JP5569678B2 - Headlamp light distribution control device - Google Patents

Description

  The present invention relates to a headlamp light distribution control device, and more particularly to a headlamp light distribution control device that independently changes the light distribution direction of a pair of left and right illumination devices in the vehicle width direction.

  In order to illuminate the inside of the currently running curve in the S-curve where the left and right curves are continuous, and the next curve to illuminate the inside of the curve, the front headlamp has been swiveled to the left and right (headlamp illumination). In particular, it is known to swivel to illuminate the inside of the curve according to the steering angle of the steering wheel.

  In Patent Document 1 and Patent Document 2, in a curve in which the left and right curves are continuous, when the current running curve approaches the next curve, the steering of the steering is determined according to the steering return operation. Faster than the speed, swivel the left and / or right headlamp optical axis to illuminate the inside of the next curve, i.e. the headlamp optical axis in the current direction when starting to return steering There is disclosed a vehicle steering interlocking headlamp system and a vehicle lighting device that are directed in a direction opposite to the direction of the vehicle.

  Patent Document 3 discloses a vehicle headlamp system that controls an optimum irradiation position in front of a road in a curve according to the current position and vehicle speed of the host vehicle obtained from car navigation and the road shape obtained from a beacon. It is disclosed.

  FIG. 17 discloses that the optical axis of only the headlamp located inside the curve is swiveled inside the curve in FIG. 17. At this time, steering of the steering wheel is disclosed. A so-called dead zone (change disclosure timing θ1) that does not swivel the optical axis of the headlamp with respect to the corner is set widely. This prevents a change in the optical axis due to the driver's small handling such as correction of the traveling direction when changing from a curve to a straight path, or correction of the traveling direction on a straight path. In the high speed region, such a dead zone is set narrow (FIG. 6 of Patent Document 3).

JP 03-042347 A JP2003-112568 JP-A-10-175478 Japanese Patent No. 4333419

  However, in the steering-linked headlamp system and the lighting device of Patent Document 1 and Patent Document 2, before the steering angle of the steering returns to the straight traveling state, the optical axis of the headlamp is on the opposite side, that is, inside the next curve. First, if you try to keep the light distribution in line with the movement of the driver's line of sight, you have to increase the swivel speed. I felt that the range was darker at once and the light distribution by the headlamps was narrowed. Second, I could not illuminate the road between the current curve and the next curve, and third, Since it is necessary to move the optical axis of the headlamp faster than the steering speed, a high-performance mechanical mechanism (for example, a high-performance motor or a high-rigidity unit) is required. Strike is applied, there is a problem such as that.

  Further, in the headlamp system disclosed in Patent Document 3, road shape information cannot be acquired for a curve without a beacon, and the position of the host vehicle is required for light distribution control. Although obtained from the navigation, the position of the own vehicle obtained from the car navigation includes an error. Therefore, when switching the S-curve in which the right curve and the left curve are continuous, the steering is turned back due to the navigation error of the own vehicle. There is a problem that the timing and the timing of light distribution control may be shifted, which is not practical.

  In addition, in the swivel control in the curve in the low speed region disclosed in Patent Document 4, since the dead zone is wide, when the left and right curves in the low speed region such as mountain roads continue, There is a problem that the timing of illuminating the inside of the next curve is delayed when performing a continuous handling operation to the next curve.

  The present invention has been made to solve the above-described problems of the prior art, and prevents the driver from feeling the narrowness of the light distribution while preventing a delay in the light distribution with respect to the movement of the line of sight of the driver. It is an object of the present invention to provide a headlamp light distribution control device capable of

In order to achieve the above object, the present invention provides a light distribution control device for an automobile that controls the light distribution of a pair of left and right illumination devices that can illuminate a course ahead of the vehicle, and the light distribution direction of the pair of left and right illumination devices. The light distribution direction changing means for independently changing the vehicle width direction, the steering angle detecting means for detecting the steering angle of the steering of the vehicle, and the lighting device on the inner side of the curve among the left and right lighting devices during curve driving The light distribution of the lighting device inside the curve is swiveled so that the light distribution is directed to the inside of the curve according to the steering angle detected by the steering angle detection means, and the light distribution of the lighting device outside the curve is directed forward in the vehicle longitudinal direction. A light distribution control means for controlling the light distribution direction changing means on the basis of the respective swivel maps of the left and right illuminating devices so as to swivel the light distribution of the illuminating device outside the curve, and an S-shape in which the left and right curves are continuous car In, First, when the direction of the steering angle detected by the steering angle detecting means does not change, without changing the respective swivel map of the left and right of the lighting device, the vehicle body longitudinal direction light distribution curve outside of the lighting device Keeping forward and swiveling so that the light distribution of the lighting device inside the curve is directed to the inside of the curve according to the steering angle, and secondly, the direction of the steering angle detected by the steering angle detection means has changed Sometimes, among the swivel maps of the left and right lighting devices, only the swivel map of the lighting device inside the curve in the next curve is changed, and by this change, the light distribution of the lighting device inside the next curve is continued at a predetermined timing. Swivel so that it points to the inside of the curve, and swivel the light distribution of the lighting device on the outside of the next curve back to the front in the vehicle longitudinal direction. Controlling the light distribution direction changing means to have a body wrap period and swivel are carried out simultaneously in the longitudinal direction in front of the light distribution of the swivel and next curve outside of the lighting device to the curve inside of the light distribution of the lighting device side And a light distribution control correcting means.

In the present invention configured as described above, when the direction of the rudder angle detected by the rudder angle detecting means changes, the lighting device outside the curve that is controlled to face forward in the vehicle longitudinal direction by the light distribution control means. The light distribution is changed so as to face the inside of the next curve in accordance with the steering angle detected by the steering angle detection means. According to such a configuration, after the driver switches steering (after a change in the steering angle direction is detected), the light distribution of the lighting device outside the curve (currently traveling) Since the direction is changed to be directed to the inside of the next curve from the state of being directed forward, the light distribution is prevented from being delayed with respect to the movement of the driver's line of sight, so that the feeling of narrowing of the light distribution is not felt. I can do it.
In addition, after the driver switches the steering, the light distribution of the lighting device inside the curve, which has been controlled to face the curve inside by the light distribution control means, is returned to the front in the vehicle longitudinal direction. The light distribution of the illumination device outside the curve (currently traveling) that was previously directed toward the light distribution in the front-rear direction of the vehicle body is directed to the inside of the next curve and the illumination inside the curve (currently traveling) By returning the light distribution of the device to the front in the front-rear direction of the vehicle body, it is possible to more effectively suppress the driver from feeling a narrow light distribution.
Further, after the driver switches the steering, the light distribution of the illumination device outside the curve is directed to the inside of the next curve at a predetermined timing according to the steering angle detected by the steering angle detection means. Here, as described above, since the light distribution of the lighting device outside the curve (currently traveling) is directed in front of the vehicle body in the front-rear direction, the timing for directing the light distribution toward the inside of the next curve is determined by the driver. Can be set freely according to the eye movement timing. In other words, when switching the steering, the driver usually moves the line of sight from the inside of the currently running curve to the inside of the next curve, but when it matches the moving line of sight (predetermined timing) ) To change the light distribution, it is possible to make the driver feel a sense of unity with the vehicle effectively.

