JP4213065B2 - Vehicle lighting device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a lighting system for a vehicle capable of preventing uncomfortable feeling of a driver when a swivel lamp is deflected in such a traveling state that a speed is increased while steering is performed, and capable of securing safe driving. <P>SOLUTION: This lighting system for the vehicle is equipped with a deflection control means for deflecting a lighting direction of the lighting system provided in the vehicle in accordance with a steering angle, and is constituted so that the deflection control means carries out deflection control when the vehicle speed is equal to or more than a predetermined vehicle speed. The control means starts deflection control when a vehicle speed signal of equal to or more than the predetermined vehicle speed and a steering angle signal in a predetermined steering center region are detected. The delay of the deflection control of the swivel lamp when the steering angle of the vehicle is largely varied is solved. <P>COPYRIGHT: (C)2005,JPO&amp;NCIPI

Description

  The present invention relates to a light distribution control means for deflecting and controlling the irradiation direction and irradiation range of a lamp such as a headlamp in accordance with the traveling state of a vehicle such as an automobile, such as an adaptive lighting system (hereinafter referred to as AFS (Adaptive Front-lighting System). In particular, the present invention relates to a vehicular illumination device that optimizes illumination at the start of traveling.

  As an AFS for improving the driving safety of an automobile, there is a technique described in Patent Document 1 proposed by the present applicant. As shown in the conceptual diagram of FIG. 1, the AFS is provided with a steering angle sensor (steering sensor) 1A for detecting the steering angle at the steering wheel SW and a vehicle speed sensor 1B for detecting the vehicle speed. Detection outputs of 1A and 1B are input to an electronic control unit (hereinafter referred to as an ECU (Electronic Control Unit) 2), and the ECU 2 is equipped with headlights 3 respectively mounted on the left and right of the front of the vehicle based on the input detection output. The light distribution characteristics of the swivel lamps 3R and 3L are changed by deflecting the irradiation range, for example, the irradiation direction in the left-right direction. According to this AFS, when the vehicle travels on a curved road, it becomes possible to illuminate the road ahead of the curve by controlling the deflection direction of the swivel lamp according to the steering angle of the vehicle, This is effective for improving driving safety.

In such an AFS, the deflection of the swivel lamps 3R and 3L is appropriately controlled in accordance with the traveling state of the automobile. For example, in Patent Document 2, swivel lamp deflection control is stopped when the steering angle is smaller than a predetermined angle, such as when traveling straight, and the illumination range is not changed unnecessarily by a slight change in the steering angle. This prevents the deflection control from being performed. Further, in Patent Document 3, when the vehicle stops or travels at a low speed close to this, the swivel lamps 3R and 3L are fixed in the straight traveling direction to illuminate the front of the automobile and prevent dazzling other cars and pedestrians. The deflection control of the swivel lamps 3R, 3L is started when the speed exceeds the predetermined speed.
JP 2002-160581 A JP-A-8-2316 JP 2002-326538 A

  As described above, in the conventional AFS, techniques for stopping the deflection control of the swivel lamps 3R and 3L when the steering angle or the vehicle speed is less than a predetermined value have been proposed. However, these problems cannot be solved by these techniques. Turned out to be. For example, consider a case where a car joins the main line from a shoulder or a parking zone. That is, as shown in FIG. 11 (a), the car CAR first steers the steering wheel SW rightward from a stopped or low-speed running state, accelerates from this state at a stretch, enters the main line, and then enters As shown in FIG. 11 (b), the steering wheel SW is returned in the straight traveling direction to the straight traveling direction, and merges along the main line.

  At this time, if the deflection of the swivel lamp is controlled when the vehicle speed is equal to or higher than the predetermined speed as in Patent Document 2, the deflection control characteristics of the swivel lamps 3R and 3L as shown in FIG. 12 are obtained. In this deflection control characteristic, the deflection control of the swivel lamps 3R, 3L is not performed until the vehicle exceeds a predetermined speed (for example, 5 km / h), and the illumination range is directed in the straight traveling direction of the vehicle. After that, when the vehicle is accelerated to a medium or high speed that can join the main line and exceeds a predetermined speed, deflection control of the swivel lamps 3R and 3L is started. This deflection control is started so that the illumination direction is directed to an angle corresponding to the steering angle at that time, but at the time when the deflection control is started in this way, the vehicle has already joined the main line and the steering angle is Is in a state of being returned in a straight direction, and in this state, the driver's line of sight is already directed to the main line traveling direction. Therefore, the illumination direction of the swivel lamps 3R, 3L for which the deflection control has been executed is in a state of being deflected to the right of the main line with a delay from the actual traveling direction of the automobile, and the driver feels uncomfortable in this illumination direction. And causes problems in terms of safe driving. Such a problem may also occur when a car once stopped at an intersection turns around the intersection.

