JP5976345B2 - Lighting control device for vehicle headlamp and vehicle headlamp system - Google Patents

Description

  The present invention relates to a lighting control device for a vehicle headlamp and a vehicle headlamp system, and more particularly to a vehicle that defines a boundary between an irradiation range and a light shielding range when a forward vehicle moves in the left-right direction relative to the host vehicle. The present invention relates to a headlamp lighting control device and a vehicle headlamp system.

  When driving a vehicle at night, I want to drive the vehicle's headlamp as a high beam to improve visibility, but usually do not give glare to drivers of oncoming vehicles and preceding vehicles (hereinafter referred to as forward vehicles) In addition, we are switching between low beam and high beam.

  On the other hand, a technique called ADB (Adaptive Driving Beam) has been developed. ADB, for example, detects a forward vehicle with a camera mounted in the vehicle interior and irradiates a high beam area excluding the forward vehicle area, thereby improving visibility, contributing to early detection of pedestrians and improvement of distance visibility. Is. The high beam irradiation range is composed of, for example, a plurality of areas, and control is performed to detect and extinguish areas that give glare to the driver of the vehicle ahead. The horizontal range angle is determined for each of the plurality of areas, and the on / off control is performed by detecting the presence or absence of a preceding vehicle in the range with a camera.

  For example, Japanese Patent Application Laid-Open No. 2011-31807 (Patent Document 1) discloses a vehicular headlamp so that the size of the gap between the front vehicle and the irradiation range changes according to the horizontal position of the front vehicle. A light distribution control system that makes it difficult to give glare to a preceding vehicle by controlling a light is disclosed. Japanese Patent Application Laid-Open No. 2011-31808 (Patent Document 2) detects the position coordinate and pitch angle of the preceding vehicle, corrects the position coordinate of the preceding vehicle based on the pitch angle, and corrects the corrected position coordinate. A light distribution control system that makes it difficult to give glare to the preceding vehicle by controlling the irradiation range of the vehicle headlamp based on the above is disclosed.

JP 2011-31807 A JP 2011-31808 A

  The irradiation range in which the glare is not given to the preceding vehicle differs depending on whether the host vehicle and the preceding vehicle are traveling on a straight road or a curve traveling. In addition, when the vehicle ahead changes its course or moves in the left-right direction with respect to the host vehicle, the irradiation range that prevents glare from being applied to the vehicle ahead is that both the host vehicle and the vehicle ahead are traveling straight ahead. Is different. For example, when sensing a vehicle ahead using a monocular camera and calculating the position (angle) of the lighting / lighting boundary of the left and right headlamps from the camera information, the vehicle and the preceding vehicle are almost the same on a straight road The boundary of the irradiation range can be calculated on the assumption that the direction is facing. However, when the host vehicle travels in a curve or when the preceding vehicle changes its course, the relative direction of the host vehicle and the preceding vehicle changes, so glare may be given to the preceding vehicle using the same calculation method as that for the straight path. .

  FIG. 3A and FIG. 4A show examples of glare. Fig.3 (a) shows the example of the state irradiated by the calculation method similar to a straight path at the time of the own vehicle curve driving | running | working. For example, light may be applied to the door mirror or the driver's seat inside the turn of the preceding vehicle to give glare to the preceding vehicle. FIG. 4A shows a case where the vehicle is skewed ahead. In this case, glare may be given to the vehicle ahead by the same calculation method as that for the straight road.

  According to a specific aspect of the present invention, there is provided a vehicle headlamp lighting control device and a vehicle headlamp system that make it difficult to give glare to the front vehicle when the front vehicle moves in the left-right direction with respect to the host vehicle. One of the purposes is to provide it.

A lighting control device for a vehicle headlamp according to one aspect of the present invention is a lighting control device for a vehicle headlight that controls a light irradiation state by the vehicle headlamp, and is (a) photographed by a camera. A vehicle detection unit that obtains position information of the forward vehicle based on an image ahead of the host vehicle, and (b) a forward vehicle movement detection unit that detects a lateral movement of the forward vehicle as viewed from the host vehicle; c) A light-shielding range of the vehicle headlamp is obtained based on the position information obtained by the vehicle detection unit, and when the front vehicle movement detection unit detects movement in the left-right direction of the front vehicle viewed from the host vehicle, A light-shielding range determination unit that corrects the obtained light-shielding range by a correction amount calculated using a relative angle of the preceding vehicle with respect to the direction of the host vehicle, and (d) light of the vehicle headlamp according to the obtained light-shielding range. and a light distribution control unit for controlling the irradiation condition, the light shielding Circumference determination unit, when the movement in the lateral direction of the forward vehicle is detected, the shaded range determined to correct the shaded range to spread in the moving direction of the forward vehicle in accordance with the correction amount.

According to the above-described lighting control device, it is possible to make it difficult to give glare to the preceding vehicle when the preceding vehicle moves in the left-right direction with respect to the host vehicle. When the relative angle between the direction of the host vehicle and the direction of the front vehicle changes due to the movement of the front vehicle in the left-right direction, the range in which glare is given to the front vehicle as viewed from the host vehicle changes. By correcting the light-shielding range according to the relative angle (additional correction), it becomes difficult to give glare to the preceding vehicle, and the discomfort of the driver of the preceding vehicle due to glare can be eliminated. Further, when the vehicle detection unit detects the position of the rear portion of the front vehicle, the front light vehicle front portion can be included in the light shielding range by expanding the light shielding range on the moving direction side of the front vehicle.