In the present invention, it is preferable that the light distribution control correcting means is provided on the outside of the curve that is controlled by the light distribution control means to face forward in the vehicle longitudinal direction when the direction of the steering angle detected by the steering angle detection means changes. The light distribution of the illuminating device and the light distribution of the illuminating device inside the curve, which has been controlled to face the inside of the curve by the light distribution control means, continuously at a predetermined speed according to the rudder angle detected by the rudder angle detecting means. The light distribution direction changing means is controlled so as to be directed toward the inside of the next curve.
In the present invention configured as described above, after the driver switches the steering, the light distribution of the lighting device outside the curve and inside the curve depends on the steering angle detected by the steering angle detection means, and the next curve Since the swivel is continuously swiveled at a predetermined speed toward the inner direction, the movement of the driver's line of sight and the movement speed of the light distribution (predetermined speed) can be matched, effectively A sense of unity with the vehicle can be felt.

In the present invention, it is preferable that the vehicle further includes a traveling condition determining unit that determines whether or not the host vehicle is traveling on an S-shaped curve in which left and right curves are continuous under a predetermined condition. This is executed when it is determined by the traveling condition determination means that the host vehicle is traveling on an S-shaped curve in which left and right curves are continuous under a predetermined condition.
In the present invention configured as above, since the control by the light distribution control correcting means is executed in the S-curve that requires the light distribution correction control by the traveling condition determining means, the light distribution that is not intended by the driver. It is possible to prevent the troublesomeness felt by the driver by suppressing the change of.

In the present invention, preferably, further, vehicle speed detecting means for detecting the vehicle speed of the own vehicle, and a destination point after a predetermined time of the own vehicle from the vehicle speed detected from the vehicle speed detected by the vehicle speed detecting means. A vehicle shape estimation means for estimating the vehicle shape and a road shape acquisition means for acquiring a road shape ahead of the vehicle, and the traveling condition determination means relates to the road shape of the position estimated by the vehicle position estimation means. Data is acquired by the road shape acquisition means, and the vehicle is operated under the condition that the curve direction of the acquired road shape is opposite to the current steering angle direction detected by the steering angle detection means. , It is determined that the vehicle is running on a continuous left and right S-shaped curve.
In the present invention configured as described above, the host vehicle can accurately and based on the direction of the curve obtained from the road shape data of the arrival point after a predetermined time of the host vehicle and the direction of the steering angle at the present time. Thus, it can be determined that the vehicle is traveling on an S-shaped curve in which the left and right curves are continuous.

In the present invention, it is preferable that the light distribution control means controls the light distribution direction changing means so as to have a dead zone in which light distribution is not changed with respect to the steering angle in the vicinity of a straight advance of the steering angle.
In the present invention configured as described above, it is possible to prevent annoyance felt by the driver due to the light distribution being changed when the steering angle is 0 or in the vicinity of 0.

In the present invention, preferably, the light distribution control correction means has a dead zone in which the light distribution is not changed according to the steering angle in the vicinity of the maximum steering angle when the direction of the steering angle detected by the steering angle detection means changes. Thus, the light distribution direction changing means is controlled.
In the present invention configured as described above, a dead zone is provided in the vicinity of the maximum rudder angle when switching the steering so that the light distribution is not changed in response to the minute switching near the maximum rudder angle. Thus, the troublesomeness felt by the driver can be prevented.

  According to the headlamp light distribution control device according to the present invention, it is possible to prevent a light distribution from being narrowed while preventing a delay in light distribution with respect to the driver's line-of-sight movement.

It is the schematic plan view which looked at the vehicle carrying the headlamp light distribution control apparatus by 1st Embodiment of this invention from upper direction. It is the side view which looked at the swivel type headlamp main part of the headlamp light distribution control device by a 1st embodiment from the vehicle width direction. 1 is a block diagram of a headlamp light distribution control device according to a first embodiment. FIG. It is a figure which shows an example of the S-shaped curve in which the left and right curve for demonstrating the swivel control by the headlamp light distribution control apparatus by 1st Embodiment continues. It is a flowchart which shows the control content which shows the control content by the headlamp light distribution control apparatus by 1st Embodiment. It is a control map of the swivel angle according to the steering angle at the time of normal driving of the swivel angle calculation control unit of the headlamp light distribution control device according to the first embodiment. It is a control map of the swivel angle according to the steering angle at the time of switching from the right curve during the S-curve running of the swivel angle calculation control unit of the headlamp light distribution control device according to the first embodiment to the left curve. It is a control map of the swivel angle according to the steering angle at the time of switching from the left curve at the time of the S-curve traveling of the swivel angle calculation control unit of the headlamp light distribution control device according to the first embodiment to the right curve. It is a control map of the swivel angle according to the steering angle at the time of switching at the time of the S-curve traveling of the swivel angle calculation control unit of the headlamp light distribution control device according to the modification of the first embodiment. It is a flowchart which shows the control content which shows the control content by the headlamp light distribution control apparatus by 2nd Embodiment of this invention.

Hereinafter, a headlamp light distribution control device according to an embodiment of the present invention will be described with reference to the accompanying drawings.
First, a headlamp light distribution control device according to a first embodiment of the present invention will be described with reference to FIGS.
FIG. 1 is a schematic plan view of a vehicle equipped with a headlamp light distribution control device according to a first embodiment of the present invention as viewed from above, and FIG. 2 is a swivel of the headlamp light distribution control device according to the first embodiment. FIG. 3 is a side view of the headlamp main body viewed from the vehicle width direction, and FIG. 3 is a block diagram of the headlamp light distribution control device according to the first embodiment.

