JP4539507B2 - Light distribution control device - Google Patents

Description

  The present invention relates to a light distribution control device that changes the optical axis direction of an illuminating device that irradiates the traveling direction of a host vehicle. The present invention relates to a light distribution control device that secures the field of view of the own vehicle and enables comfortable traveling with respect to other vehicles by changing the optical axis direction of the lighting device based on the position information.

In general, a driver traveling on a road tends to watch the position of the vehicle after a predetermined time has passed, regardless of the vehicle speed. Therefore, particularly when driving on a curve at night, simply irradiating the front direction of the vehicle with a headlight narrows the driver's vision and may cause an accident.
Therefore, conventionally, by changing the optical axis direction of the headlight, which is usually parallel to the traveling direction when the host vehicle is traveling, to the left and right direction, a good view along the traveling of the host vehicle is obtained. It was done to secure. For example, in Japanese Patent Laid-Open No. 2002-193029, when a vehicle approaches an intersection, the turning direction and turning of the vehicle are detected by detecting the traveling path of the vehicle, the number of lanes of the intersection at the intersection, and the lane in which the vehicle is traveling. A light distribution control system for a vehicle lamp that calculates a radius and instructs light distribution of a headlight based on the calculated turning radius is described.
JP 2002-193029 (pages 4 to 6, FIG. 2)

  However, the above-described light distribution control system for a vehicle lamp described in Patent Document 1 does not consider any influence on the oncoming vehicle traveling in the oncoming lane. Therefore, if the light distribution of the headlight is simply determined based on the turning direction or turning radius of the own vehicle, the light of the headlight of the own vehicle crosses the boundary line and enters the eyes of the oncoming passenger. The result was to take away the sight of the crew.

  The present invention has been made to solve the above-described conventional problems, and by changing the optical axis direction of the illuminating device, it is possible to secure the field of view of the occupant of the own vehicle, and the light of the illuminating device. SUMMARY OF THE INVENTION An object of the present invention is to provide a light distribution control device that makes it possible to drive comfortably without taking away the sight of an oncoming vehicle occupant.

In order to achieve the above object, the light distribution control device according to claim 1 of the present application includes an illumination device (4, 5) that irradiates a predetermined region in the traveling direction of the own vehicle, and an optical axis that changes the optical axis direction of the illumination device. The own vehicle position for detecting the current position of the own vehicle in the light distribution control device (1) having the changing means (6, 7) and the illumination device control means (8, 17) for controlling the optical axis changing means. Detection means (15), boundary line acquisition means (16) for acquiring position information of a boundary line between the opposite lane of the road on which the vehicle travels, and a predicted position for calculating a predicted position of the host vehicle after a predetermined time has elapsed A calculation means (17); a first angle calculation means (17) for calculating a first angle formed by a direction from the current position of the host vehicle to the predicted position and a traveling direction of the host vehicle; and a current position of the host vehicle The second angle formed by the tangential direction from the vehicle to the boundary line and the traveling direction of the host vehicle is calculated. A second angle calculating means (17) has a, the lighting device control unit, together with the first angle is set the direction to the predicted position when it is less than the second angle to the optical axis direction, When the first angle is larger than the second angle, a tangential direction to the boundary line is set to the optical axis direction, and the optical axis changing unit is controlled based on the set optical axis direction. To do.

The light distribution control device according to claim 2 is the light distribution control device according to claim 1, further comprising an optical axis radius setting means (17) for setting a distance of the optical axis radius, The second angle calculation means (17) includes the tangential direction from the current position of the own vehicle to the boundary line and the traveling direction of the own vehicle within the radius of the optical axis centered on the current position of the own vehicle. The second angle is calculated .

The “optical axis radius” corresponds to, for example, a distance that the light of the headlight of the own vehicle greatly affects the oncoming vehicle.

Furthermore, the light distribution control device according to claim 3 is the light distribution control device according to claim 2 , wherein the distance of the optical axis radius is such that the optical axis direction of the illumination device (4, 5) is in the horizontal direction. It is specified on the basis of the angle formed with respect to it.

  In the light distribution control device according to claim 1 having the above configuration, the optical axis changing means is controlled based on the current position of the own vehicle and the position information of the boundary line between the lane on which the own vehicle travels and the opposite lane, Since the optical axis direction of the illuminating device is changed, it is possible to secure the field of view of the occupant of the own vehicle by changing the optical axis direction of the illuminating device, and the field of view of the occupant of the oncoming vehicle traveling in the oncoming lane It is possible to control so that the light from the lighting device does not enter the light source. Therefore, the host vehicle and other vehicles can travel comfortably, and accidents based on poor visibility can also be prevented.