In the lighting control device described above, the correction amount may be calculated based on a calculation formula that is set so that the boundary of the light shielding range on the moving direction side of the preceding vehicle corresponds to the end portion on the moving direction side of the preceding vehicle. preferable.

  Thereby, a suitable correction amount is obtained.

  In the above-described lighting control device, for example, the light shielding range determination unit determines the speed of the front vehicle based on the speed of the host vehicle and the moving speed in the left-right direction of the front vehicle viewed from the host vehicle detected by the front vehicle movement detection unit. The relative angle can be determined.

  Thereby, the relative angle of the preceding vehicle with respect to the direction of the host vehicle can be obtained, and the light shielding range can be corrected according to the relative angle.

  In the above lighting control device, for example, (e) an inter-vehicle distance determination unit that determines whether the distance between the preceding vehicle and the host vehicle is closer than a predetermined distance based on position information obtained by the vehicle detection unit. When the distance between the preceding vehicle and the host vehicle is closer than a predetermined distance, the light shielding range determination unit determines whether the front vehicle position is based on the position information regardless of whether or not movement of the preceding vehicle in the left-right direction is detected. The shading range of the lighting can be obtained.

  Thereby, when the preceding vehicle is at a short distance, the same control as in the case where there is no movement of the preceding vehicle can be applied without applying the additional correction described above.

  A vehicle headlamp system according to an aspect of the present invention includes the above-described vehicle headlamp lighting control device and the vehicle headlamp controlled by the lighting control device.

  This provides a vehicle headlamp system that can make it difficult to give glare to the front vehicle when the front vehicle moves in the left-right direction with respect to the host vehicle.

It is a block diagram which shows the structure of the vehicle headlamp system of one Embodiment. It is a figure which shows a light distribution pattern typically. It is explanatory drawing at the time of the own vehicle turning. It is explanatory drawing at the time of relative position movement of a preceding vehicle. It is a disassembled perspective view which shows the structural example of an optical unit. It is explanatory drawing of the preceding vehicle detection and light-shielding range by angle information. It is explanatory drawing at the time of curve driving | running | working. It is explanatory drawing at the time of relative position movement of a preceding vehicle. It is a table | surface of the theoretical value of the preceding vehicle right boundary, and the calculated value at the time of correction | amendment. It is explanatory drawing of the combination of control. It is a determination flowchart of the own vehicle turning. It is a determination flowchart of a preceding vehicle movement. It is a flowchart (1) of boundary position calculation. It is a flowchart (2) of boundary position calculation. It is explanatory drawing of a simulation model. It is explanatory drawing of the angle symbol of a preceding vehicle site | part. It is a table | surface which shows the actual positional relationship of a preceding vehicle. It is a simulation result by a prior art. It is a simulation result by Example 1. FIG. 10 is a flowchart of boundary position calculation in the second embodiment. 10 is a flowchart of boundary position calculation in the third embodiment.

1. Example 1
1.1 System Configuration FIG. 1 is a block diagram illustrating a configuration of a vehicle headlamp system according to an embodiment. The vehicle headlamp system shown in FIG. 1 performs light irradiation by setting a light distribution pattern based on an image obtained by imaging a space (target space) in front of the host vehicle with a camera 10. A central control unit 11, a memory 12, and two optical units 20 </ b> R and 20 </ b> L connected to the central control unit 11 are provided.

  The light distribution pattern will be described with reference to FIG. A region irradiated with light by the vehicle headlamp system can be represented by a light distribution pattern including a plurality of regions. In the example of FIG. 2, the area where the vehicle ahead is located is a light shielding area 62 where no light is irradiated, and the other is an irradiation area 61. Each region of the light distribution pattern can be divided in advance according to the irradiation range of each LED to be described later. Note that the high beam is shielded in the light shielding region, but the low beam can be irradiated. The light shielding region can be realized not only by blocking the light irradiated to the region, but also by turning off the light irradiated to the region.

  FIG. 3 is an explanatory diagram when the host vehicle turns. When using the calculation method of the light-shielding range assuming straight running as described above, for example, light is applied to the door mirror and driver's seat inside the turn of the preceding vehicle, and glare is given to the vehicle ahead when driving on the vehicle's own curve. There are cases (see FIG. 3A). In this embodiment, as shown in FIG. 3 (b), the front vehicle such as the door mirror part and the driver's seat part of the preceding vehicle is not easily irradiated with light even when the vehicle is traveling on a curve.

FIG. 4 is an explanatory diagram when the relative position of the preceding vehicle is moved. If the calculation method of the light-shielding range assuming straight running is used, when the vehicle ahead of the host vehicle moves in the left-right direction as described above, glare may be given to the vehicle ahead (see FIG. 4A). In each of the following embodiments, as shown in FIG. 4B, even when the vehicle moves in the left-right direction in front of the host vehicle, light is irradiated to the preceding vehicle such as the door mirror portion and the driver's seat portion of the preceding vehicle. Make it harder.
In the following embodiments, the preceding vehicle will be mainly described, but the present invention can be similarly applied to the oncoming vehicle.

  A camera 10 shown in FIG. 1 is installed at a predetermined position (for example, in the vicinity of an indoor mirror) of the host vehicle, and photographs a space in front of the host vehicle.

  The central control unit 11 includes, for example, a vehicle detection unit 13, a turning determination unit 14, a light shielding range determination unit 15, a forward vehicle movement detection unit 16, an inter-vehicle distance determination unit 17, and a light distribution control unit 18. . The central control unit 11 is realized by executing a predetermined operation program in a computer system having, for example, a CPU, a ROM, a RAM, and the like.