  First, as shown in FIG. 1, the headlamp light distribution control device 1 according to the first embodiment of the present invention includes headlamps LH and RH provided in a pair on the left and right sides of the front end of the vehicle V. Yes. As will be described later, these headlamps LH and RH are called AFS (Adaptive Front Lighting System) that is swivel controlled in conjunction with the steering angle of the steering. In this embodiment, the headlamps LH and RH are used. Are independently configured to change the light distribution by swiveling the optical axis to the left and right (vehicle width direction). FIG. 1 shows the optical axes and the irradiation range. In FIG. 1, as an example, the optical axis of the left headlamp LH is directed forward in a direction that coincides with the longitudinal direction of the vehicle body (hereinafter referred to as “frontward in the longitudinal direction of the vehicle body”). Although an example in which the optical axis is directed to the right with respect to the front in the front-rear direction of the vehicle body, the left and right headlamps LH and RH can be swiveled right and left with respect to the front in the front-rear direction of the vehicle body.

Here, the swivel mechanism of the left and right headlamps LH and RH will be described with reference to FIG.
As shown in FIG. 2, the left and right headlamps LH and RH include a lamp housing 2 in which a light source (not shown) is disposed inward, and a vertically extending shaft that pivotally supports the lamp housing 2 so as to be able to swing left and right. 4 and a nut member 6 fixed to the vehicle body side that supports the shaft. Further, the left and right headlamps LH and RH are fixed to the nut member 8 fixed to the side surface of the lamp housing 2, the swivel motors MLH and MRH fixed to the vehicle body side, and the swivel motors MLH and MRH. And the screw shaft 9 rotated by the swivel motors MLH and MRH. When the screw shaft 9 is rotated by the swivel motors MLH and MRH, the lamp housing 2 can be swung left and right (swiveled). It can be done.

  Next, as shown in FIG. 1, the headlamp light distribution control device 1 according to the first embodiment is provided in a vehicle V, and includes a steering angle sensor 24 that detects a steering angle of a steering, a car navigation 36, A front imaging camera 44 that captures the front, and an antenna 42 that is provided on the roof of the vehicle for obtaining information on the road shape directly from a predetermined information base, road beacon, or forward vehicle (vehicle-to-vehicle communication). These are connected to the swivel angle calculation unit 12.

  Next, as shown in FIG. 3, the headlamp light distribution control device 1 according to the first embodiment is not shown in FIG. 1, but further includes a wheel speed sensor 26 for detecting the vehicle speed, A gear position sensor 28 for detecting reverse travel, a road shape data acquisition means 30 for acquiring a road shape, a switch 32 for turning on / off swivel control (AFS), and on / off of headlamps LH and RH. And a switch 34 for turning off.

As shown in FIG. 3, the road shape data acquisition means 30 is connected to the car navigation 36 and acquires the road shape. The car navigation 36 has a built-in hard disk 38 for storing road information and the like, and acquires information on road information by communication from a predetermined information base or road beacon, or communicates from a vehicle ahead (communication between vehicles). ) Is connected to an antenna 40 for acquiring information on road information.
Further, the above-described antenna 42 (see FIG. 1) is connected to the road shape data acquisition means 30.
Further, the road shape data acquisition means 30 is connected to the above-described forward imaging camera 44 (see FIG. 1), and as will be described later, by processing the captured video, the road shape data acquisition means 30 relates to the road shape ahead of the vehicle V. I try to get information.
In addition, although the example provided with all the car navigation 36, the antenna 42, and the front imaging camera 44 was shown as the road shape data acquisition means 30, these may be provided in any one or in combination.

Next, a unit for calculating a swivel angle based on information obtained from each sensor described above will be described with reference to FIG.
The swivel angle calculation unit 12 illustrated in FIG. 3 includes a steering angle calculation unit 16, a steering angular speed calculation unit 18, a forward / reverse vehicle speed calculation unit 20, a forward road shape recognition unit 22, and a swivel angle calculation control unit 14.
First, the steering angle calculation unit 16 calculates a steering angle (steering angle) from the steering angle of the steering obtained by the steering angle sensor 24. The steering angular velocity calculation unit 18 calculates a steering angular velocity from the steering angle calculated by the steering angle calculation unit 16.
Next, the forward / reverse vehicle speed calculation unit 20 determines the vehicle speed when the host vehicle moves forward or backward based on the vehicle speed detected by the wheel speed sensor 26 and the forward / reverse state of the vehicle detected by the gear position sensor 28. Is calculated.
Next, the front road shape recognition unit 22 recognizes the road shape ahead of the host vehicle from the information regarding the road shape acquired by the road shape data acquisition unit 30. More specifically, the forward road shape recognition unit 22 recognizes (calculates) the curvature radius of the curve as the forward road shape.

  Next, the swivel angle calculation control unit 14 appropriately calculates data calculated, calculated or recognized by the steering angle calculation unit 16, the steering angular velocity calculation unit 18, the forward / reverse vehicle speed calculation unit 20, and the forward road shape recognition unit 22. The swivel angle linked to the steering angle of the steering of each headlamp LH, RH is calculated by reading and executing predetermined determination processing using these data (swivel angle control maps (FIGS. 6 to 9). Then, based on the calculated swivel angle (swivel angle control map), a signal is sent to the drive circuits CLH and CRH of the swivel motors MLH and MRH of the headlamps LH and RH, and the headlamps LH and RH are controlled. The headlamps LH and RH are switched so that the light distribution can be changed by independently swiveling the optical axis left and right (vehicle width direction). It controls roll angle (optical axis or light distribution).

Next, swivel control of the headlamp light distribution control device according to the first embodiment of the present invention will be described with reference to FIGS.
FIG. 4 is a diagram showing an example of an S-shaped curve in which left and right curves are continuous for explaining swivel control by the headlamp light distribution control device according to the first embodiment, and FIG. 5 is a head according to the first embodiment. FIG. 6 is a flowchart showing the control content indicating the control content by the lamp light distribution control device, and FIG. 6 is a swivel corresponding to the steering angle during normal travel of the swivel angle calculation control unit of the headlamp light distribution control device according to the first embodiment. FIG. 7 is a control map of the angle, and FIG. 7 corresponds to the steering angle at the time of switching from the right curve to the left curve during the S-curve traveling of the swivel angle calculation control unit of the headlamp light distribution control device according to the first embodiment. FIG. 8 is a control map of the swivel angle, and FIG. 8 is a graph from the left curve to the right curve during the S-curve traveling of the swivel angle calculation control unit of the headlamp light distribution control device according to the first embodiment. Is a control map of the swivel angle corresponding to the steering angle when Shi exchange. In FIG. 5, S represents each step.

  First, as shown in FIG. 4, a general driver usually has a vehicle V traveling on the right curve C1 at a point S approaching the left curve C2 (a point where the curvature radius of the curve becomes 0) or the point S. Switch steering (from right to left) in the vicinity of. The same applies to switching from the left curve to the right curve. In this embodiment, at the time of such steering switching, the swivel control map of the headlamp on the side of the next curve (left curve in the example of FIG. 4) (left headlamp LH in the example of FIG. 4) is changed. Thus, the light distribution is changed toward the inside of the next curve.