In the light distribution control device according to claim 1 , the first angle formed by the direction of the predicted position of the own vehicle and the traveling direction of the own vehicle is calculated, and the tangential direction from the current position of the own vehicle to the boundary line and the own vehicle are calculated. When the first angle is less than the second angle, the direction of the vehicle position is set to the optical axis direction, and when the first angle is greater than the second angle The tangential direction to the boundary line is set to the optical axis direction. As a result, it is possible to set the maximum amplitude of the optical axis in a range where the light of the lighting device does not affect the oncoming vehicle, and it is possible to ensure the maximum field of view of the occupant of the own vehicle. .

In the light distribution control device according to claim 2 , the first angle formed by the direction of the predicted position of the own vehicle and the traveling direction of the own vehicle is calculated, and within the optical axis radius centered on the current position of the own vehicle. Calculating the second angle between the tangential direction from the current location of the vehicle to the boundary line and the traveling direction of the vehicle, and setting the direction of the vehicle position to the optical axis direction when the first angle is smaller than the second angle In addition, when the first angle is larger than the second angle, the tangential direction to the boundary line is set to the optical axis direction, so that the light emitted from the lighting device may affect the oncoming vehicle. It becomes possible to control only the oncoming vehicle located within the distance so that the light of the lighting device does not enter the field of view of the occupant. As a result, even when the light from the lighting device may affect the oncoming vehicle, it is possible to set the maximum amplitude of the optical axis within the range that does not affect the oncoming vehicle. It becomes possible to secure the field of view to the maximum. In addition, the optical axis of the lighting device can be changed in the direction most suitable for traveling of the host vehicle within a range where the lighting device does not affect the oncoming vehicle.

Furthermore, in the light distribution control device according to claim 3 , since the distance of the optical axis radius is specified based on the angle formed by the optical axis direction of the lighting device with respect to the horizontal direction, the current state of the lighting device of the own vehicle An appropriate optical axis radius can be specified based on the above. Therefore, it is possible to change the optical axis of the lighting device in the direction most suitable for traveling of the own vehicle within a range where the lighting device does not affect the oncoming vehicle.

Hereinafter, based on the embodiment which materialized the light distribution control device concerning the present invention, it explains in detail, referring to drawings.
First, a schematic configuration of the light distribution control device 1 according to the present embodiment will be described with reference to FIG. FIG. 1 is a schematic configuration diagram of a light distribution control device 1 according to the present embodiment.
As shown in FIG. 1, a light distribution control device 1 according to this embodiment includes a navigation device 3, headlights (lighting devices) 4 and 5, and a drive mechanism unit (optical axis changing means) installed on a vehicle 2. 6 and 7, headlight ECU (illumination device control means) 8 and the like.

  Here, the light distribution control device 1 according to the present embodiment is called an AFS (Adaptive Front Lighting System), and secures the occupant's field of view by changing the angle of the headlights 4 and 5 when driving a curve at night. It is a device for doing. Specifically, the vehicle position after a predetermined time (for example, 3 seconds) from the current position of the vehicle 2 is calculated, and the swivel angles of the headlights 4 and 5 are applied so as to irradiate the vehicle position after the predetermined time has elapsed. (An angle of the optical axis with respect to the traveling direction) is controlled. This is based on the fact that a driver who travels on a road generally tends to gaze at a position after a predetermined time regardless of the vehicle speed, and the optical axis of the head ride is directed toward the gaze position. Visibility can be improved by controlling in this way.

  The navigation device 3 that constitutes the light distribution control device 1 is provided on the center console or panel surface of the vehicle 2, and has a liquid crystal display 10 that displays a map and a search route to the destination, and voice guidance regarding route guidance. An output speaker 11 and the like are provided. Then, the current position of the vehicle 2 is specified by GPS or the like, and when the destination is set, a search for a route to the destination and guidance according to the set route are performed using the liquid crystal display 10 and the speaker 11. Do it. Further, in the navigation device 3 according to the present embodiment, when the vehicle travels on a curve as will be described later, after detecting the boundary line with the oncoming lane, the swivel angle is calculated within an angle range not exceeding the boundary line (FIG. 4). S3 to S12), the calculation result is output to the headlight ECU 8 (S13 in FIG. 4).

