area by the headlamp, moves up and down in front of the driver's eyes. Hereinafter, the control based on the vertical movement of the shade is referred to as shade control.

The headlamp 20 includes the headlamp 1 described above.
8 and includes a valve 41, a shade 45, a bearing 81, an actuator 87, and an actuator 89 (FIG. 6). Since the configuration of the headlamp 20 is the same as that of the headlamp 18, a detailed description is omitted.

As shown in FIG. 6, the headlamps 18, 2
The control device 50 for controlling the light distribution of the read only memory (ROM) 52 includes a read only memory (ROM) 52 and a random access memory (RA).
M) 54, central processing unit (CPU) 56, input port 5
8, an output port 60, a driver 64, and a bus 62 such as a data bus or a control bus for connecting these components. The ROM 52 stores a control program for controlling a headlamp to be described later. The input port 58 has a vehicle speed sensor 66,
The camera 22 is connected via a range detection switch 68 of the shift lever 24, an electronic control suspension control device (TEMS) 70, and an image processing device 48. Also,
The input port 58 is connected to a battery BT that supplies power to the headlamps 18 and 20 via a supply power detection circuit 72. The supply power detection circuit 72 uses an A / D converter that converts the power of the battery BT, that is, a voltage value into a digital value. The output port 60 is connected to an idle-up circuit 74 and a display 76 via a driver 64.
It is connected to the. The idle-up circuit 74 is a circuit for outputting a signal for increasing the engine speed during idling to an electronic control fuel injection device (EFI) for controlling fuel injection to the engine (not shown). The output port 60 is connected to actuators 86, 87, 88, 89 via a driver 64 and to the image processing device 48. Image processing device 4
Reference numeral 8 denotes a device that performs image processing on an image (image) captured by the camera 22 based on signals input from the camera 22 and the control device 50.

An ordinary road on which the host vehicle travels has a road shape that is straight or curved. Therefore, if the road shape ahead of the host vehicle 10 can be recognized, the driver's view can be secured by the light distribution control. In addition, other vehicles (preceding vehicle and oncoming vehicle) may travel in front of the host vehicle 10. When the position of the eye point of the other vehicle (the position of the rearview mirror of the preceding vehicle and the eye point of the driver of the oncoming vehicle) is included in the irradiation range of the headlamp of the own vehicle 10 to the other vehicle, May cause glare to the driver. Therefore, if another vehicle traveling ahead of the host vehicle 10 can be recognized, light distribution control can be performed so as not to give glare to the other vehicle. An example of recognizing the road shape and other vehicles by image processing will be described below. The position of each pixel on the image formed by the image signal is specified by coordinates (X _n , Y _n ) of a coordinate system defined by orthogonal X and Y axes set on the image.

FIG. 7A shows an image 120 of an image captured by the camera 22 in which the preceding vehicle 11 is located within the white lines 124 on both sides of the lane of the road 122 on which the host vehicle 10 travels. The preceding vehicle recognition processing using the image 120 will be described. First, to set the window area W _S having a predetermined width γ suspected of containing white lines (FIG. 7 (3)), and
Point brightness variation within the window area W _S is greater the white line candidate point (maximum point of vertical brightness differential value) (edge points)
Extract as The continuation of the edge points is shown by a dotted line 132 in FIG. In the upper and lower regions of the image 120, since the probability that the preceding vehicle 11 is present is low, a range between the upper limit line 128 and the lower limit line 130, which is predetermined as the target region, is used. Then, the extracted edge points are
ugh) Straight lines 134 and 136 along the line estimated to be a white line are obtained by linear approximation using transformation, and the straight lines 134 and 136 are obtained.
And sets an area surrounded by the lower limit line 130 as the vehicle recognition region W _P (see FIG. 7 (4)).

[0019] Note that when the road 122 of the curved road, the vehicle becomes recognition area W _P having a slope difference of the straight line 136 and 138 obtained above (see FIG. 7 (2)). The horizontal position of the intersection of the approximate straight lines 134 and 136 corresponds to the direction of the road. Therefore, the obtained approximate straight lines 142, 14
4 the intersection P _N of the coordinates (X coordinate value = X _N) the calculated intersection P ₀ of the approximate straight line in the case of a predetermined straight path (X coordinate value = X
₀ ) with respect to the horizontal direction A (A = X _N −X ₀ ). The obtained displacement amount A corresponds to the degree of the curve of the road 122.