  The memory 12 is connected to the central control unit 11 and stores information obtained by each unit of the central control unit 11 and preset information.

  The vehicle detection unit 13 obtains position information of the forward vehicle based on an image ahead of the host vehicle photographed by the camera 10. For example, a pair of points on the preceding vehicle is recognized by performing image recognition processing on the image, and the position (angle) of each of the pair of points on the preceding vehicle viewed from the reference point of the host vehicle is obtained. As a pair of points, for example, a tail lamp or a head lamp of a vehicle ahead can be used.

  The turning determination unit 14 determines whether the host vehicle is turning or going straight. For example, the turning determination unit 14 obtains a turning radius R of the host vehicle based on the steering angle and the vehicle speed of the host vehicle, and determines whether the host vehicle is in a straight traveling state or a left turn depending on the turning radius R and a predetermined turning threshold. Determine if it is turning right.

  When the host vehicle is in a straight traveling state, the light shielding range determination unit 15 obtains the light shielding range of the vehicle headlamp based on the position information obtained by the vehicle detection unit 13 (first process). On the other hand, when the host vehicle is in a turning state, the light shielding range of the vehicle headlamp is determined according to the position information obtained by the vehicle detection unit 13 and the turning radius of the host vehicle (second process). For example, the boundary on the turning direction side of the own vehicle in the light shielding range is obtained based on the position information detected by the vehicle detection unit 13 and the turning radius of the own vehicle. The turning radius R can be obtained from, for example, an input steering angle signal (steering angle signal) and a vehicle speed signal. As described above, the light-shielding range is obtained by switching between the first process and the second process depending on whether the host vehicle is turning (curving) or going straight.

  The forward vehicle movement detection unit 16 detects a lateral movement of the forward vehicle as viewed from the host vehicle. When the forward vehicle movement detection unit 16 detects the movement of the front vehicle in the left-right direction as viewed from the host vehicle, the light blocking range determination unit 15 determines the calculated light blocking range of the vehicle headlamp with respect to the direction of the host vehicle. Correction is made according to the relative angle of the vehicle ahead. For example, it can correct | amend so that it may spread in the moving direction of a front vehicle. Here, the relative angle of the front vehicle can be obtained based on the speed of the host vehicle and the moving speed in the left-right direction of the front vehicle as viewed from the host vehicle detected by the front vehicle movement detection unit 16.

  The inter-vehicle distance determination unit 17 determines whether the distance between the preceding vehicle and the host vehicle is closer than a predetermined distance based on the position information obtained by the vehicle detection unit 13. When the distance between the preceding vehicle and the host vehicle is closer than a predetermined distance, the light shielding range determination unit 15 uses the vehicle detection unit 13 as in the straight traveling state regardless of whether or not the host vehicle is turning. Based on the obtained position information, the light shielding range of the vehicle headlamp is obtained.

  The light distribution control unit 18 controls the light irradiation state of the vehicle headlamp according to the calculated light shielding range. For example, a light distribution pattern corresponding to the light shielding range is set, and a control signal is output to each of the optical units 20R and 20L so that light is emitted according to the set light distribution pattern.

  The optical unit 20R is installed on the front right side of the host vehicle and used to irradiate light that illuminates the front of the host vehicle. Similarly, the optical unit 20L is installed on the front left side of the host vehicle, and is used for irradiating light that illuminates the front of the host vehicle. As shown in the drawing, the optical units 20R and 20L have a common configuration. Specifically, each of the optical units 20R and 20L includes a unit-side control unit 21, an LED lighting circuit 22, and seven LEDs (light emitting devices) connected in parallel to each other. Element) 1-7. The optical units 20R and 20L correspond to the right and left headlamps of the own vehicle, respectively.

  The unit-side control unit 21 receives a control signal (LED lighting / lighting signal) from the light distribution control unit 18 and gives a control signal to the LED lighting circuit 22 to turn on / off the LEDs 1 to 7 and the light intensity of each LED. Are controlled individually.

  The LED lighting circuit 22 controls turning on and off of the LEDs 1 to 7 by individually supplying a driving signal (driving current) to the LEDs 1 to 7 based on a control signal from the light distribution control unit 18. Each luminous intensity is controlled by the magnitude of the current.

  FIG. 5 is an exploded perspective view showing a configuration example of the optical unit. As shown in FIG. 5, the optical unit 20R (or 20L) is disposed behind the projection lens 41 disposed on the optical axis AX extending in the vehicle front-rear direction and the rear focal plane of the projection lens 41. The light source unit 30, a lens holding frame 40 that holds the projection lens 41 in a predetermined position, and a heat sink 50 attached to the light source unit 30 are configured. The optical unit 20R is integrated by attaching the projection lens 41 to the lens holding frame 40 and fixing the lens holding frame 40 to the heat sink 50 with screws. The light source unit 30 includes an interference prevention member 32 formed by integrating a plurality of light guide lens portions 31 and a plurality of LEDs arranged in one direction (horizontal direction) and is disposed behind the interference prevention member 32. The light emitting element substrate 33 is included. The LEDs provided on the light emitting element substrate 33 are the LEDs 1 to 7 connected to the LED lighting circuit 22 described above. The light emitted from each LED is guided to the projection lens 41 by each light guide lens portion 31 of the interference preventing member 32 and projected in front of the host vehicle. At this time, by individually controlling lighting / extinguishing of each light emitting element, it is possible to freely control the light distribution pattern such as partially shielding the high beam irradiation area. By making the light distribution area where the preceding vehicle and the oncoming vehicle are present non-illuminated and other light distribution areas illuminated, the dazzling of the preceding vehicle, etc. is prevented and the visibility of the driver of the host vehicle is increased. be able to.