The headlights 4 and 5 are illumination devices that are arranged on both the left and right sides in front of the vehicle and irradiate a predetermined area in the traveling direction of the vehicle. In addition, reflectors (reflecting mirrors) for expanding a part of the beam to the left and right are arranged inside the headlights 4 and 5.
The headlights 4 and 5 according to the present embodiment are attached to the vehicle 2 so as to be turnable in the left-right direction and the up-down direction, and are rotated in predetermined directions by the drive mechanisms 6 and 7, respectively. The direction is changed. For example, FIG. 2A is a schematic diagram showing a light irradiation state when the optical axis L is parallel to the traveling direction (swivel angle 0 °), and FIG. It is the schematic diagram which showed the irradiation state of the light when it becomes an outer direction (swivel angle (theta)) only (theta) with respect to the direction.
Here, the headlights 4 and 5 are configured to move within a range of -10 degrees to 25 degrees when the center side of the vehicle is negative and the outside is positive. In addition, the vertical angle can be moved up and down in three steps: up, middle, and down, and the light irradiation range is the farthest high beam (H beam), the middle irradiation range is the middle beam (M beam), and the most A low beam (L beam) with a narrow irradiation range can be switched based on a user's operation.

  The drive mechanisms 6 and 7 include a drive motor and a gear box that transmits the rotational drive of the drive motor to the headlights 4 and 5, and the headlights 4 and 5 are turned on or off based on an instruction from the headlight ECU 8. The light is turned off and the headlights 4 and 5 are rotated in the left-right direction or the up-down direction.

  A headlight ECU (Electronic Control Unit) 8 is provided with a RAM and ROM as storage means in addition to a CPU as a calculation device and a control device for performing overall control, such as a center console in a vehicle. Based on operation information of each operation unit (for example, a headlight ON / OFF switch and an H beam / M beam / L beam switch) and swivel angle information output from the navigation device 3. This is an electronic control unit that performs drive control of the drive mechanisms 6 and 7 and power supply control.

  Next, the configuration related to the control system of the light distribution control device 1 according to the present embodiment will be described with reference to FIG. FIG. 2 is a block diagram schematically showing a control system of the light distribution control device 1 according to the present embodiment.

The navigation device 3 includes a current position detection processing unit (own vehicle position detection unit) 15 that detects the current position of the host vehicle, a data recording unit (boundary line storage unit) 16 in which various types of data are recorded, and input information. Based on the navigation control unit (illumination device control means, predicted position calculation means, first angle calculation means, optical axis radius setting means, second angle calculation means) 17 for performing various arithmetic processing, and operations from the operator An operation unit 18 that receives information, a liquid crystal display 10 that displays information such as a map to the operator, a speaker 11 that outputs voice guidance related to route guidance, a vehicle speed sensor 19 that detects the traveling speed of the vehicle 2, and traffic And a communication device 20 that communicates with an information center such as an information center.
The navigation device 3 is connected to a headlight ECU 8 that controls the drive mechanisms 6 and 7 that drive the headlights 4 and 5 and controls power supply.

  The components constituting the navigation device 3 will be described below. The current location detection processing unit 15 includes a GPS 31, a geomagnetic sensor 32, a distance sensor 33, a steering sensor 34, a gyro sensor 35 as an orientation detection unit, and an altimeter (not shown). And the like, and it is possible to detect the current position, direction, distance to a target (for example, an intersection), and the like.

  Specifically, the GPS 31 detects the current location and current time of the vehicle on the earth by receiving radio waves generated by artificial satellites, and the geomagnetic sensor 32 measures the direction of the vehicle by measuring the geomagnetism. The distance sensor 33 detects a distance between predetermined positions on the road. Here, as the distance sensor 33, for example, the rotational speed of a wheel (not shown) of the vehicle is measured, a sensor that detects the distance based on the measured rotational speed, the acceleration is measured, and the measured acceleration is 2 A sensor that integrates the times and detects the distance can be used.

  The steering sensor 34 detects the rudder angle of the host vehicle. Here, as the steering sensor 34, for example, an optical rotation sensor attached to a rotating portion of a steering wheel (not shown), a rotation resistance sensor, an angle sensor attached to a wheel, or the like is used.

  The gyro sensor 35 detects the turning angle and yaw rate of the own vehicle (the rotational angular velocity of the vehicle). Here, as the gyro sensor 35, for example, a gas rate gyro, a vibration gyro, or the like is used. Further, by integrating the turning angle detected by the gyro sensor 35, the vehicle direction can be detected.