Next, the presence or absence of the preceding vehicle 11 in the set vehicle recognition area W _P is determined, and the preceding vehicle 11 is determined.
When there is, the inter-vehicle distance _SL is calculated. First, the a detected edge points similarly for vehicle recognition area W _P, the integral value obtained by integrating the detected edge points in the horizontal direction to detect a peak point E _P position exceeding a predetermined value (Fig. 7 ( 5)). Incidentally, when the peak point E _P there are multiple, selects a peak point located below on the image E _P (closer point distance). The window regions each comprising both ends of the horizontal pixel point corresponding to the peak point E _P W _R, sets the W _L (see FIG. 7 (6)), continuous in the vertical direction in the window area W _R, W _L When the points (vertical lines 138R, 138L) are stably detected, it is determined that the preceding vehicle 11 is present. The detected vertical line 138R, the spacing S between lateral 138L is to correspond to the vehicle width, and calculates the inter-vehicle distance S _L between the preceding vehicle 11 with the vehicle 10 from this vehicle width and the peak point E _P position. For example, based on the vehicle width So of standard vehicles, it calculates the inter-vehicle distance S _L from the ratio of spacing S obtained. The horizontal distance between the vertical lines 138R and 138L is
It can be calculated from the difference between the representative X coordinates (for example, the average coordinate value and the frequent coordinate value) of each of the vertical lines 138R and 138L.

If the inter-vehicle distance S _L = 0 is set when the preceding vehicle 11 is absent, the value of the inter-vehicle distance S _L becomes S _L
According to whether = 0 or S _L > 0, it is possible to include information indicating whether or not the preceding vehicle 11 exists in front of the host vehicle 10.

In the process of recognizing the oncoming vehicle 11A, after the above-described preceding vehicle recognizing process, a correction amount α for correcting so as to include the obtained approximate straight line 132 (oncoming vehicle) is set (see FIG. 8). This correction has a high probability that the oncoming vehicle is located near the approximate straight line 132 on the oncoming vehicle side, and thus prevents the detection of headlamps and the like of the oncoming vehicle from being excluded by the size of the set oncoming vehicle recognition area. In order to make correction in the vicinity of. This set correction amount α
_Is set as the oncoming vehicle recognition area W _PO on the right side (at the time of left-hand traffic) of the straight line 133 obtained by calculating the straight line 133 in accordance with the following. In the oncoming vehicle recognition area W _PO , the oncoming vehicle 1
The oncoming vehicle 11A can be recognized and the inter-vehicle distance S _R can be obtained in the same manner as in the preceding vehicle recognition process based on the light spot of the light of the head lamp of 1A and the like.

After the above-mentioned oncoming vehicle recognition area W _PO is set, an area including a range between a predetermined upper limit line and a lower limit line where the presence probability of the oncoming vehicle 11A is high is set. The inter-vehicle distance S _R may be obtained by recognizing 11A.

In the above description, the road is specified by detecting the white line 124. However, without using the white line 124 alone,
It may be detected by a curb formed on a side edge of the road 122. In this case, both the white line and the curb can be detected by changing the detection level of the gradation image.

The operation of this embodiment will be described below. When an ignition switch (not shown) is turned on, a light distribution control routine shown in FIG. 9 is executed at predetermined time intervals. In step 102, an image processing start signal is output to the image processing device 48. vehicle 10 and the vehicle distance S _L and the vehicle 10 of the leading vehicle 11 Te facing the vehicle 1
After detecting the inter-vehicle distance S _{R of} 1A and the displacement amount A corresponding to the degree of the curve of the road 122, the inter-vehicle distances S _L and S _R and the displacement amount A are read. Next step 104
Then, the range of the shift lever is set to the range detection switch 68.
And the running state of the host vehicle 10 is detected by reading the unevenness signal output from the TEMS 70. In the next step 106, the shade / reflector conditions are read. The shade / reflector conditions are conditions for eliminating or necessitating shade control, and conditions for eliminating or necessitating reflector control. In this embodiment, the following unnecessary condition Js not requiring the shade control and unnecessary condition Jr not requiring the reflector control are used.

[Unnecessary condition Js] Vehicle speed V <Vs (Vs: constant, for example, 20 km / h, automatic brake inoperative area) Range = R, N, P, 1 Irregularity signal input from TEMS

V <Vs of the unnecessary condition Js is because the driver's field of view is near and wide of the vehicle when the vehicle is running at a low speed or when the automatic brake is not operated, and the shade control corresponding to the light reaching distance is not required. is there. Further, the range of the shift lever = R, N, P, 1 corresponds to the low-speed running of the vehicle, and does not require the shade control. Further, the input of the uneven signal from the TEMS increases the accuracy of giving glare to the oncoming vehicle in an urban area or uneven road, so that the shade control is suppressed.

[Unnecessary condition Jr] Curve radius R ≧ Rr (Rr: constant, for example, 60
R) ・ Curve radius R not detected ・ Range = R, N, P

In the unnecessary condition Jr, R ≧ Rr means that in a city area or a road having a complicated shape (for example, a curved road having a small radius of curvature), frequent steering is assumed, and the reflector control is performed as it is, which makes the driver troublesome. This is for suppressing the reflector control.
Further, the undetected curve radius R is to prevent unnecessary reflector control. Furthermore, the range of the shift lever =
This is because R, N, P, and 1 correspond to the time when the vehicle is running at a low speed, similarly to the above-described shade control, so that the reflector control is not required.