  The object of the present invention is to prevent the driver from having an uncomfortable feeling of lighting in a driving situation where the speed is increased while steering, such as merging to the main line or traveling on a crossing road as described above, and driving safely. The present invention provides a vehicular lighting device that can ensure the above.

The present invention relates to a lighting device for a vehicle that includes a steering angle signal of a steering device of a vehicle and a control unit that performs deflection control of an optical axis of the lighting device based on the vehicle speed signal . After the detection , deflection control is started when a steering angle signal within a predetermined angle region is detected from the steering center direction to the left and right .

According to another aspect of the present invention, there is provided a vehicular illumination device including a control unit that performs deflection control of an optical axis of the illumination device based on a steering angle signal, a steering direction signal, and a vehicle speed signal of a vehicle steering device. When a steering direction signal other than the steering center return direction is detected after detecting a vehicle speed signal equal to or higher than a predetermined vehicle speed, or when a steering direction signal in the steering center return direction is detected and the steering center direction is detected by a predetermined angle from left to right. and performing the deflection control on when detecting a steering angle signal area.

According to the present invention, the vehicle starts traveling and becomes a predetermined vehicle speed or more, and the steering angle enters the predetermined angle region from left to right from the steering center direction (herein, sometimes referred to as the predetermined steering center region ) . Because the lighting device deflection control is performed when the vehicle is stopped, the deflection control corresponding to the steering angle is performed quickly even when the vehicle joins the main line from a stationary state or when the steering angle fluctuates greatly such as when traveling on a crossing road. be able to. Further, according to the present invention, when the vehicle starts running and becomes a predetermined vehicle speed or more and the steering angle is steered in a direction other than the steering center return direction, or steered in the steering center return direction and enters the steering center region. Since deflection control of the illuminating device is performed , similarly, deflection control corresponding to the steering angle can be performed quickly. Thereby, in this invention, it becomes possible to eliminate a sense of incongruity for the driver and to ensure safe driving.

In the present invention, the control means, when not detecting the steering angle signal in a predetermined angular region respectively from the steering center direction in the left and right until passage of a predetermined time from when detecting a predetermined vehicle speed or more speed signals, the predetermined A configuration may be adopted in which the deflection control is performed after the elapse of the time , and more rapid deflection control can be realized.

  Next, embodiments of the present invention will be described with reference to the drawings. FIG. 2 is a longitudinal sectional view of the internal structure of swivel lamps 3R and 3L capable of deflecting the irradiation direction left and right among the components of the AFS described in FIG. 1, and FIG. 3 is a partially exploded perspective view of the main part thereof. A lens 12 is attached to the front opening of the lamp body 11, and a rear cover 13 is attached to the rear opening to form a lamp chamber 14. A projector lamp 30 is disposed in the lamp chamber 14. Yes. The projector lamp 30 includes a sleeve 301, a reflector 302, a lens 303, and a light source 304, which are already widely used. Therefore, a detailed description thereof will be omitted. I use what I used. The projector lamp 30 is supported by a bracket 31 having a generally U-shape. An extension 15 is disposed around the projector lamp 30 in the lamp body 11 so that the inside is not exposed through the lens 12. Further, in this embodiment, a lighting circuit 7 for lighting the discharge bulb of the projector lamp 30 using the lower cover 16 attached to the bottom opening of the lamp body 11 is provided.

  The projector lamp 30 is supported in a state of being sandwiched between a lower plate 312 and an upper plate 313 that are bent at a right angle from the vertical plate 311 of the bracket 31. An actuator 4, which will be described later, is fixed to the lower side of the lower plate 312 with a screw 314, and the rotation output shaft 411 of the actuator 4 protrudes upward through a shaft hole 315 opened in the lower plate 312. The screw 314 is screwed to a boss 318 protruding from the lower surface of the lower plate 312. A shaft portion 305 provided on the upper surface of the projector lamp 30 is fitted into a bearing 316 provided on the upper plate 313, and a connecting portion 306 provided on the lower surface of the projector lamp 30 is a rotation output shaft of the actuator 4. Thus, the projector lamp 30 can be pivoted in the left-right direction with respect to the bracket 31, and the horizontal direction integrally with the rotation output shaft 411 by the operation of the actuator 4 as will be described later. It is designed to rotate.