  The data recording unit 16 is a driver for reading out an external storage device and a hard disk (not shown) as a recording medium, a map information DB 25 recorded on the hard disk, a predetermined program, etc. and writing predetermined data on the hard disk. And a recording head (not shown). In the present embodiment, a hard disk is used as the external storage device and storage medium of the data recording unit 16, but a magnetic disk such as a flexible disk can be used as the external storage device in addition to the hard disk. Also, a memory card, magnetic tape, magnetic drum, CD, MD, DVD, optical disk, MO, IC card, optical card, etc. can be used as an external storage device.

  The map information DB 25 stores various information necessary for route guidance and map display. For example, map data for displaying a map, intersection data for each intersection, node data for a node point, road for a road Data, search data for searching for a route, facility data relating to a facility, search data for searching for a point, and the like are recorded.

Here, the node data recorded in the navigation device 3 according to the present embodiment also corresponds to the position information of the boundary line with the opposite lane, and the line connecting the node data is the shape of the boundary line.
Further, as will be described later, the road data records the number of lanes for calculating the swivel angle, the lane width, the presence / absence of a median, and the like.

  In addition, the navigation control unit 17 is used as a working memory for the CPU 41 as the arithmetic device and the control device for controlling the navigation device 3 as a whole, and when the CPU 41 performs various arithmetic processes, and when a route is searched for. In addition to the RAM 42 in which route data and the like are stored, a control program, a route guidance processing program that searches for a route to the destination, and guides the searched guidance route, an appropriate view of the passengers of the vehicle and the oncoming vehicle A ROM 43 in which a drive control calculation processing program (see FIG. 4) for calculating the swivel angle of the headlights 4 and 5 for securing and outputting to the headlight ECU 8 is recorded, and a flash for recording the program read from the ROM 43. An internal storage device such as a memory 44 is provided. As the RAM 42, ROM 43, flash memory 44, etc., a semiconductor memory, a magnetic core or the like is used. Further, as the arithmetic device and the control device, an MPU or the like can be used instead of the CPU 41.

  In the present embodiment, various programs are recorded in the ROM 43 and various data are recorded in the data recording unit 16, but the programs, data, and the like are stored in the same external storage device, memory card, and the like. It is also possible to read out a program, data, etc. from the flash memory 44 and so on. Further, the program, data, etc. can be updated by exchanging a memory card or the like.

  Furthermore, the navigation control unit 17 is electrically connected to peripheral devices (actuators) of the operation unit 18, the liquid crystal display 10, the speaker 11, the vehicle speed sensor 19, and the communication device 20.

  The operation unit 18 is operated when correcting the current location at the start of traveling and inputting a departure point as a guidance start point and a destination point as a guidance end point. The operation unit 18 includes a plurality of operation switches (such as various keys and buttons). (Not shown). Then, the navigation control unit 17 performs control to execute various corresponding operations based on switch signals output by pressing the switches. The operation unit 18 may be a keyboard, mouse, barcode reader, remote control device for remote operation, joystick, light pen, stylus pen, or the like. Furthermore, it can also be configured by a touch panel provided on the front surface of the liquid crystal display 10.

  The liquid crystal display 10 also has operation guidance, operation menu, key guidance, guidance route from the current location to the destination, guidance information along the guidance route, traffic information, news, weather forecast, time, mail, TV program, etc. Is displayed. Instead of the liquid crystal display 10, it is also possible to use a CRT display, a plasma display, or the like, or a hologram device that projects a hologram on the windshield of a vehicle.

  In addition, the speaker 11 outputs voice guidance for guiding traveling along the guidance route based on an instruction from the navigation control unit 17. Here, examples of the voice guidance to be guided include “Please turn right at the intersection 200 meters ahead” and “The next national highway No. XX is congested”. In addition to the synthesized voice, the voice output from the speaker 11 can output various sound effects and various guidance information recorded in advance on a tape, a memory, or the like.

  The vehicle speed sensor 19 is a sensor that detects the current traveling speed of the vehicle from the rotational speed of the wheels. The navigation control unit 17 can specify the current vehicle speed of the vehicle 2 based on the detection result of the vehicle speed sensor 19.