In the next step 108, the unnecessary condition J
It is determined whether or not to perform the shade control with reference to s. If an affirmative determination is made, the shade control (FIG. 10), which will be described later, is performed in step 110, and the process proceeds to step 112. If a negative determination is made, the process directly proceeds to step 112. In the next step 112, referring to the unnecessary condition Jr, it is determined whether or not to perform reflector control. If the determination is affirmative, the reflector control (see FIG.
After executing 1), the present routine is terminated, and when a negative determination is made, the present routine is terminated as it is.

Next, the shade control will be described with reference to FIG. In step 202 of FIG. 10, the correction value k set in the interrupt routine (FIG. 12) described below is read. In the next step 204, the actuator gain Gs corresponding to the inter-vehicle distances S _L and S _R (whichever is shorter) is set with reference to a map showing the relationship between the inter-vehicle distance and the gain Gs shown in FIG. In the next step 206, the control amount Ds is calculated from the correction value k and the gain Gs using the following equation (1). In the next step 208, the actuators 88 and 89 are calculated using the calculated control amount Ds.
Control. Therefore, the shade can be controlled to a position corresponding to the inter-vehicle distance to another vehicle. The vehicle speed Sp
The gain Gs may be further changed according to.

Ds = k · Gs (1)

Next, the reflector control will be described with reference to FIG. In step 302 of FIG. 11, the correction value m set in the interrupt routine (FIG. 12) described below is read. In the next step 304, a map showing the relationship between the degree of the curve and the gain Gr shown in FIG.
An actuator gain Gr corresponding to the displacement amount A is set. In the next step 306, the control amount Dr is calculated from the correction value m and the gain Gr using the following equation (2).
In the next step 308, the actuators 86 and 87 are controlled using the calculated control amount Dr. Therefore, control can be performed such that the optical axis is deflected according to the degree of the curve that is the shape of the road. Note that the gain Gr may be further changed according to the vehicle speed Sp.

Dr = m · Gr (2)

Next, in the present embodiment, in order to correct the light distribution control when the light amount is reduced, a process related to the light amount reduction is performed by an interrupt process. Hereinafter, this interrupt routine will be described with reference to FIG. In this interrupt routine, a timer (not shown) is used.

When the light control switch 32 is turned on, an interrupt routine shown in FIG. 12 is executed at predetermined time intervals.
Read the supply voltage V supplied as a write voltage,
In the next step 404, it is determined whether the supply voltage V is equal to or higher than a predetermined voltage Vc. Note that a supply power detection circuit may be provided for each of the headlamps 18 and 20, and the average voltage value of the voltage values supplied to the headlamps 18 and 20 may be used as the supply voltage V. If V ≧ Vc, the timer is reset (T = 0) in step 406, and the process proceeds to step 412. If V <Vc, a signal is output to the idle up circuit 74 in step 408 to increase the power supplied to the headlamp, and then the timer is counted up in step 410 (increment, T
= T + 1) and proceeds to step 412.

In step 412, the elapsed time of the power reduction is determined by referring to the count of the timer using the count number Tc corresponding to a predetermined monitoring time.
When 0 <T <Tc, it is determined that the supply power reduction is being monitored within the monitoring time, and the process proceeds to step 414. Step 4
At 14, correction values k and m for performing the correction control in consideration of the voltage drop are set. That is, with reference to a map in which the relationship between the reduced voltage and the correction value shown in FIG. Read from. In the next step 416, a warning of a voltage drop is displayed on the display 76 to notify the driver that the supply power has dropped.

When T> Tc, it is determined that the power supplied to the headlamp has not increased within the monitoring time, and a correction value is set in step 418 so that the light distribution control is not stopped or performed due to a voltage drop ( k = 0, m = 0). In the next step 420, a message indicating that the light distribution control is not controlled is displayed on the display 76 in order to notify the driver that the light distribution control is not stopped or performed.

When T = 0, it is determined that no power reduction has occurred, and a correction value is set in step 422 so that normal light distribution control can be performed (k = 1, m = 2).
1). In the next step 424, the display 7 is used to inform the driver that normal light distribution control is possible.
6 is displayed indicating that the control is normal.

In the above description, the power reduction during the monitoring time is monitored by the timer, but the supplied power may be directly determined. In this case, the determination in step 412 is that the monitored voltage values are voltage values V1 and V2 (V1 <V2).
When V1 ≦ V <V2, it is determined that the supply power reduction is being monitored within the monitoring power range, and the process proceeds to step 414. When V <V1, it is determined that the supply power to the headlamp is large, and the process proceeds to step 414. The process proceeds to step 418, and when V2 ≦ V, since there is no power reduction, the process may proceed to step 422.