1.2 Control during straight travel and curve travel Here, how to obtain the boundary position between the light shielding range and the irradiation range of the vehicle headlamp during straight travel and during curve travel will be described. In the present embodiment, the boundary position can be calculated at a specific angle as follows, but the actual light shielding range of the vehicle headlamp is obtained from a plurality of regions of the light distribution pattern shown in FIG. The light shielding region 62 may be set so that light is shielded between the border positions. In addition, you may finely control based on the calculated | required specific angle using the apparatus provided with the mechanism which can set the irradiation angle of LED finely.

FIG. 6 is an explanatory diagram of the preceding vehicle detection and light shielding range based on the angle information.
A rear lamp of the preceding vehicle is detected from an image taken by the camera 10 attached to the host vehicle, and an angle θ1 of the preceding vehicle right rear lamp position and an angle θ2 of the left rear lamp position from the reference axis are obtained (FIG. 6A). reference). For example, the right irradiation boundary position and the left irradiation boundary position of the left and right optical units 20R and 20L (head lamps) are obtained as follows (see FIG. 6B).
Right irradiation boundary position (angle) α1 = θ1 of own vehicle right headlamp
Left irradiation boundary position (angle) β2 = θ2 of own vehicle left headlamp
Left irradiation boundary position (angle) α2 = θ2−0.8 × λ
Right irradiation boundary position (angle) of own vehicle left headlamp β1 = θ1 + 0.8 × λ
The opening angle λ is expressed as follows.
λ = θ1-θ2
The coefficient 0.8 for the opening angle λ described above is an example, and can be set to an arbitrary value. The light distribution controller 18 controls the irradiation state from each of the optical units 20R and 20L by setting the light shielding range (light-out range) between the obtained right and left irradiation boundary positions. In this way, it is difficult to irradiate light on the door mirror part or driver seat part of the preceding vehicle. Note that such a calculation method has been filed as a patent application by the present applicant (see Japanese Patent Application No. 2011-221371), and is hereinafter referred to as prior art. For example, the left and right boundary positions when the host vehicle is traveling in a straight line, the boundary positions opposite to the turning direction when the host vehicle is traveling in a curve, and the forward vehicle moves in the left and right direction with respect to the host vehicle. In this case, the boundary position on the opposite side (rear side) to the moving direction can be determined according to this prior art.

FIG. 7 is an explanatory diagram when traveling on a curve.
When the vehicle travels in a curve, the following irradiation formula (approximate) is used to calculate the inner irradiation boundary position (angle) γin of the inner headlamp in the turning direction and the inner irradiation boundary position (angle) of the outer headlamp in the turning direction. ) Find γout.
γin = atan ((HP) / V) + k × λ
γout = atan ((H + P) / V) + k × λ
here,
H = R−R cos 2θ + L sin 2θ + Q cos 2θ
V = Rsin2θ + Lcos2θ−Qsin2θ
θ = (θ1 + θ2) / 2
And each parameter is
k: coefficient H: preceding vehicle, turning door mirror distance / X component V: preceding vehicle, turning door mirror distance / Y component L: preceding vehicle, rear-door mirror distance Q: preceding vehicle, vehicle center-door mirror distance P: The distance between the preceding vehicle and the vehicle center-headlamp θ: the preceding vehicle direction angle R: the turning radius.

  The reason why k × λ is added in the expressions of γin and γout is to set the clearance from the door mirror position. The value of the coefficient k can be set to 0.2, for example. Parameters L, Q, and P can be set in advance and stored in the memory 12. For example, you may set according to the size of a standard vehicle. As an example, L = 2.8 m, Q = 1.0 m, and P = 0.7 m. As these values are increased, the irradiation boundary is further away from the preceding vehicle.

The turning radius R is calculated using the following equation, taking a front wheel drive vehicle as an example. The rear-wheel drive vehicle can also be obtained by an appropriate method.
R = W / (T−εf + εr)
here,
W: Wheel base T: Front wheel tire angle εf: Front wheel tire slip angle εr: Rear wheel tire slip angle. The front wheel tire angle T is a vehicle-specific function based on the steering angle (steering angle) as follows, and the front wheel tire slip angle εf and the rear wheel tire slip angle εr are functions specific to the vehicle based on the steering angle and the vehicle speed, respectively. T = f1 (str)
εf = f2 (str, vel)
εr = g2 (str, vel)
here,
str: Steering angle vel: Vehicle speed.

1.3 Additional Correction FIG. 8 is an explanatory diagram when the relative position of the preceding vehicle is moved.
When the preceding vehicle moves in the left-right direction when viewed from the host vehicle, additional correction of the irradiation boundary position is performed. This assumes a situation in which the direction of the preceding vehicle as viewed from the host vehicle changes as shown in FIG. 8 (a). For example, the boundary on the moving direction side of the preceding vehicle is widened so as not to give glare to the preceding vehicle. to correct. As an example, it can be set so that the end in the moving direction of the preceding vehicle (the right end of the vehicle body when moving in the right direction) is the boundary position, but not limited to this, the boundary position is separated from the end of the preceding vehicle. May be set, or the boundary position may be set on the preceding vehicle within a range in which glare is not given to the driver or the like of the preceding vehicle.