  Further, the communication device 20 can be used for information such as traffic congestion information, regulation information, parking lot information, traffic accident information, service area congestion, etc. transmitted from an information center such as a VICS (registered trademark: Vehicle Information and Communication System) center. It is a beacon receiver that receives traffic information composed of each information as a radio beacon, an optical beacon, or the like via a radio beacon device, an optical beacon device, or the like arranged along a road. The communication device 20 is a network that enables communication in a communication system such as a LAN, WAN, intranet, mobile phone network, telephone network, public communication network, dedicated communication network, or communication network such as the Internet. It may be a device. Further, the communication device 20 includes an FM receiver that receives FM multiplex information including information such as news and weather forecasts as FM multiplex broadcast via an FM broadcast station in addition to the information from the information center. The beacon receiver and the FM receiver are unitized and arranged as a VICS receiver, but can be arranged separately.

  Next, a drive control calculation processing program executed by the navigation device 3 of the light distribution control device 1 according to this embodiment having the above-described configuration will be described with reference to FIG. FIG. 4 is a flowchart of a drive control calculation processing program executed by the navigation device 3 of the light distribution control device 1 according to this embodiment. Here, the drive control calculation processing program calculates the swivel angles of the headlights 4 and 5 for ensuring an appropriate field of view of the occupants of the host vehicle and the oncoming vehicle, and outputs them to the headlight ECU 8. In addition, the drive control calculation processing program according to the present embodiment is repeatedly executed at predetermined intervals (for example, every 0.5 sec) from when the ignition is turned on to when it is turned off. Note that the program shown in the flowchart of FIG. 4 is stored in the ROM 43 and RAM 42 provided in the navigation device 3 and is executed by the CPU 41.

  In the drive control calculation process, first, in step (hereinafter abbreviated as S) 1, the CPU 41 executes a map matching process. In the map matching process, the current position of the vehicle 2 is calculated based on each detection signal of the current position detection processing unit 15, and the calculated current position is matched with the map data recorded in the map information DB 25. This is a process of specifying the current position of the vehicle on any one of the roads.

  Next, in S2, whether or not the vehicle can be matched by the map matching process of S1, that is, whether or not the current position of the vehicle 2 (including the type of lane on which it is traveling) can be specified on the road represented by the map data. If it is determined that the vehicle has been matched (S2: YES), the process proceeds to S3 to acquire the specified vehicle position (S3).

  On the other hand, when it is determined that the vehicle cannot be matched (S2: NO), that is, the calculated current position of the vehicle does not match the map data, and the current position of the vehicle is displayed on the road represented by the map data. If it cannot be specified, the drive control calculation process ends.

  In S4, the number of lanes n, the lane width l, and the coordinates of the node point of the road on which the vehicle 2 is currently traveling are acquired from the map information DB 25, and whether or not there is a median at the boundary line with the oncoming vehicle Get information about.

  Subsequently, in S5, an AFS turning swing width (αθ) is calculated. Here, a method of calculating the AFS turning swing width (αθ) will be described with reference to FIGS. 5 and 6. FIG. 5 is a schematic diagram showing the AFS turning amplitude calculated when the vehicle is traveling in the outermost lane on the curve, and FIG. 6 is the case where the vehicle is traveling in the innermost lane on the curve. It is the schematic diagram which showed the AFS turning swing width calculated in (2).

As shown in FIGS. 5 and 6, first, the CPU 41 first acquires the current position of the vehicle 2 (including the type of lane in which it travels) acquired in S3 and the road on which the vehicle 2 acquired from the map information DB 25 in S4 currently travels. The future traveling locus 51 of the vehicle 2 is predicted from the number of lanes n, the lane width l, and the position (including shape) of the boundary line 50 specified by the node point obtained from the map information DB 25 as well. On the other hand, the current traveling speed of the vehicle 2 is detected by the vehicle speed sensor 19, and the arrival position 52 after 3 seconds of the vehicle 2 (in this embodiment, the center position of the vehicle 2 after 3 seconds) is predicted.
Thereafter, the CPU 41 calculates an angle formed by the traveling direction X of the vehicle 2 and the current position of the vehicle 2, in this embodiment, the direction Y from the center position of the vehicle 2 to the arrival position 52, as an AFS turning swing width (αθ). . The process of S5 corresponds to the process of the predicted position calculation unit and the first angle calculation unit.