As described above, in this embodiment, the battery BT
When it is expected that the light amount of the headlamp causes a voltage drop, a monitoring state such as a monitoring time and a monitoring voltage range is provided to increase the power supplied to the headlamp in this monitoring state. It is possible to prevent the visibility of the driver from being reduced due to the reduction.

In this embodiment, the correction control in the monitoring state, the neutral control (non-control) that does not stop or control the light distribution control after the monitoring state, and the normal control are performed according to the amount of power supplied to the headlamp. To be selected,
Light distribution control can be performed to ensure the driver's view, visibility can be improved to the maximum, and power supplied from the battery BT can be used effectively.

Further, in this embodiment, the state of light distribution control,
That is, since the display indicates that the control is the normal control, the correction control, and the non-control, the driver can easily recognize the current state of the light distribution control. In addition, the driver can easily assume a voltage drop of the battery BT during non-control display, and can take an early action.

In the above embodiment, at least one of the headlamps may be deflected according to the shape of the road ahead of the vehicle. For example, in the case of a left curve road, the left headlamp is controlled to be deflected, and the right headlamp is set to the initial angle at the time of going straight. When the vehicle is on a right curve road, the right headlamp is controlled to be deflected, and the left headlamp is set to the initial angle at the time of straight traveling. In the case of a straight road, both are set to the initial angle. Thereby, the visibility of the vehicle in the straight traveling direction is secured, and the visibility near the vehicle according to the shape of the road ahead is also improved.

In the above embodiment, the light distribution control for controlling the irradiation optical axis and the irradiation range has been described. However, the present invention is not limited to this. Can be easily applied.

[0046]

As described above, according to the present invention, normal control is performed in accordance with the detected power supplied to the headlamp,
Since either the correction control or the non-control is selected and controlled, there is an effect that it is possible to prevent a decrease in the amount of light emitted from the headlamp and a decrease in visibility.

[Brief description of the drawings]

FIG. 1 is a perspective view showing a front part of a vehicle, as viewed from diagonally forward of the vehicle.

FIG. 2 is a perspective view showing a front part of the vehicle, as viewed obliquely from behind the driver's seat of the vehicle.

FIG. 3 is a schematic configuration diagram of a headlamp to which the present invention can be applied.

FIG. 4 is a perspective view of the headlamp as viewed obliquely from the front.

FIG. 5 is an image diagram for explaining a boundary (cut line) between an irradiated area and an unirradiated area which are displaced by control of an actuator.

FIG. 6 is a block diagram showing a schematic configuration of a headlamp control device to which the present invention can be applied.

FIG. 7 is an image diagram for explaining a process of recognizing a preceding vehicle based on an image output by a camera.

FIG. 8 is an image diagram showing an oncoming vehicle recognition area.

FIG. 9 is a flowchart illustrating a light distribution control main routine according to the present embodiment.

FIG. 10 is a flowchart illustrating a shade control routine according to the present embodiment.

FIG. 11 is a flowchart illustrating a reflector control routine according to the present embodiment.

FIG. 12 is a flowchart illustrating an interrupt processing routine for headlamp correction control according to the present embodiment.

FIG. 13 is a characteristic diagram illustrating a relationship between a lowered voltage of a headlamp and a correction value.

FIG. 14 is a characteristic diagram showing a relationship between an inter-vehicle distance and a gain of an actuator.

FIG. 15 is a characteristic diagram illustrating a relationship between a degree of a curve and a gain of an actuator.

[Explanation of symbols]

 18 Headlamp 22 Camera 50 Control device (Control means) 72 Supply power detection circuit (Supply power detection means) 74 Idle-up circuit (Power increase means)

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-1-111546 (JP, A) JP-A-63-129641 (JP, U) JP-A 2-27938 (JP, U) JP-A 4-19738 78037 (JP, U) (58) Fields investigated (Int. Cl. ⁶ , DB name) B60Q 1/14 F21M 3/18

Claims (1)

(57) [Claims] 1. A power supply detecting means for detecting a power supply to a headlamp of a vehicle having a headlamp in which at least one of brightness, irradiation direction and irradiation range is changeable, and the detected supply power is predetermined. Determining means for determining whether the reference power is equal to or higher than the reference power, or less than the reference power; power increasing means for increasing the power supplied to the headlamp; And normal control for controlling at least one of the irradiation ranges to be a predetermined value, and controlling the power increasing means so as to be at least the reference value and at least the brightness of the head lamp, the irradiation direction, and the irradiation range. Correction control for controlling one of them to a predetermined value, control of the power increasing means, and brightness, irradiation direction and irradiation range of the headlamp Control means for selecting and controlling any of non-control of stopping or not performing the change control of the headlamp.