Next, specific details of control by the swivel angle calculation control unit 14 of the headlamp light distribution control device will be described.
As shown in FIG. 5, during traveling, the vehicle traveling speed calculated by the forward / reverse vehicle speed calculating unit 20 is read in S1.

  Next, the process proceeds to S2, and a reference point from which the road shape recognized by the forward road shape recognition unit 22 is read is set (reading itself is performed in S3). The reference point is based on the knowledge that the driver is often looking 3 to 4 seconds ahead of the vehicle and that it is necessary to illuminate 3 to 4 seconds to avoid danger. , The point of arrival 3 to 4 seconds ahead is estimated and set from the current vehicle speed read in S1.

  Next, the process proceeds to S3, and data related to the road shape at the reference point set in S2 from the forward road shape recognition unit 22, in this embodiment, the direction of the curve at the reference point (whether left or right) and its reference Read the curvature radius of the curve at the point. Next, proceeding to S4, the current steering angle and steering angular velocity of the host vehicle are read from the steering angle calculation unit 16 and the steering angular velocity calculation unit 18.

  Next, in S5, it is determined whether or not the curve direction (left and right) at the reference point read in S3 and the current steering angle direction (left and right) read in S4 are opposite directions. . In S5, if the direction of the curve at the reference point is the same as the direction of the steering angle of the host vehicle at the current time, the curve at which the host vehicle is traveling and the curve of the reference point are the same direction. Therefore, the process proceeds to S6, and the head lamp swivel control is performed using the swivel control map during normal driving.

Here, referring to FIG. 6, the swivel control map at the time of normal traveling according to S6 will be described.
In the swivel control map shown in FIG. 6A, the left headlamp LH has a swivel angle leftward, that is, in proportion to the steering angle when the steering angle is traveling leftward, that is, when traveling on a left curve. The light distribution of the headlamp is directed to the inside of the left curve. A so-called dead zone in which the light distribution of the headlamp LH is not changed according to the steering angle is provided in the vicinity of the steering angle of 0, and when the steering angle is traveling in the right direction, that is, on the right curve, The left headlamp LH is maintained in a swivel angle of 0, that is, in a direction that coincides with the longitudinal direction of the vehicle (front in the longitudinal direction of the vehicle).

  On the other hand, in the swivel control map shown in FIG. 6B, the right headlamp RH has the right swivel angle in the right direction in proportion to the steering angle when the steering angle is in the right direction, that is, when the vehicle is traveling on the right curve. That is, the light distribution of the headlamp is directed to the inside of the right curve. A so-called dead zone in which the light distribution of the headlamp RH is not changed according to the steering angle is provided in the vicinity of the steering angle 0, and when the steering angle is traveling in the left direction, that is, in the left curve, The right headlamp RH is maintained in a swivel angle of 0, that is, in a direction that coincides with the vehicle longitudinal direction of the vehicle (front in the vehicle longitudinal direction).

  In other words, in S6, the light distribution of the headlamp (the right headlamp RH in the right curve C1 in the example of FIG. 4) located on the inner side of the curve in which the vehicle is traveling is changed to the steering angle 0 in both the left and right curves. While excluding a nearby dead zone, the headlamp is swiveled according to the steering angle so as to be directed toward the inside of the curve, while the headlamp located outside the curve in which the vehicle is traveling (the left headlamp LH in the right curve C1 in the example of FIG. 4). ) Is maintained in the front-rear direction of the vehicle body.

  The control maps of FIGS. 6A and 6B include control of the left and right headlamps LH and RH (steering angle 0 and swivel angle in the vicinity thereof) when the vehicle is traveling straight ahead. As shown in FIG. 6, when the vehicle goes straight when the rudder angle is 0, the light distribution of the left and right headlamps LH and RH is directed to the front in the vehicle longitudinal direction (not swiveled). And since a dead zone is provided in the vicinity where the rudder angle becomes 0, the left and right headlamps LH and RH are not swiveled according to a slight change in the rudder angle when the vehicle goes straight, and the driver feels bothersome. Can be prevented.

Returning to FIG. 5 again, the contents of control by the swivel angle calculation control unit 14 will be described.
In S5, if it is determined that the direction of the curve at the reference point and the current steering angle direction of the host vehicle are opposite, the curve at which the host vehicle is currently traveling and the reference point It is assumed that the curve is a curve in a direction opposite to the steering angle of the host vehicle at the current time, and the host vehicle is traveling in the vicinity of the point S where the steering is switched. In other words, in S5, the vehicle is determined to be a predetermined point based on the road shape at the reference point set in S2 (the point where the vehicle is estimated to reach after 3 to 4 seconds) and the current steering angle of the vehicle. Drive along an S-curve with continuous left and right curves (in this S5, if there is a curve in the direction opposite to the direction of the currently running curve on the route that the host vehicle can reach after 3-4 seconds) Judging whether or not.

In the determination in S5, even if the curve direction at the reference point and the current steering angle direction of the host vehicle are opposite, the host vehicle has an S-shaped curve in which predetermined left and right curves are continuous. If the following condition is further satisfied as to whether or not the vehicle is traveling, it may proceed to the swivel control map during normal traveling in S7.
Whether or not the S-curve is a curve that requires the vehicle to have a predetermined steering angle θ or more (for example, 5 degrees or more), or the curvature radius r is a predetermined value or less (average of 100 m or less). It is judged by whether or not.
For example, the turning radius r is expressed by turning radius r [m] = wheelbase L [m] / steering angle θ [rad] if tire deformation and yaw are ignored. For example, if the wheel base is 2.6 m (ordinary cars are about 2.4 m to 3 m), the steering gear ratio is 15: 1 and the steering angle is 75 degrees, the radius of curvature is calculated to be 93 m. For example, in a curve having a curvature radius of 93 m, it is necessary to turn the steering angle by 75 degrees. In S5, the process may proceed to S7 in such a curve.
Whether the vehicle has a curve that requires a predetermined steering angle θ or more (for example, 5 degrees or more), or whether the radius of curvature r is a predetermined value or less (average of 100 m or less) is determined by the subject vehicle. For example, when the vehicle speed is 60 km / h, the radius of curvature r = 100 m (steering angle 5 degrees), and when the vehicle speed is 30 km / h, the radius of curvature r = 50 m (steering angle). 10 degrees) or the like. These values are appropriately determined by experiments as appropriate.
In the present embodiment, the road shape data in the vicinity of the host vehicle and ahead is read without considering the reference point in S2 and S3, and the vehicle requires a predetermined steering angle θ or more (for example, 5 degrees or more). From the viewpoint of whether the curve is continuous or a curve having a radius of curvature r of a predetermined value or less (average of 100 m or less) is continuous, the vehicle is an S-shaped curve in which predetermined left and right curves are continuous. It may be determined whether the vehicle is traveling.