  Here, aiming nuts 321 and 322 are integrally attached to the left and right upper parts of the bracket 31 as viewed from the front, and leveling bearings 323 are integrally attached to the lower part of the right side. The horizontal aiming screw 331 and the vertical aiming screw 332, which are supported so as to be rotatable about the shaft, are screwed together, and the leveling ball 51 of the leveling mechanism 5 is fitted. By rotating the horizontal aiming screw 331 and the vertical aiming screw 332, the bracket 31 can be rotated in the left-right direction and the up-down direction. Further, the leveling pole 51 can be moved back and forth in the axial direction by the leveling mechanism 5, whereby the bracket 31 can be rotated in the vertical direction. Thereby, aiming adjustment for adjusting the optical axis of the projector lamp 30 in the horizontal direction and the vertical direction, and leveling adjustment for adjusting the optical axis of the projector lamp in the vertical direction in response to the leveling state accompanying the change in the vehicle height of the automobile. Is possible. A projection 307 projects from the lower surface of the reflector 302 of the projector lamp 30, and a pair of stoppers 317 are cut and raised at the left and right positions on the lower plate 312 of the bracket 31 facing the projection 307. As the lamp 30 rotates, the projection 307 comes into contact with one of the stoppers 317 so that the rotation range of the projector lamp 30 is restricted.

  The actuator 4 includes a case 41 that is close to a pentagon formed by an upper half and a lower half that are divided into upper and lower parts, and support pieces 412 and 413 are formed on both sides of the case 41 so as to protrude toward both sides. The case 41 is used to fix the case 41 to the boss 318 of the bracket 31 with a screw 314. A rotation output shaft 411 having a spline configuration protrudes from the upper surface of the case 41 and is coupled to the connecting portion 306 on the bottom surface of the projector lamp 30. The rotation output shaft 411 is reciprocatingly driven within a required rotation angle range by a brushless motor 42 described later built in the actuator 4. Further, a connector not shown in the drawing is disposed on the back surface of the case 41, and the external connector 21 connected to the ECU 2 is fitted therein.

  FIG. 4 is a block circuit diagram showing an electric circuit configuration of a lighting device including the ECU 2 and the actuator 4. The actuator 4 is mounted on the left and right swivel lamps 3R, 3L of the automobile, and is capable of bidirectional communication with the ECU 2. In the ECU 2, a main CPU 201 as a main control circuit that performs processing according to a predetermined algorithm based on the steering angle and vehicle speed detected by the steering sensor 1 </ b> A and the vehicle speed sensor 1 </ b> B and outputs a required control signal C <b> 0, An interface (hereinafter referred to as I / F) circuit 202 for inputting / outputting the control signal C0 between the main CPU 201 and the actuator 4 is provided. Here, the control signal C0 is a deflection angle signal for controlling the optical axis deflection angle of the swivel lamps 3R, 3L with respect to the actuator 4.

  Further, a control circuit 43 built in the actuator 4 provided in each of the right and left swivel lamps 3R and 3L of the automobile has an I / F circuit 432 for inputting / outputting a signal to / from the ECU 2. , A sub CPU 431 that performs processing based on a predetermined algorithm based on a signal input from the I / F circuit 432, and a motor drive circuit 433 that rotationally drives the brushless motor 42 as a rotational driving means. . Here, the ECU 2 outputs the left and right deflection angle signals of the swivel lamps 3R and 3L as a part of the deflection angle signal C0 and inputs them to the actuator 4. The brushless motor 42 is provided with three Hall elements H1, H2, and H3 along the circumferential direction. The motor drive circuit 433 is brushless by the output signals of the Hall elements H1, H2, and H3. The rotational position of the motor 42 is detected, and the deflection angle of the swivel lamps 3R, 3L is detected therefrom. The lighting circuit 7 for lighting the swivel lamps 3R and 3L is controlled to be turned on by the main CPU 201.