  Subsequently, in S6, based on the information acquired in S4, it is determined whether or not there is a median on the boundary line with the oncoming vehicle. If it is determined that there is a median at the boundary (S6: YES), even if the optical axis L of the headlights 4 and 5 exceeds the border, the irradiated light is blocked by the median. Therefore, there is no possibility that the sight of the oncoming vehicle occupant will be lost due to the irradiated light. Therefore, the AFS turning swing width (αθ) calculated in S5 is set as it is as a swivel angle (S12), and the set swivel angle is output to the headlight ECU 8 (S13).

  On the other hand, if it is determined that there is no median on the boundary line (S6: NO), the vertical angle formed by the optical axis L of the current headlights 4 and 5 with respect to the horizontal direction is detected and detected. The optical axis radius R corresponding to the distance that the light of the headlight of the own vehicle greatly affects the oncoming vehicle is determined from the determined angle (S7). Here, the headlights 4 and 5 installed in the vehicle 2 can be moved up and down in three stages, upper, middle, and lower, and the optical axis radius R is the highest beam (H beam) that is directed upward. Is 200m. Further, in the middle beam (M beam) directed in the intermediate direction, the optical axis radius R is 150 m. Further, the optical axis radius R is 100 m for the low beam (L beam) directed downward. The process of S7 corresponds to the process of the optical axis radius setting unit.

  Thereafter, in S8, within the optical axis radius centered on the current position of the vehicle 2 determined in S7, and in the present embodiment, within the optical axis radius centered on the center position of the vehicle 2, the center position of the vehicle 2 is determined. A tangent to the boundary line is drawn, and an angle (βθ) between the tangent and the traveling direction is calculated. Here, a method of calculating the angle (βθ) between the tangent and the traveling direction will be described with reference to FIGS. FIG. 7 is a schematic diagram showing the tangent calculated when the vehicle is traveling in the outermost lane on the curve and the angle of the traveling direction, and FIG. 8 is the vehicle traveling in the innermost lane in the curve. It is the schematic diagram which showed the angle of the tangent calculated in the case of a movement, and the advancing direction.

  As shown in FIGS. 7 and 8, first, the CPU 41 determines the position of the boundary line 50 (included in the shape) specified by the node point acquired from the map information DB 25 in S4, the center position of the vehicle 2, and the determination in S7. Based on the optical axis radius R, the position of the tangent line Z from the center position of the vehicle 2 to the boundary line 50 is specified. Thereafter, the CPU 41 calculates an angle (βθ) formed by the traveling direction X of the vehicle 2 and the tangent line Z. The process of S9 corresponds to the process of the second angle calculation unit.

  Next, in S10, the AFS turning swing (αθ) calculated in S5 is compared with the angle (βθ) between the tangent calculated in S9 and the traveling direction, and the AFS turning swing (αθ) is compared. It is determined whether the angle is larger. For example, as shown in FIG. 5 and FIG. 7, when the vehicle is traveling in the outermost lane on a predetermined curve R, the angle between the tangent and the traveling direction of the AFS turning swing width (αθ) As shown in FIGS. 6 and 8, when the host vehicle is traveling in the innermost lane on a predetermined curve R, the AFS turning swing width (αθ) advances with the tangent line. It becomes larger than the angle (βθ) formed by the direction.

  When it is determined that the angle of the AFS turning swing width (αθ) is larger (S10: YES), if the AFS turning swing width (αθ) is the swivel angle, the optical axis L of the headlights 4 and 5 is Since the boundary line is exceeded, there is a risk that the sight of the oncoming vehicle occupant traveling in the oncoming lane may be taken away by the light of the headlight. Therefore, instead of the AFS turning swing width (αθ) calculated in S5, an angle (βθ) formed between the tangent and the traveling direction is set as a swivel angle (S11), and the set swivel angle is set with respect to the headlight ECU 8. And output (S13). As a result, even if the light from the headlights 4 and 5 may affect the oncoming vehicle, it is possible to set the maximum swivel angle within a range that does not affect the oncoming vehicle. It becomes possible to secure the field of view to the maximum.

On the other hand, if it is determined that the angle of the AFS turning swing (αθ) is smaller or the same angle (S10: NO), the AFS turning swing (αθ) may be set as the swivel angle. Since the optical axis L of the headlights 4 and 5 does not exceed the boundary line within the optical axis radius, there is no possibility that the vision of the oncoming vehicle occupying the oncoming lane is lost by the light of the headlight. Accordingly, the AFS turning swing width (αθ) calculated in S5 is set as it is as a swivel angle (S12), and the set swivel angle is output to the headlight ECU 8 (S13).
The headlight ECU 8 controls the drive mechanism units 6 and 7 based on the output swivel angle, so that the headlight 4 and the optical axis L are at the same angle as the set swivel angle. 5 is changed in the left-right direction (see FIGS. 2A and 2B).