  Next, in S5, when it is determined that the curve direction at the reference point and the current steering angle direction of the host vehicle are opposite, the process proceeds to S7 and the curve direction at the reference point read in S3. (Left and right) and whether or not the direction of the steering angular velocity of the vehicle at the present time read in S4 is the same direction. If the curve direction (left and right) at the reference point is the same as the current steering angular velocity direction, the driver has switched the steering toward the next curve. For example, in S7, in the example shown in FIG. 4, the current vehicle travels in the vicinity of the point S (steering angle is right), the direction of the curve C2, which is the reference point, is left, and the driver It is determined that the steering is switched from right to left.

  If it is determined in S7 that the curve direction (left and right) at the reference point is not the same as the current steering angular velocity direction, the current steering angle direction and the curve direction at the reference point are reversed. However, since the driver has not switched the steering, in this embodiment, the process proceeds to S6 and performs the swivel control by the swivel control map of FIG. 6 described above.

  If it is determined in S7 that the curve direction at the reference point (left and right) and the current steering angular velocity direction are the same direction, the driver has switched the steering. Map movement amount calculation (map correction) and swivel control using the corrected swivel control map are performed.

The swivel map movement amount and the corrected swivel control map according to S8 will be described with reference to FIGS.
First, the swivel angle control map and the amount of movement of the swivel map when switching from the right curve to the left curve will be described with reference to FIG.
As can be seen by comparing FIG. 6 with FIGS. 7A and 7B, only the swivel angle control map of the left headlamp LH is changed when switching from the right curve to the left curve.

  As shown in FIG. 7 (a), the swivel angle control map of the left headlamp LH is based on the normal curve running map (see also FIG. 6 (a)) indicated by the phantom line. When the steering is switched, the left headlamp LH is swiveled from the state where the steering angle is in the right direction toward the inside of the next left curve.

  The map movement amount is set according to the vehicle speed read in S1, the current steering angle, the current steering angular velocity, and the radius of curvature of the next curve to be entered (in this case, the left curve). Note that the steering angle SR shown in FIG. 7A is the maximum steering angle when the driver switches the steering. The map movement amount is set so as to be swiveled toward the inside of the next left curve at a predetermined timing after the steering angle is turned back to the left with respect to the maximum steering angle SR. . That is, it is set not to swivel toward the inside of the left curve immediately after switching from the maximum steering angle SR but to set a dead zone that is not swiveled according to the steering angle. Due to this dead zone, it is possible to prevent the swiveling by reacting sensitively to the slight switching near the maximum steering angle SR at the time of switching. Further, as will be described later, it is possible to adjust to the movement of the driver's line of sight.

  In FIG. 7A, for comparison, the swivel angle control map of the right headlamp RH is indicated by a virtual line. As shown in FIG. 7 (a), in the wrap portion of the swivel angle control map of the left headlamp LH and the swivel angle control map of the right headlamp RH, the swivel speeds (swiveling with respect to the steering angle) of the respective headlamps LH and RH. Corner inclination) is set to be substantially the same. As a result, the driver feels that the irradiation range of the left and right headlamps LH and RH is narrowed and that the swivel movement outside the curve (in this case, the right headlamp RH) is slow. It can be prevented from receiving. The swivel speed is adjusted to the side not moving the map (in this case, the swivel speed of the right headlamp RH).

  Further, in the present embodiment, as described with reference to FIG. 6A, during normal curve traveling, the light distribution of the left headlamp LH is maintained in a direction that coincides with the vehicle longitudinal direction of the vehicle (front in the vehicle longitudinal direction). Therefore, even when switching, the light distribution of the left headlamp LH is directed to the next curve (in this case, the left curve) to some extent, so the right curve that the driver is currently driving It is possible to prevent the driver from feeling uneasy not only inside the vehicle but also when the line of sight is directed to the left curve ahead before switching the steering.

  In addition, when driving on a normal curve, the left headlamp LH is not distributed with the right headlamp RH to the inside of the right curve that has been running so far, but the light distribution matches the longitudinal direction of the vehicle body. (Refer to FIG. 6 (a)), the light distribution of the left headlamp LH does not need to be swiveled from the right direction to the left direction. The timing at which the light distribution is directed to the left curve can also be set effectively and freely in accordance with the movement of the driver's line of sight, and the delay of the light distribution control can be prevented.

  In addition, when driving on a normal curve, the left headlamp LH is not distributed with the right headlamp RH to the inside of the right curve that has been running so far, but the light distribution matches the vehicle longitudinal direction of the vehicle. The vehicle is maintained in the direction (front-rear direction front of the vehicle body) and the light distribution of the right headlamp RH is returned to the direction (front-rear direction front of the vehicle body) that matches the vehicle front-rear direction of the vehicle. As a feeling to feel, the feeling of narrowing of the light distribution can be eliminated and a sense of unity with the movement of the vehicle can be obtained.

  Next, the swivel angle control map and the amount of movement of the swivel map when switching from the left curve to the right curve will be described with reference to FIG. In this case as well, control is performed in the same way as when switching from the right curve to the left curve, and only the swivel angle control map of the right headlamp RH is changed when switching from the left curve to the right curve.

  As shown in FIG. 8B, the swivel angle control map of the right headlamp RH is swiveled from the state in which the steering angle is in the left direction toward the inside of the right curve that enters next. Yes. The map movement amount (the map at the time of normal curve traveling is indicated by a virtual line (see also FIG. 6B)) is the vehicle speed read in S1, the current steering angle, the current steering angular velocity, and the next approach It is set according to the radius of curvature of the curve to be performed (in this case, the left curve). As shown in FIG. 8B, the map movement amount is a predetermined amount with respect to the maximum steering angle SL, and the steering angle is turned back to the left, and then toward the inside of the right curve that enters next. Set to be swiveled. That is, it is set not to swivel toward the inside of the left curve immediately after switching from the maximum steering angle SL but to provide a dead zone (predetermined amount) that is not swiveled according to the steering angle. By this dead zone, it is possible to prevent the swiveling by reacting sensitively to the slight switching near the maximum steering angle SL at the time of switching.