  According to the AFS configured as described above, the steering sensor 1A disposed in the car CAR detects a rotation angle of the steering wheel SW, that is, a signal of the steering angle of the car, and a vehicle speed signal from the vehicle speed sensor 1B. These detection outputs are input to the ECU 2. The ECU 2 performs calculation in the main CPU 201 based on the input detection output, calculates the deflection angle signal C0 of the projector lamp 30 in the swivel lamps 3R, 3L of the automobile, and inputs it to the actuators 4 of the swivel lamps 3R, 3L. In the actuator 4, the sub CPU 431 performs an operation based on the input deflection angle signal C 0, calculates a signal corresponding to the left / right deflection angle signal C 0, outputs it to the motor drive circuit 433, and rotationally drives the brushless motor 42. The rotational driving force of the brushless motor 42 is decelerated and transmitted to the rotational output shaft 411, the projector lamp 30 connected to the rotational output shaft 411 rotates in the horizontal direction, and the irradiation direction (optical axis) of the swivel lamps 3R and 3L. Direction) is deflected left and right. Note that the deflection angle of the projector lamp 30 is detected by the motor drive circuit 433 as described above, and this is fed back to the sub CPU 431 so that the deflection angle corresponding to the deflection angle signal C0 can be controlled.

  As shown in FIG. 5, the main CPU includes a steering angle change detection unit 210, a steering angle comparison unit 211, a vehicle speed comparison unit 212, and a deflection angle calculation unit 213 that calculates the deflection angle of the swivel lamp. . Moreover, the timer 214 used in Example 2 described later is provided. The steering angle change detection unit 210 detects and outputs whether the steering angle is steered in the straight direction, that is, the steering center return direction, or whether the steering angle is steered in a direction in which the steering angle increases to the left or right. The steering angle comparison unit 211 compares the steering angle detected by the steering sensor 1A with a predetermined steering angle, here referred to as a steering center region, and compares it with an angle of 30 degrees from the straight direction (steering center direction) to the left and right. Output the result. The vehicle speed comparison unit 212 compares the vehicle speed detected by the vehicle speed sensor 1B with a predetermined vehicle speed, here 5 km / h, and outputs the comparison result. The deflection angle calculation / control unit 213 calculates the deflection angle of the swivel lamps 3R, 3L based on the steering angle signal from the steering sensor 1A, and outputs the deflection angle as a left / right deflection angle signal C0. At the same time, based on the outputs of the steering angle change detection unit 210, the steering angle comparison unit 211, and the vehicle speed comparison unit 212, the deflection angle signal C0 is also output as a signal for stopping the deflection control.

  When the deflection angle is calculated by the deflection angle calculation / control unit 213, the deflection angle is calculated based on the deflection angle characteristics shown in FIG. In FIG. 6, the horizontal axis is the steering angle, the vertical axis is the deflection angle, and when the vehicle speed is 5 km / h or more, the deflection angle is 0 degrees in the region where the steering angle is equal to or less than the first steering angle θ1, that is, the swivel lamp 3R, 3L is fixed in the straight traveling direction, and when the first steering angle θ1 is exceeded, the deflection angle is gradually increased, and when the second steering angle θ2 is reached, the predetermined maximum steering angle is fixed. Yes. Since the deflection control is not performed when the vehicle speed is lower than 5 km / h, the deflection angle is 0 degree. Note that the value of the deflection angle θ1 is a buffer region for avoiding inconvenience to the driver due to the swivel lamp being deflected even by a slight change in the steering angle during straight running.

  Deflection control in the AFS having the above configuration will be described with reference to the flowchart of FIG. The main CPU 201 determines whether or not the swivel lamps 3R and 3L are lit (S101). When the swivel lamps 3R and 3L are lit, the vehicle speed comparison unit 212 compares the vehicle speed from the vehicle speed sensor 1B with a predetermined speed (S102). When the vehicle speed is lower than 5 km / h, it is determined that the vehicle is stopped, and when it is more than 5 km / h, it is determined that the vehicle is traveling. In the case of traveling, it is determined whether the flag is “1” (S103). When the flag is not “1”, the steering angle comparison unit 211 compares the steering angle from the steering sensor 1A with the steering center region, that is, the steering angle region of 30 degrees on each of the left and right with respect to the straight traveling direction (S104). When the steering angle is within the steering center area, the flag “1” is set (S105). If the flag “1” is detected in step S103, the deflection angle calculation / control unit 213 calculates the deflection angle based on the steering angle from the steering sensor 1A, and the deflection angle obtained from the result of this calculation is calculated. Based on the signal C0, the swivel lamps 3R and 3L are deflected (swiveled) (S106). After the deflection control, the lighting of the swivel lamps 3R, 3L is confirmed (S107), and then the vehicle speed is confirmed (S108). When the vehicle is turned off or the vehicle stops, the deflection operation is stopped and the swivel lamps 3R, 3L are initialized. Control is performed in the position, that is, in the straight direction (S109), and the flag is set to “0” (S110).