  Next, a headlight rotation control processing program executed by the headlight ECU 8 of the light distribution control device 1 according to the present embodiment will be described with reference to FIG. FIG. 9 is a flowchart of a headlight rotation control processing program executed by the headlight ECU 8 of the light distribution control device 1 according to this embodiment. Here, the headlight rotation control processing program changes the optical axis direction of the headlights 4 and 5 by controlling the drive mechanism units 6 and 7 based on the swivel angle output from the navigation device 3. is there. Note that the program shown in the flowchart of FIG. 9 is stored in the ROM or RAM provided in the headlight ECU 8, and is executed by the CPU.

  In the headlight rotation control process, first, in S21, the swivel angle necessary for specifying the control amount of the drive mechanism units 6 and 7 output from the navigation device 3 in S13 is received. Subsequently, in S22, the drive mechanisms 6 and 7 are controlled based on the swivel angle received in S21 so that the optical axis L of the headlights 4 and 5 and the traveling direction of the vehicle 2 are the same angle as the swivel angle. To do.

  Next, in S23, it is determined whether or not the control of the drive mechanism units 6 and 7 has been completed, that is, whether or not the optical axis L of the headlights 4 and 5 and the traveling direction of the vehicle 2 have the same angle as the swivel angle. Is done.

And when it determines with control of the drive mechanism parts 6 and 7 having been complete | finished (S23: YES), the said headlight rotation control process is complete | finished.
On the other hand, when it is determined that the control of the drive mechanism units 6 and 7 is not finished (S23: NO), the process returns to S22, and the drive control of the drive mechanism units 6 and 7 is continuously performed.

As described above in detail, in the light distribution control device 1 according to the present embodiment, the optical axis L of the headlights 4 and 5 is directed toward the own vehicle position after a predetermined time has elapsed (3 seconds in the present embodiment). Compare the AFS turning swing width (αθ) with the angle (βθ) between the tangent to the boundary line 50 from the vehicle position specified based on the optical axis radius R and the shape of the boundary line 50 and the traveling direction. When it is determined that the angle of the AFS turning swing (αθ) is larger (S10: YES), the angle (βθ) formed between the tangent and the traveling direction is set as the swivel angle (S11), and the AFS turning swing is set. If it is determined that the angle of the width (αθ) is smaller or the same angle (S10: NO), the AFS turning swing width (αθ) is set as the swivel angle as it is (S12). By changing the optical axis direction of lights 4 and 5 At the same time it is possible to secure the passenger's view of the vehicle, the light of headlights 4,5 the occupant's view of the oncoming vehicle traveling on the opposite lane can be controlled not to enter. As a result, even if the light from the headlights 4 and 5 may affect the oncoming vehicle, it is possible to set the maximum swivel angle within a range that does not affect the oncoming vehicle. It becomes possible to secure the field of view to the maximum. Therefore, the host vehicle and other vehicles can travel comfortably, and accidents based on poor visibility can also be prevented.
In addition, by setting the optical axis radius R in particular, the sight of the occupant can only be seen for an oncoming vehicle located within a distance where the light emitted from the headlights 4 and 5 may affect the oncoming vehicle. Thus, it is possible to control so that the light of the headlights 4 and 5 does not enter. Therefore, the processing load on the navigation control unit 17 can be reduced. In addition, the optical axes of the headlights 4 and 5 can be changed in the direction most suitable for traveling of the own vehicle within a range where the headlights 4 and 5 do not affect the oncoming vehicle.
Further, the distance of the optical axis radius R used for obtaining the tangent is the angle in the height direction (high beam (H beam), middle beam (M) of the optical axis direction of the headlights 4 and 5 with respect to the horizontal direction. Beam) and low beam (L beam)), it is possible to specify an appropriate optical axis radius R based on the current state of the headlights 4 and 5 of the own vehicle. This is because the optical distance of the headlights 4 and 5 is an angle in the height direction (high beam (H beam), middle beam (M beam), low beam (L beam)) formed by the horizontal direction. Because it changes.