  As shown in FIG. 8B, the swivel speeds of the headlamps RH and LH are substantially the same in the lap portion of the swivel angle control map of the right headlamp RH and the swivel angle control map of the left headlamp LH. As described above, the driver is prevented from feeling that the irradiation range of the left and right headlamps LH, RH is narrowed or that the swivel speed outside the curve is slow. I can do it.

  Further, in the present embodiment, as described with reference to FIG. 6B, during normal curve traveling, the light distribution of the right headlamp RH is maintained in a direction that coincides with the vehicle longitudinal direction of the vehicle (front in the vehicle longitudinal direction). Therefore, even when switching, the light distribution of the right headlamp RH is directed to the next curve (in this case, the right curve) to some extent, so the left curve that the driver is currently driving It is possible to suppress the driver from feeling uneasy not only inside the vehicle but also when the line of sight is directed to the front right curve before switching the steering.

  Also, when driving on a normal curve, the right headlamp RH does not distribute light to the inside of the left curve that has been running with the left headlamp LH, but the light distribution matches the vehicle longitudinal direction. Since the light distribution of the right headlamp RH does not need to be swiveled from the left direction to the right direction, the light distribution is directed to the next right curve. The timing can be set effectively and freely according to the movement of the driver's line of sight, and the delay of the light distribution control can be prevented.

  Furthermore, when driving on a normal curve, the right headlamp RH does not distribute light to the inside of the left curve that has been running with the left headlamp LH, but the light distribution matches the longitudinal direction of the vehicle body. And the light distribution of the left headlamp LH is returned to the direction that matches the vehicle front-rear direction of the vehicle (front of the vehicle front-rear direction). As a feeling to feel, the feeling of narrowing of the light distribution can be eliminated and a sense of unity with the movement of the vehicle can be obtained.

Next, a modified example of the swivel control map of FIGS. 7A and 8B will be described with reference to FIG.
FIG. 9A is a modified example of the swivel angle control map corresponding to the steering angle at the time of switching from the right curve to the left curve during the S-curve traveling shown in FIG. FIG. 8B is a modified example of the control map of the swivel angle corresponding to the steering angle at the time of switching from the left curve to the right curve during the S-curve traveling shown in FIG.

  As shown in FIG. 9A, in the swivel angle control map according to this modification, the swivel angle of the left headlamp LH is changed according to the steering angle when switching from the right curve to the left curve during S-curve traveling. When swiveling in the left direction, when the steering angle enters the dead zone of the swivel angle of the right headlamp RH, the swivel speed is adjusted to be slow, and when the swivel angle control map matches the swivel angle control map shown in FIG. Thus, the swivel speed is set to be the same as that in FIG. The time point at which the swivel speed is slowed may be the time point when the steering angle becomes zero. Note that the swivel angle control map of the right headlamp RH is not changed from that shown in FIG.

  On the other hand, in the swivel angle control map according to the modification shown in FIG. 9 (b), when switching from the left curve to the right curve during S-curve traveling, the swivel angle of the right headlamp RH is changed to the right according to the steering angle. When the steering angle enters the dead zone of the swivel angle of the left headlamp LH, the swivel speed is adjusted to be slow, and when it matches the swivel angle control map shown in FIG. The swivel speed is set to be the same as that in FIG. The time point at which the swivel speed is slowed may be the time point when the steering angle becomes zero. Note that the swivel angle control map of the left headlamp LH is not changed from that shown in FIG.

Next, functions and effects of the headlamp light distribution control device according to the first embodiment of the present invention will be described.
First, the light distribution of the headlamp outside the curve (left headlamp LH in the example of FIG. 4) maintained forward in the vehicle longitudinal direction by the swivel angle control map as shown in FIG. 6 is shown in FIG. 7 or FIG. Such a swivel angle control map is changed so as to face the inside of the next curve (curve C2 in the example of FIG. 4) according to the steering angle. Therefore, after the driver switches the steering, the light distribution of the illumination device outside the curve that is currently traveling is directed inward to the next curve (C2) from the state in which the light distribution is maintained in front of the vehicle body in the front-rear direction. Therefore, it is possible to prevent the light distribution from being narrowed while preventing the light distribution from being delayed with respect to the driver's line-of-sight movement.

  Further, the light distribution of the headlamp inside the curve (right headlamp RH in the example of FIG. 4) that is controlled to be directed inward by the swivel angle control map as shown in FIG. 7 or FIG. Therefore, the light distribution of the lighting device outside the currently traveling curve (C1) (the left headlamp LH in the example of FIG. 4), in which the light distribution was previously maintained in the front-rear direction of the vehicle body, has been maintained. Is directed to the inside of the next curve (C2), and the light distribution of the headlamp (right headlamp RH in the example of FIG. 4) inside the currently running curve (C1) is returned to the front in the vehicle longitudinal direction. Thus, it is possible to more effectively suppress the driver from feeling a narrow light distribution.

  Further, the light distribution of the headlamp outside the curve (C1) (left headlamp LH in the example of FIG. 4) is continuously swiveled at a constant speed according to the steering angle, and the next curve (C2) Since it is directed inward, the movement of the driver's line of sight and the moving speed of the light distribution (swivel speed) are matched, and the light distribution is continuously directed to the inside of the next curve (C2). The driver can feel a sense of unity with the vehicle.

Further, as described above, the map movement amount shown in FIGS. 6 and 7 depends on the vehicle speed of the host vehicle, the current steering angle, the current steering angular velocity, and the radius of curvature of the curve (C2) that enters next. The light distribution of the headlamp outside the curve (C1) (the left headlamp LH in the example of FIG. 4) is set to the next curve at a predetermined timing (in this embodiment, the dead zone) according to the steering angle. Directed to the inside. Here, since the light distribution of the headlamp outside the currently running curve (C1) is maintained in front of the vehicle body in the front-rear direction, the timing at which the light distribution is directed to the inside of the next curve (C2) is operated. It can be freely set according to the timing of the eye movement of the person. In this embodiment, the timing can be set by the map movement amount.
The timing can be determined from the following viewpoints. That is, when switching the steering, the driver usually moves the line of sight from the inside of the currently running curve (C1) to the inside of the next curve (C2). From the position (time point) of the headlamp outside the curve (C1) (the left headlamp LH in the example of FIG. 4) coincides with the light distribution position in the front-rear direction of the vehicle body, the headlamp (the left headlamp in the example of FIG. 4). When the swivel speed of the driver is started to be the same and the swivel speed of the driver is the same, the driver can more effectively feel a sense of unity with the vehicle.