The preceding vehicle is monitored by the camera 10, and the amount of change in the detected position is calculated for each fixed period. Assuming that the current preceding vehicle position (angle) viewed from the host vehicle is σ1 and the preceding vehicle position (angle) at the previous detection timing is σ0, the position change amount of the preceding vehicle viewed from the host vehicle (the horizontal direction relative to the host vehicle) Is expressed by the difference between σ1 and σ0 as follows.
Δσ = σ1-σ0
here,
Δσ: Leading vehicle travel speed (angular speed)
σ0: Previous preceding vehicle position (angle)
σ1: Current preceding vehicle position (angle)
It is. The preceding vehicle position here can be the center of a pair of rear lamp positions of the preceding vehicle as an example.

The additional correction U is calculated based on the preceding vehicle relative angle ρ and the opening angle λ with respect to the host vehicle.
U = f3 (ρ, λ)
Here, the preceding vehicle relative angle ρ can be calculated by the own vehicle speed vel and the preceding vehicle moving speed Δσ.
ρ = f4 (vel, Δσ)
It is assumed that the preceding vehicle is traveling at the same speed as the host vehicle.

An example of the calculation formula for the additional correction U is shown below. Among the left and right headlamps of the host vehicle, the additional correction amount Ua of the preceding vehicle moving direction side lamp (the head lamp on the right side of the host vehicle in FIGS. 8A and 8B) and the preceding vehicle moving direction side lamp ( For example, the additional correction amount Ub of the headlamp on the left side of the host vehicle in FIGS. 8A and 8B is obtained by the following equation.
Ua = {5ρ ² − (27λ−402) ρ + 3λ−2875} λ / 10000
Ub = {8ρ ² − (35λ−367) ρ + 285λ−1095} λ / 10000
ρ = | Δσ | / (0.00563 × vel)
The obtained additional correction amounts Ua and Ub are added to values on the moving direction side of the preceding vehicle among the irradiation boundary positions (angles) γin, γout, α1, α2, β1, and β2 obtained as described above. .

FIG. 8B shows a calculation example of additional correction. Here, it is assumed that the opening angle λ = 1.16 deg and the preceding vehicle moving speed Δσ = 8.4 deg / sec.
The preceding vehicle right side irradiation boundary position by the above-mentioned calculation formula of the prior art is
(Right lamp) α1 = 0.58 (deg)
(Left side lamp) β1 = 1.51 (deg)
It is. On the other hand, the actual right end position of the preceding vehicle is as shown in FIG.
(Right lamp): 2.02 (deg)
(Left lamp): 3.28 (deg)
It is. Therefore, the setting angle deficiency of the irradiation boundary position is
(Right lamp): 1.44 (deg)
(Left lamp): 1.77 (deg)
It becomes.

When the additional correction of this embodiment is performed, the preceding vehicle relative angle ρ with respect to the host vehicle is determined by the host vehicle speed vel = 50 (km / h), the preceding vehicle moving speed Δσ = 8.4 (deg / sec), and the opening angle λ. = 1.16 (deg)
ρ = | 8.4 | / (0.00563 × 50) ≈30 (deg)
It becomes. Therefore, the additional correction amounts Ua and Ub are
Ua = {5 × 302− (27 × 1.16-402) × 30 + 3 × 1.16-2875} × 1.16 / 10000
= 1.48 (deg)
Ub = {8 × 302− (35 × 1.16-367) × 30 + 285 × 1.16-1095} × 1.16 / 10000
= 1.88 (deg)
It becomes.

The final front vehicle right side irradiation boundary position including additional correction is
(Right lamp) α1 + Ua = 0.58 + 1.48 = 2.06 (deg)
(Left side lamp) β1 + Ub = 1.51 + 1.88 = 3.35 (deg)
It becomes. Compared to the actual right end position of the preceding vehicle (right lamp): 2.02 (deg) and (left lamp): 3.28 (deg), the irradiation boundary is set at a position where glare is not given to the preceding vehicle. Can be confirmed.

FIG. 9 is a table of theoretical values of the right boundary of the preceding vehicle and calculated values at the time of correction.
For various variations of the relative angle of the preceding vehicle to the own vehicle and the distance between the own vehicle and the preceding vehicle (front vehicle distance), the opening angle λ, the actual right end angle of the preceding vehicle, and the calculation angle based on the above-described prior art calculation formula , The additional correction amount and the angle to which the additional correction has been added (angle according to the calculation formula of the prior art + additional correction).

  In the above description, the case where the preceding vehicle has moved to the right as viewed from the host vehicle has been described, but the same applies to the case where the preceding vehicle has moved to the left as viewed from the host vehicle. In this case, as an example, the left end position of the preceding vehicle is corrected so as to be in the light shielding range.

1.4 Control Switching Condition FIG. 10 is an explanatory diagram of control combinations in this embodiment.
The calculation of the boundary position between the light shielding range and the irradiation range is selected according to, for example, the combination of the traveling state (for example, three ways) of the host vehicle and the preceding vehicle moving state (for example, five types). An example is shown below, but in addition to this, depending on the traveling state of the host vehicle and the moving state of the preceding vehicle, either the above-mentioned calculation method according to the prior art or the method during curve traveling is used, and additional corrections are added. Whether or not to do so can also be determined as appropriate.

There are three traveling states of the host vehicle, for example, straight ahead, right turn, and left turn. The running state of the host vehicle can be determined from the turning radius R and a predetermined turning threshold u according to the following conditions, for example.
・ If R <−u or + u <R, go straight ahead. ・ If 0 <R ≦ + u, turn right. ・ If -u ≦ R <0, turn left. Can be 200 m as an example.