In addition, this invention is not limited to the said embodiment, Of course, various improvement and deformation | transformation are possible within the range which does not deviate from the summary of this invention.
For example, in the present embodiment, node data recorded in the map information DB 25 is used as information for specifying the position and shape of the boundary line 50. However, in order to specify the position and shape of the boundary line 50 separately from the node data. It is also possible to record dedicated information (such as coordinates) in the data recording unit.

  Further, for example, in this embodiment, the angle (βθ) between the AFS turning swing width (αθ), the tangent, and the traveling direction is calculated with the center position of the vehicle 2 as the current position of the subject vehicle according to the present invention. However, the angle (βθ) formed by the AFS turning swing width (αθ), the tangent, and the traveling direction may be calculated using the headlight position on the opposite lane side as the current position of the host vehicle according to the present invention. In that case, the position of the headlight 5 of the vehicle 2 (the headlight 4 in the right-hand traffic area, the same applies hereinafter) is acquired in the process of S3. In the process of S8, the direction Y from the current position of the headlight 5 to the arrival position is specified with the position of the headlight 5 of the vehicle 2 after 3 seconds as the arrival position, and the AFS turning swing width (αθ) is calculated. . Further, in S9, the position of the tangent Z from the headlight 5 of the vehicle 2 to the boundary line 50 is specified within the optical axis radius R centered on the position of the headlight 5 of the vehicle 2, and the angle formed by the tangent and the traveling direction Control is performed to calculate (βθ).

It is a schematic block diagram of the light distribution control apparatus which concerns on this embodiment. (A) is a schematic diagram showing a light irradiation state when the optical axis is parallel to the traveling direction (swivel angle 0 °), and (B) is an outward direction of the optical axis by θ with respect to the traveling direction. It is the schematic diagram which showed the irradiation state of the light at the time of becoming (swivel angle (theta)). It is a block diagram which shows typically the control system of the light distribution control apparatus which concerns on this embodiment. It is a flowchart of the drive control calculation process program which the navigation apparatus in the vehicle control apparatus which concerns on this embodiment performs. It is the schematic diagram which showed the AFS turning swing calculated when the own vehicle is drive | working the outermost lane in the curve. It is the schematic diagram which showed the AFS turning swing calculated when the own vehicle is drive | working the innermost lane in the curve. It is the model which showed the tangent calculated when the own vehicle is drive | working the outermost lane in the curve, and the angle of the advancing direction. It is the schematic diagram which showed the angle of the tangent and the advancing direction calculated when the own vehicle was drive | working the innermost lane in the curve. It is a flowchart of the headlight rotation control processing program which headlight ECU in the light distribution control apparatus which concerns on this embodiment performs.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Light distribution control apparatus 2 Vehicle 3 Navigation apparatus 4, 5 Headlight 6, 7 Drive mechanism part 8 Headlight ECU
15 current location detection processing unit 16 data recording unit 17 navigation control unit 41 CPU
42 RAM
43 ROM
50 Boundary line L Optical axis

Claims (3)

An illumination device that irradiates a predetermined area in the traveling direction of the host vehicle;
An optical axis changing means for changing an optical axis direction of the illumination device;
In a light distribution control device having an illumination device control means for controlling the optical axis changing means,
Own vehicle position detecting means for detecting the current position of the own vehicle;
Boundary line acquisition means for acquiring positional information of the boundary line with the opposite lane of the road on which the vehicle travels ;
Predicted position calculating means for calculating a predicted position of the vehicle after a predetermined time;
First angle calculating means for calculating a first angle formed by a direction from the current position of the host vehicle to the predicted position and a traveling direction of the host vehicle;
A second angle calculating means for calculating a second angle formed by a tangential direction from the current position of the host vehicle to the boundary line and a traveling direction of the host vehicle ;
The lighting device control means sets the direction to the predicted position to the optical axis direction when the first angle is equal to or smaller than the second angle, and when the first angle is larger than the second angle. A light distribution control device , wherein a tangential direction to the boundary line is set to the optical axis direction, and the optical axis changing unit is controlled based on the set optical axis direction . An optical axis radius setting means for setting an optical axis radius distance;
The second angle calculation means includes the second angle formed by a direction tangential to the boundary line from the current position of the own vehicle and a traveling direction of the own vehicle within the radius of the optical axis centered on the current position of the own vehicle. The light distribution control device according to claim 1, wherein an angle is calculated . The light distribution control device according to claim 2 , wherein the distance of the optical axis radius is specified based on an angle formed by an optical axis direction of the illumination device with respect to a horizontal direction.

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