  In the first embodiment, the host vehicle has a continuous left and right curve based on the direction of the curve obtained from the road shape data of the arrival point after a predetermined time of the host vehicle and the direction of the current steering angle. Since it is determined that the vehicle is traveling on the S-curve (S1 to S5 in FIG. 5), it can be determined that the vehicle is traveling on the S-curve with high accuracy by a simple method.

  Also, as shown in FIGS. 6A, 6B, 7B, and 8A, there is a dead zone in which the light distribution is not changed with respect to the steering angle in the vicinity of the straight angle of the steering angle. The troublesomeness felt by the driver due to the light distribution being changed when the steering angle is 0 or in the vicinity of 0 can be prevented.

  Further, when the direction of the rudder angle changes, a swivel is provided so that a dead zone where the light distribution is not changed according to the rudder angle is provided near the maximum rudder angle (SR in FIG. 7A, SL in FIG. 8B). Since the amount of movement of the angle control map is set, the light distribution is not changed by reacting sensitively to a slight change in the vicinity of the maximum steering angle (SR, SL) when changing steering. The annoyance felt by the person can be prevented.

  Further, the swivel speeds of the headlamps LH and RH at the lap portion of the swivel angle control map of the left headlamp LH and the swivel angle control map of the right headlamp RH are set to be substantially the same. Therefore, as a feeling felt by the driver, the driver feels that the irradiation range of the left and right headlamps LH and RH is narrowed and that the swivel speed movement outside the curve (left headlamp LH in the example of FIG. 4) is slow. Can be prevented.

  Further, as in the swivel angle control map shown in FIG. 6, during normal curve traveling, the light distribution of the headlamp outside the curve is maintained in a direction that coincides with the vehicle longitudinal direction of the vehicle (front in the vehicle longitudinal direction). Therefore, even when the steering is switched, the light distribution of the outer headlamp is directed to the next curve (C2) to some extent, not only inside the curve (C1) where the driver is traveling at the present time, but also the steering. It is possible to suppress the driver from feeling uneasy even when the line of sight is directed to the front left curve before switching.

  Also, as shown in the swivel angle control map shown in FIG. 6, during normal curve driving, the headlamp outside the curve should be kept in front of the vehicle body in the longitudinal direction without being directed toward the inside of the currently driving curve (C1). Therefore, it is not necessary to swivel the light distribution of the headlamp from the right direction to the left direction (or from the left direction to the right direction), and there is also a timing for directing the light distribution to the next curve (C2). Thus, it can be set effectively and freely according to the driver's line of sight movement, and delay of light distribution control can be prevented.

  Also, as shown in the swivel angle control map shown in FIG. 6, during normal curve driving, the headlamp outside the curve should be kept in front of the vehicle body in the longitudinal direction without being directed toward the inside of the currently driving curve (C1). In addition, since the light distribution of the headlamp inside the curve is returned to the front in the longitudinal direction of the vehicle body, the feeling felt by the driver is eliminated and the sense of unity with the movement of the vehicle is eliminated. I can do it.

Next, swivel control of the headlamp light distribution control device according to the second embodiment of the present invention will be described with reference to FIG.
FIG. 10 is a flowchart showing the control contents indicating the control contents of the headlamp light distribution control device according to the second embodiment of the present invention. In FIG. 10, S represents each step.
The headlamp light distribution control device (1) according to the second embodiment includes a forward road shape recognition unit 22, road shape data acquisition means 30, and road shape data acquisition of the headlamp light distribution control device according to the first embodiment described above. Unlike the first embodiment, the car navigation devices 36, 38, 40 connected to the means 30, the antenna 42, and the camera 44 are not provided, and the configuration of other devices is the same as that shown in FIGS. Therefore, illustration thereof is omitted here.

  Also in the second embodiment, as described above with reference to FIG. 4, when the steering is switched, the headlamp on the side of the next curve (left curve in the example of FIG. 4) (the left head in the example of FIG. 4). The swivel control map of the lamp LH) is changed to change the light distribution toward the inside of the next curve.

The control contents mainly by the swivel angle calculation control unit 14 of the headlamp light distribution control device according to the second embodiment will be described.
As shown in FIG. 10, during traveling, the vehicle traveling speed calculated by the forward / reverse vehicle speed calculating unit 20 is read in S11. In S12, the steering angle and the steering angular speed of the host vehicle are determined as the steering angle calculating unit 16 and the steering angular velocity. Read from the calculation unit 18.

  Next, proceeding to S13, the direction of the steering angle of the host vehicle read in S12 and the direction of the steering angular velocity (when the angular velocity is generated in the direction turning to the right are set to the right direction, the angular velocity is generated in the direction turning to the left. It is determined whether the left direction is the reverse direction. When it is determined in S13 that the steering angle direction of the host vehicle and the steering angular velocity direction are the same direction, the driver has not switched steering (cut into the curve direction). Therefore, it progresses to S14 and performs the swivel control of the headlamp using the swivel control map at the time of normal driving. The swivel control map during normal travel is the same as that described in the first embodiment described above with reference to FIG. 6, and the description thereof is omitted here.

  On the other hand, if it is determined in S13 that the direction of the steering angle of the host vehicle and the direction of the steering angular velocity are opposite, the process proceeds to step S15 and / or S16, and by these S15 and / or S16, It is determined whether the driver's steering switching determined in S13 is for returning to a straight road, or whether there is a curve next, so switching is performed for that purpose. In the present embodiment, as will be described below, whether or not the curve is a condition that requires the correction (movement) of the swivel angle control map based on the first predetermined value set in S15 is simultaneously determined. Like to do.

First, in S15, it is determined whether or not the absolute value of the steering angle read in S12 is less than a first predetermined value.
Here, the first predetermined value is a curve having a steering angle equal to or greater than a predetermined steering angle θ (for example, 5 degrees or more) and is an S-curve that requires swivel control, or a radius of curvature r. Is a curve of a predetermined value or less (average of 100 m or less), and is set in advance from the viewpoint of whether it is a curve that requires swivel control. The turning radius r is expressed by turning radius r [m] = wheel base L [m] / steering angle θ [rad] if tire deformation and yaw are ignored. The first predetermined value may be set according to the vehicle speed of the host vehicle. For example, when the vehicle speed is 60 km / h, the curvature radius r = 100 m (steering angle 5 degrees), and when the vehicle speed is 30 km / h, the curvature radius r = 50 m (steering angle 10 degrees) may be set. The first predetermined value is appropriately determined by an experiment. The first predetermined value is set to a value larger than the dead zone (see FIG. 6).

  If it is determined in S15 that the absolute value of the steering angle is greater than the first predetermined value, it is determined that the vehicle is traveling on a curve that does not require the swivel angle control map to be corrected, and the process proceeds to S14, where normal traveling is performed. The swivel control of the headlamp using the swivel control map is performed.