  According to such deflection control, even when the vehicle is traveling at a vehicle speed of 5 km / h or higher, the deflection control of the swivel lamps 3R and 3L is stopped when the steering angle is larger than the steering center region. The deflection control is started when the steering angle is returned to the steering center region. As a result, as described later, the problem of deflection control in a traveling situation where the automobile joins the main line is solved.

  That is, as shown in FIGS. 11 (a) and 11 (b), for example, as shown in FIGS. 11 (a) and 11 (b), the steering wheel SW is set to 250 degrees or more in the right direction as a traveling situation where the automobile is joined to the main line from a state where it is stopped at the shoulder or parking zone. The vehicle enters the main line while accelerating from a vehicle speed of 0 to 15 km / h in a state where the vehicle is steered to a certain large steering angle. Consider the case of steering to return. At this time, in the conventional deflection characteristic shown in FIG. 12, as described above, the deflection control corresponding to the steering angle is started after the vehicle speed exceeds the predetermined speed, and the deflection control based on the large steering angle at that time is continued. Therefore, the delay in the deflection control with respect to the change in the steering angle causes a sense of discomfort to the driver and a problem of safe driving.

  In contrast, in this embodiment, as shown in FIG. 7-B, the steering angle is larger than a predetermined angle (30 degrees on the left and right) as the steering center region when joining the main line. Since the vehicle is initially stopped, the deflection control of the swivel lamps 3R and 3L is not performed. When the steering angle is returned to the steering center region, the deflection control of the swivel lamps 3R and 3L is started based on the steering angle calculated by the deflection angle calculation / control unit 213. When this deflection control is started, the steering angle of the automobile is a small steering angle in the steering center region, so the swivel lamps 3R, 3L are controlled to be deflected so as to correspond to the steering angle. In other words, the vehicle is directed in a direction close to or straight ahead of the vehicle. Therefore, when the merging with the main line is completed, the swivel lamps 3R and 3L are quickly deflected in the direction of the main line, which is the steering direction of the vehicle, and the direction in which the driver is gazing is always illuminated. Therefore, the driver does not feel uncomfortable and is preferable in terms of safe driving.

  Since the deflection control is not performed in the first embodiment even in the running state, the deflection control in this period is enabled in the second embodiment. FIG. 8A is a flowchart thereof, and the same reference numerals are given to the same portions as those in FIG. In the second embodiment, when the vehicle is in a traveling state, the flag “1” is determined in step S103, and when the flag is “1”, the deflection control of the swivel lamps 3R and 3L is performed as in the first embodiment. (S106) The subsequent flow is executed. On the other hand, if “1” is not set in the flag in step S103, the steering angle change detection unit 210 detects a change in the steering angle and determines whether or not the steering is in the steering center return direction (S111). . If it is not the steering center return direction, a flag “1” is set (S105). Therefore, at this time, deflection control of swivel lamps 3R and 3L is executed in step S106 of the next loop.

  If it is detected in step S111 that the steering has changed in the steering center return direction by the output of the steering angle change detection unit 210, the steering angle comparison unit 211 compares the steering angle from the steering sensor 1A with the steering center region. However, when the steering angle is not within the steering center region, the flag remains “0”, and when it is within the steering center region, the flag “1” is set (S105). Thereby, deflection control of the swivel lamps 3R and 3L is started (S106).