In addition, the preceding vehicle moving state has, for example, five types: a leading vehicle greatly fluctuates to the left, fluctuates to the left, no variation, fluctuates to the right, and fluctuates to the right. The preceding vehicle moving state can be determined according to the following conditions, for example, based on the preceding vehicle moving speed Δσ, the first threshold value n1 of the preceding vehicle movement, and the second threshold value n2 (where n2> n1) of the preceding vehicle movement.
・ If Δσ <−n2, change significantly to the left ・ If −n2 ≦ Δσ <−n1, change slightly to the left ・ If −n1 ≦ Δσ <+ n1, no change ・ If + n1 ≦ Δσ <+ n2 If it is + n2 ≦ Δσ, it will fluctuate significantly to the right.

  The first threshold value n1 for the preceding vehicle movement and the second threshold value n2 for the preceding vehicle movement can be set to n1 = 1 ° / sec and n2 = 10 ° / sec, respectively, as an example.

  The calculation method of the boundary position is changed according to the traveling state of the host vehicle and the moving state of the preceding vehicle. When the traveling state of the host vehicle is traveling straight and the preceding vehicle moving state does not move (for example, traveling straight ahead in the same manner as the host vehicle), the boundary position is obtained by the above-described calculation technique of the prior art (reference numeral 71 in the figure). ). When the traveling state of the host vehicle is moving straight and the moving state of the preceding vehicle fluctuates left or right, additional correction is performed on the boundary position on the fluctuating direction side (reference numeral 72 in the figure). In the opposite direction, the boundary position may be obtained as in the prior art.

  Further, when the traveling state of the host vehicle is turning and the preceding vehicle moving state does not move (for example, turning in the same curve), the boundary position is obtained by the calculation method at the time of the above-described curve traveling (in the figure, 73). On the other hand, when the traveling state of the host vehicle is turning and the moving state of the preceding vehicle moves in the turning direction of the own vehicle (for example, when the preceding vehicle approaches a tighter curve), the above-described curve traveling is performed. The boundary position is obtained by further correcting the time calculation method (reference numeral 74 in the figure). Further, when the traveling state of the host vehicle is turning and the moving state of the preceding vehicle moves in the direction opposite to the turning direction of the own vehicle, the calculation of the boundary position can be divided according to the magnitude of the movement of the preceding vehicle. For example, when the preceding vehicle moves slightly to the right while the host vehicle is making a left turn, the case may be that the curve has become loose at the traveling position of the preceding vehicle or the preceding vehicle has changed lanes to the right. This is because if the preceding vehicle moves greatly to the right despite the left turn, the host vehicle and the preceding vehicle may not travel the same curve. For example, when the traveling state of the host vehicle is turning and the moving state of the preceding vehicle moves small in the direction opposite to the turning direction of the host vehicle, the boundary position is set by performing additional correction on the calculation method for the curve traveling described above. Obtained (reference numeral 75 in the figure). On the other hand, when the traveling state of the own vehicle is turning and the moving state of the preceding vehicle greatly moves in the direction opposite to the turning direction of the own vehicle, additional correction is performed on the boundary position according to the prior art (reference numeral 76 in the figure). ). When the traveling state of the host vehicle is turning, the boundary position on the opposite side to the turning direction may be obtained as in the prior art.

1.5 Flowchart FIG. 11 is a flowchart for determining turning of the host vehicle.
The turning determination unit 14 of the central control unit 11 calculates the own vehicle turning radius R and confirms the traveling state of the own vehicle according to this flowchart. This flowchart is executed at regular intervals, for example.

  First, the turning determination unit 14 calculates the turning radius R of the host vehicle (ST1-ST5). Specifically, the central control unit 11 acquires the steering angle and vehicle speed of the host vehicle from an appropriate measuring instrument or computer. The turning determination unit 14 substitutes the acquired steering angle for the parameter str (ST1). Further, the turning determination unit 14 calculates the steering angle T of the front wheels according to a predetermined first function f1 (str) based on the steering angle (ST2).

Further, the turning determination unit 14 substitutes the acquired vehicle speed for the parameter vel (ST3). The turning determination unit 14 calculates the tire slip angle of the front wheels and the tire slip angle of the rear wheels according to the predetermined second functions f2 (str, vel) and g2 (str, vel) based on the steering angle and the vehicle speed, respectively. (ST4). Then, based on the hole base W, the steering angle T, and the tire slip angles εf and εr of the front and rear wheels, the turning determination unit 14 calculates the turning radius R of the host vehicle according to the following formula (ST5).
R = W / (T−εf + εr)
The hole base W can be stored in the memory 12 in advance.

  Next, the turning determination unit 14 determines the host vehicle running state (left turn / right turn / straight forward), and sets a turn flag C according to the determination result (ST6-ST10). Specifically, the turning determination unit 14 determines whether the obtained turning radius R is larger than a predetermined positive turning threshold + u or smaller than a predetermined negative turning threshold −u. (ST6), if applicable (ST6: Yes), the turning flag C is set to a value (for example, 0) indicating straight travel (ST7). The turning determination unit 14 determines whether the obtained turning radius R is a positive value and is equal to or less than a predetermined positive turning threshold + u (ST8). If applicable (ST8: Yes), the turning flag C is set. A value indicating a right turn (for example, 1) is set (ST9). Further, when the turn determination unit 14 does not correspond to either ST6 or ST8, the turn determination unit 14 sets the turn flag C to a value (for example, 2) indicating left turn (ST10). The determination of the traveling state of the vehicle is not limited to the above example, and may be determined by an appropriate method, and the determination result may be stored by an appropriate means.