  If it is determined in S15 that the absolute value of the steering angle is less than the first predetermined value, the process proceeds to S16, and it is determined whether or not the absolute value of the steering angular velocity is larger than the second predetermined value. This second predetermined value is set by obtaining in advance an experiment or the like the difference between the steering angular velocity when the driver switches steering on the S-shaped curve and the steering angular velocity when returning to return to the straight road. For example, as the steering angle approaches near neutral (the steering angle is 0 degree), the steering angular velocity differs depending on whether the steering is switched with an S-curve or when returning to a straight road (for example, near the neutral, the S-shape The steering speed is faster on the curve). However, as the steering angle approaches the neutral position, the host vehicle already approaches the next curve (or returns to the straight road), so the first predetermined value is an S-curve that requires swivel control. The first predetermined value is determined by experiment so that it can be determined whether it is present and is as large as possible so that a difference in steering angular velocity can be obtained.

  Note that the steering acceleration after the driver has switched the steering is generally positive when it is for an S-curve as it approaches the neutral position of the steering angle, and for returning to a straight road. Sometimes it becomes negative. Therefore, in S15, it is determined whether the switching of the driver's steering is for returning to the straight road or the switching for the next curve based on the steering angular acceleration. Also good.

  When it is determined in S16 that the absolute value of the steering angular velocity is less than the second predetermined value, it is determined that the driver's steering switching is for returning to the straight road, and the process proceeds to S14. Performs swivel control of the headlamp using the swivel control map during travel.

  On the other hand, if it is determined in S16 that the absolute value of the steering angular velocity is larger than the second predetermined value, the process proceeds to S17, where the swivel map movement amount calculation (map correction) and swivel control using the corrected swivel control map are performed. Do. The swivel control based on the swivel map movement amount calculation and the corrected swivel control map is the same as that described in the first embodiment, and is not described here. The modification shown in FIG. 9 is also applicable to this second embodiment.

  According to the second embodiment, even when road shape data cannot be obtained, it is possible to effectively perform swivel control at the time of switching the steering on the S-shaped curve. The operational effects obtained by the swivel control by the swivel map calculation and the corrected swivel control map as shown in FIGS. 7 to 9 are as described in the first embodiment, and the description thereof is omitted here. .

LH Left head lamp RH Right head lamp MLH, MRH Swivel motor 1 Head lamp light distribution control device 2 Lamp housing 4 Shaft 6 Nut member 8 Nut member 9 Screw shaft 12 Swivel angle calculation unit 36 Car navigation 42 Antenna 44 Front imaging camera

Claims (6)

A vehicle light distribution control device that controls light distribution of a pair of left and right illumination devices capable of illuminating a course ahead of the vehicle,
A light distribution direction changing means for independently changing the light distribution directions of the pair of left and right lighting devices in the vehicle width direction;
Steering angle detection means for detecting the steering angle of the steering of the vehicle;
When driving on a curve, among the left and right lighting devices, the light distribution of the lighting device inside the curve is swiveled to turn inside the curve according to the steering angle detected by the steering angle detecting means, and the lighting device outside the curve A light distribution control means for controlling the light distribution direction changing means based on the swivel maps of the left and right illumination devices that are defined so as to swivel the light distribution in the front-rear direction of the vehicle body,
In the S-curve in which the left and right curves are continuous, first, when the direction of the steering angle detected by the steering angle detection means does not change, the swivel maps of the left and right illumination devices are not changed, and the outside of the curve is changed . The light distribution of the lighting device is maintained as it is in the front-rear direction of the vehicle body , and the light distribution of the lighting device inside the curve is swiveled so as to face the inside of the curve according to the steering angle, and secondly, detected by the steering angle detection means When the direction of the rudder angle is changed, only the swivel map of the lighting device inside the curve in the next curve is changed among the respective swivel maps of the left and right lighting devices, and by this change, the lighting device inside the next curve is changed. Swivel so that the light distribution of the lighting device is directed to the inside of the next curve at a predetermined timing, and the light distribution of the lighting device outside the next curve is returned to the front in the vehicle longitudinal direction Further, the swivel to the inside of the light distribution of the lighting device inside the next curve and the swivel to the front of the light distribution of the lighting device outside the next curve at the front and rear in the vehicle front-rear direction simultaneously with respect to the steering angle change. And a light distribution control correcting means for controlling the light distribution direction changing means so as to have a lap period to be performed . The light distribution control correcting means is provided for a lighting device outside the curve that is controlled to face forward in the vehicle longitudinal direction by the light distribution control means when the direction of the steering angle detected by the steering angle detection means changes. The light distribution and the light distribution of the lighting device inside the curve, which has been controlled to face the inside of the curve by the light distribution control means, are continuously applied at a predetermined speed according to the steering angle detected by the steering angle detection means. next curve inside the headlamp light distribution control device according to claim 1, wherein controlling the light distribution direction change means to direct in the direction of the. Furthermore, the host vehicle has travel condition determination means for determining whether or not the vehicle is traveling on an S-shaped curve in which left and right curves are continuous under a predetermined condition,
The light distribution control correction means, by the running condition determination means, according to claim 1 or the vehicle is executed when it is determined that the vehicle is running a S-shaped curve that curves left and right the predetermined condition is continuous The headlamp light distribution control device according to claim 2 . Furthermore, vehicle speed detection means for detecting the vehicle speed of the host vehicle,
Own vehicle position estimation means for estimating a destination point after a predetermined time of the own vehicle from the vehicle speed of the own vehicle detected from the vehicle speed of the own vehicle detected by the vehicle speed detection means;
Road shape acquisition means for acquiring the road shape in front of the host vehicle,
The travel condition determination means acquires data on the road shape at the position estimated by the own vehicle position estimation means by the road shape acquisition means, and detects the curve direction of the acquired road shape and the steering angle detection means. 4. The headlamp arrangement according to claim 3 , wherein the vehicle determines that the vehicle is traveling on an S-shaped curve in which the left and right curves are continuous under the condition that the direction of the steering angle of the vehicle is opposite to the current direction. Light control device. The light distribution control unit, the rectilinear vicinity of the steering angle, according to any one of claims 1 to 4 for controlling the light distribution direction changing means to have a dead zone in which the light distribution is not changed with respect to the steering angle Headlamp light distribution control device. The light distribution control correcting means has a dead zone in which the light distribution is not changed according to the steering angle in the vicinity of the maximum steering angle when the direction of the steering angle detected by the steering angle detecting means is changed. The headlamp light distribution control device according to any one of claims 1 to 5 , which controls the direction changing means.

Images