  In the second embodiment, as shown in FIG. 8B, the steering angle is larger than a predetermined angle (each 30 degrees on the left and right) as the steering center region. , 3L deflection control is not performed. When the steering angle is reduced, that is, the steering is returned to the steering center direction, the deflection control of the swivel lamps 3R and 3L is not performed until the steering angle is returned to the steering center region. Then, when the steering angle is thereafter returned to the steering center region, deflection control of the swivel lamps 3R and 3L is started. Therefore, as in the first embodiment, when the merge to the main line is completed, the swivel lamps 3R and 3L are quickly deflected in the direction of the main line, which is the steering direction of the vehicle. It is possible to always illuminate the direction of gaze, and the driver does not feel uncomfortable, which is preferable in terms of safe driving. Note that, in a case other than the direction in which the steering is returned to the steering center direction, the deflection control is performed when the vehicle speed becomes higher than a predetermined speed.

  In the first embodiment, the deflection control is started when the steering angle is returned to the steering center area. However, when the steering center area is set to an angle smaller than the left-right angle of 30 degrees in the first embodiment, or steering is performed. It is conceivable that the start of deflection control is delayed when the steering wheel is operated with a slow corner return. In particular, it is preferable to quickly resume deflection control when entering the main line of a curved road. For this reason, the third embodiment is configured such that the deflection control can be executed quickly in such a case, and the timer 214 is connected to the deflection angle calculation / control unit 213 of the main CPU 201 as shown in FIG. The deflection control is started when the time counted by the timer 214 elapses. Here, since the time required for the automobile to join the main line is normally considered to be about 1 to 2 seconds, about 2 seconds is set as the time count of the timer 214.

  FIG. 9A is a part of a flowchart showing the deflection control of the third embodiment, and the same parts as those of the first embodiment are denoted by the same reference numerals. The flow up to the determination of the flag “1” in step S103 and the flow up to the deflection control or stop of the swivel lamps 3R and 3L performed when the flag “1” is determined (S106 to S110) are the same as in the first embodiment. is there. Here, when the flag “1” is not detected in step S103, the timer 214 is started (S112), and then it is determined whether or not the steering angle is within the steering center region (S104). The flag “1” is set when the steering angle is in the steering center area, as in the first embodiment, but the timer 214 counts 2 seconds even when the steering angle is not in the steering center area. Sometimes the flag “1” is set (S113). That is, even if the steering angle is not returned to the steering center region, the deflection control of the swivel lamps 3R and 3L is started.

  As shown in FIG. 9-B, the deflection control characteristic of the third embodiment, even when the steering angle is not returned to the steering center region, the swivel lamp 3R is forcibly forced after 2 seconds have elapsed since the vehicle started traveling. , 3L is deflection-controlled. As a result, at the time of merging with the main line, the deflection control is performed in the direction toward the main line traveling direction, which is the steering direction of the automobile, immediately after the start of traveling, and the vehicle travels on a curved road immediately after merging. Even in this case, it is possible to always illuminate the direction in which the driver is gazing with the swivel lamp, so that the driver does not feel uncomfortable, which is preferable in terms of safe driving.

  In the second embodiment, after the deflection control is stopped, the deflection control is started when the steering angle is returned to the steering center area. However, the steering center area has an angle smaller than the left and right angle of 30 degrees in the second embodiment. It is conceivable that the start of deflection control will be delayed when the steering wheel is set to, or when the steering wheel is operated with a slow return of the steering angle. In particular, it is preferable to quickly resume deflection control when entering the main line of a curved road. Therefore, in the fourth embodiment, similarly to the third embodiment, the deflection operation is started when the time counted by the timer 214 has elapsed. As in the third embodiment, about 2 seconds is set as the timer time.

  FIG. 10A is a part of a flowchart showing the deflection control of the fourth embodiment, and the same parts as those of the second embodiment are denoted by the same reference numerals. The flow up to the determination of the flag “1” in step S103 and the flow up to the deflection control or stop of the swivel lamps 3R and 3L performed when the flag “1” is determined (S106 to S110) are the same as in the second embodiment. is there. Here, if the flag “1” is not detected in step S103, it is determined whether or not the steering center return direction is detected (S111), and the timer 214 is started when the steering center return direction is detected (S112). Thereafter, it is determined whether or not the steering angle is within the steering center region (S104). The flag “1” is set when the steering angle is in the steering center area, as in the first embodiment, but the timer 214 counts 2 seconds even when the steering angle is not in the steering center area. Sometimes the flag “1” is set (S113). The process returns to step S104 until 2 seconds elapse. That is, similarly to the third embodiment, the deflection control of the swivel lamps 3R and 3L is started even if the steering angle is not returned to the steering center region.