  FIG. 12 is a determination flowchart of the preceding vehicle movement. This flowchart is executed at regular intervals, for example.

  The forward vehicle movement detection unit 16 of the central control unit 11 confirms the presence / absence of the preceding vehicle, calculates the preceding vehicle moving speed, and confirms the moving state of the preceding vehicle according to this flowchart.

  First, the forward vehicle movement detection unit 16 confirms the presence or absence of a preceding vehicle, and calculates the preceding vehicle movement speed (ST11-ST18). Specifically, the forward vehicle movement detection unit 16 determines whether there is a preceding vehicle (ST11). For example, it is determined that there is a preceding vehicle by detecting the rear lamp of the preceding vehicle from the image obtained from the camera 10. When it is determined that there is no preceding vehicle (ST11: No), the forward vehicle movement detection unit 16 sets the preceding vehicle detection flag E to a value (for example, 0) indicating that there is no preceding vehicle (ST18), and ends the process. On the other hand, when it is determined that there is a preceding vehicle (ST11: Yes), the forward vehicle movement detection unit 16 determines whether the preceding vehicle detection flag E is set to a value (for example, 1) indicating that there is a preceding vehicle (ST12). . Here, the preceding vehicle detection flag E indicates whether or not a preceding vehicle has been detected in the previous process. When it is not set to a value indicating that there is a preceding vehicle (ST12: No), the forward vehicle movement detection unit 16 sets the preceding vehicle detection flag E to a value (for example, 1) indicating that there is a preceding vehicle (ST16). Further, the forward vehicle movement detection unit 16 stores the current current preceding vehicle position (angle) obtained from the image obtained from the camera 10 as the parameter σ0.

  When it is determined in step ST12 that the value indicates that there is a preceding vehicle (ST12: Yes), the forward vehicle movement detection unit 16 uses the current preceding vehicle position (angle) obtained from the image obtained from the camera 10 as the parameter σ1. Remember. The forward vehicle movement detection unit 16 calculates the preceding vehicle movement speed Δσ by taking the difference between the parameters σ1 and σ0 (Δσ ← σ1-σ0) (ST14). In addition, the preceding vehicle moving speed here is a relative moving speed in the left-right direction of the preceding vehicle as viewed from the host vehicle. Further, the forward vehicle movement detection unit 16 substitutes the value of the parameter σ1 for σ0 for the next processing (ST15).

  Next, the forward vehicle movement detection unit 16 determines the preceding vehicle travel state (movement direction, movement speed), and sets the preceding vehicle movement state flag F according to the determination result (ST19-ST28). The forward vehicle movement detection unit 16 sets the preceding vehicle movement state flag F as follows according to the above-described conditions.

When Δσ <−n2 (ST19: Yes), the preceding vehicle movement state flag F is set to a value (for example, 3) indicating that it has changed significantly in the left direction (ST20).
Otherwise, if Δσ <−n1 (ST19: No, ST21: Yes), the preceding vehicle movement state flag F is set to a value (for example, 1) indicating that it has changed slightly in the left direction (ST22).
Otherwise, if Δσ> n2 (ST19 and ST21: No, ST23: Yes), the preceding vehicle movement state flag F is set to a value (for example, 4) indicating that it has changed significantly in the right direction (ST24).
Otherwise, if Δσ> n1 (ST19 and ST21 and ST23: No, ST25: Yes), the preceding vehicle movement state flag F is set to a value (for example, 2) indicating that it has changed slightly in the right direction (ST26).
If none of the above applies, the preceding vehicle movement state flag F is set to a value (for example, 0) indicating no change (ST27).

  When the preceding vehicle movement state flag F is set to a value indicating no change (for example, 0), the preceding vehicle movement detection unit 16 may set the preceding vehicle movement speed Δσ to 0 (ST28). Further, the determination of the traveling state of the preceding vehicle is not limited to the above example, and may be determined by an appropriate method, and the determination result may be stored by an appropriate means.

  FIGS. 13A and 13B are flowcharts (1) and (2) of the boundary position calculation. This flowchart is executed at regular intervals, for example.

  The light shielding range determination unit 15 of the central control unit 11 performs boundary position calculation (straight line calculation / curve calculation / additional correction calculation) according to this flowchart. For example, by the following processing, the right boundary position (angle) ζ1 of the host vehicle right headlamp, the left boundary position (angle) ζ2 of the host vehicle right headlamp, the right boundary position (angle) η1 of the host vehicle left headlamp, The left boundary position (angle) η2 of the vehicle left headlamp is obtained.

First, as in the above-described prior art, the light shielding range determination unit 15 includes the right and left boundary positions (angles) α1 and α2 of the right headlamp of the host vehicle and the right and left boundaries of the left headlamp of the host vehicle. The positions (angles) β1, β2 and the preceding vehicle direction angle θ are determined (ST29-ST34). Specifically, the light shielding range determination unit 15 refers to the preceding vehicle detection flag E and determines whether there is a preceding vehicle (ST29). For example, if E = 1, it is determined that there is a preceding vehicle. If there is no preceding vehicle, the process ends. If there is a preceding vehicle, the light shielding range determination unit 15 detects the preceding vehicle position (for example, the right rear lamp position angle and the left rear lamp position angle of the preceding vehicle) based on the front image of the host vehicle taken by the camera 10. The right rear lamp position angle is θ1, and the left rear lamp position angle is θ2 (ST30). Further, the light shielding range determination unit 15 calculates the opening angle λ by taking the difference between the right rear lamp position angle θ1 and the left rear lamp position angle θ2 (λ ← θ1-θ2: ST31). Next, the light shielding range determination unit 15 calculates the boundary angle of the right headlamp as follows (ST32).
α1 ← θ1
α2 ← θ2-0.8 × λ
Similarly, the light shielding range determination unit 15 calculates the boundary angle of the left headlamp as follows (ST33).
β2 ← θ2
β1 ← θ1 + 0.8 × λ
Note that the coefficient 0.8 applied to λ may be an appropriate value determined in advance as described above.