  As shown in FIG. 10B, the deflection control characteristic of the fourth embodiment is shown. When the vehicle is in a running state, the steering angle is larger than the steering center region and is not in the steering center return direction, deflection control of the swivel lamps 3R and 3L is performed. However, the deflection control is stopped when the steering angle is returned to the steering center direction. Even when the steering angle is not returned to the steering center area thereafter, the swivel lamps 3R, 3L are forcibly controlled when 2 seconds have elapsed. As a result, at the time of merging with the main line, the deflection control is performed in the direction toward the main line traveling direction, which is the steering direction of the automobile, immediately after the start of traveling, and the vehicle travels on a curved road immediately after merging. Even in this case, it is possible to always illuminate the direction in which the driver is gazing with the swivel lamp, so that the driver does not feel uncomfortable, which is preferable in terms of safe driving.

  Note that the present invention is not limited to a driving situation in which the automobile joins the main line. If the driving situation is a higher speed than the predetermined speed and a steering angle larger than the predetermined angle, the crossing road as described above. Therefore, the present invention is also applied to a case where the vehicle is once stopped and then started again to make a turn and bends the intersection, which is preferable in terms of safe driving and does not cause the driver to feel uncomfortable.

  In the above embodiment, the AFS is applied to the headlamp that changes the irradiation optical axis by deflecting the projector lamp constituting the swivel lamp in the left-right direction. However, the present invention controls the deflection of only the reflector. Alternatively, the present invention may be applied to a headlamp in which the substantial illumination range is changed by controlling the deflection of an auxiliary reflector provided independently of the main reflector disposed in the lamp.

It is a figure which shows the conceptual structure of AFS. It is a longitudinal cross-sectional view of a swivel lamp. It is a disassembled perspective view of the principal part of the internal structure of a swivel lamp. It is a block circuit diagram which shows the circuit structure of AFS. It is a block circuit diagram of the principal part of main CPU. It is a deflection angle characteristic view. 3 is a flowchart illustrating deflection control according to the first exemplary embodiment. 6 is a deflection control characteristic diagram of Embodiment 1. FIG. 10 is a flowchart illustrating deflection control according to the second exemplary embodiment. 6 is a deflection control characteristic diagram of Embodiment 2. FIG. 10 is a flowchart illustrating deflection control according to the third exemplary embodiment. FIG. 10 is a deflection control characteristic diagram of Embodiment 3. 10 is a flowchart illustrating deflection control according to a fourth embodiment. FIG. 10 is a deflection control characteristic diagram of Embodiment 4. It is a schematic diagram which shows the state in which a motor vehicle joins the main line. It is a conventional deflection control characteristic diagram.

Explanation of symbols

1A Steering sensor 1B Vehicle speed sensor 2 ECU
3 Headlamp 3R Right swivel lamp 3L Left swivel lamp 4 Actuator 201 Main CPU
210 Steering angle change detection unit 211 Steering angle comparison unit 212 Vehicle speed comparison unit 213 Deflection angle calculation / control unit 214 Timer 431 Sub CPU

Claims (3)

In a vehicle lighting device including a control unit that performs deflection control of the optical axis of the lighting device based on a steering angle signal of a vehicle steering device and a vehicle speed signal, the control unit detects a vehicle speed signal equal to or higher than a predetermined vehicle speed. Thus, the vehicle lighting device is characterized in that the deflection control is performed when a steering angle signal within a predetermined angle region is detected from the steering center direction to the left and right, respectively . In a vehicle lighting device including a control unit that performs deflection control of an optical axis of the lighting device based on a steering angle signal, a steering direction signal, and a vehicle speed signal of a vehicle steering device, the control unit has a speed greater than a predetermined vehicle speed. When a steering direction signal other than the steering center return direction is detected after detecting the vehicle speed signal, or a steering direction signal in the steering center return direction is detected, and the steering angle within a predetermined angle region from the steering center direction to the left and right respectively. vehicle lighting apparatus and performs the deflection control upon detection of the signal. Wherein, when the predetermined vehicle speed or more speed signals from the time of detection until after a predetermined time on the left and right from the steering center direction does not detect the steering angle signal in a predetermined angular region, the predetermined time The vehicle lighting device according to claim 1 , wherein the deflection control is performed after elapse of time .

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