Based on the right rear lamp position angle θ1 and the left rear lamp position angle θ2, the light shielding range determination unit 15 calculates the preceding vehicle direction angle θ as follows (ST34).
θ ← (θ1 + θ2) / 2

  Next, the light shielding range determination unit 15 performs boundary position calculation at the time of curve traveling and determination of conditions for applying the boundary position calculation at the time of curve traveling (ST35 to ST43). More specifically, the light-shielding range determining unit 15 first determines the right irradiation boundary position (angle) ζ1 of the right side headlamp of the own vehicle, the left irradiation boundary position (angle) ζ2 of the right side headlamp of the own vehicle, and the left headlamp of the own vehicle. The right irradiation boundary position (angle) η1 and the left irradiation boundary position (angle) η2 of the left side headlamp of the host vehicle are set to the values α1, α2, β1, and β2 obtained in steps ST32 and ST33, respectively.

The light shielding range determining unit 15 calculates the X component H and the Y component calculation V of the preceding vehicle turning inside door mirror position according to the following equations (ST36).
H ← R−Rcos2θ + Lsin2θ + Qcos2θ
V ← Rsin2θ + Lcos2θ−Qsin2θ

Further, the light shielding range determination unit 15 calculates the turning inner irradiation boundary position (angle) γin of the turning direction inner headlamp and the inner irradiation boundary position (angle) γout of the turning direction outer headlamp according to the following equations. (ST37).
γin = atan ((HP) / V) + k × λ
γout = atan ((H + P) / V) + k × λ

  The light shielding range determination unit 15 refers to the turn flag C and the preceding vehicle movement state flag F, and determines whether or not to apply the obtained turn inner irradiation boundary positions (angles) γout and γin. For example, if the host vehicle is turning left (C = 2) and the preceding vehicle is moving significantly in the right direction (F = 4), the process moves to step ST44 without applying γin and γout, and the host vehicle turns counterclockwise. When the vehicle is turned (C = 2) and the preceding vehicle is not moving significantly in the right direction (other than F = 4), turn inside irradiation boundary positions (angles) γout and γin by curve calculation to the right side of the vehicle The left irradiation boundary position (angle) ζ2 of the headlamp and the left irradiation boundary position (angle) η2 of the left headlamp of the host vehicle are set (ST38-ST40).

  Further, the light shielding range determination unit 15 refers to the turn flag C and the preceding vehicle movement state flag F, the host vehicle turns right (C = 1), and the preceding vehicle moves greatly in the left direction (F = 3) If γin and γout are not applied, the process proceeds to step ST44, except that the host vehicle turns to the right (C = 1) and the preceding vehicle has moved greatly in the left direction (other than F = 3). In this case, the turning inner irradiation boundary positions (angles) γin and γout by the curve calculation are set to the right irradiation boundary position (angle) ζ1 of the host vehicle right headlamp and the right irradiation boundary position (angle) η1 of the host vehicle left headlamp. (ST41-ST43). If the host vehicle is not turning right or left, that is, if the vehicle is traveling straight, the process proceeds to ST44 without applying γin and γout. When the host vehicle is traveling on a curve by the processing of steps ST38 to ST43, the calculation method at the time of curve traveling is applied.

Next, the light shielding range determination unit 15 performs a boundary position calculation for additional correction and a determination of a condition for applying the boundary position for additional correction (ST44 to ST49). First, the light shielding range determination unit 15 calculates the preceding vehicle relative angle ρ according to the following equation (ST44).
ρ ← | Δσ | / (0.00563 × vel)
The light shielding range determination unit 15 calculates the additional correction amounts Ua and Ub according to the following equation (ST45).
Ua ← {5ρ ² − (27λ−402) ρ + 3λ−2875} λ / 10000
Ub ← {8ρ ² − (35λ−367) ρ + 285λ−1095} λ / 10000

The light-shielding range determination unit 15 refers to the preceding vehicle movement state flag F, and when the preceding vehicle moves leftward (ST46: Yes), the left irradiation boundary of the vehicle right side headlamp obtained in step ST35 or ST40 described above Additional correction is performed as follows for the position (angle) ζ2 and the left irradiation boundary position (angle) η2 of the left headlamp of the host vehicle.
ζ2 ← ζ2-Ub
η2 ← η2-Ua

On the other hand, when the preceding vehicle moves in the right direction (ST46: No, ST48: Yes), the light shielding range determination unit 15 determines the right irradiation boundary position (angle) of the vehicle right headlamp obtained in step ST35 or ST43 described above. For ζ1 and the right irradiation boundary position (angle) η1 of the left headlamp of the host vehicle, additional correction is performed as follows.
ζ1 ← ζ2 + Ua
η1 ← η2 + Ub

  If the preceding vehicle is not moving in the left-right direction (ST46: No, ST48: No), the light shielding range determination unit 15 proceeds to step ST50. When the preceding vehicle moves in the left-right direction with respect to the host vehicle by the processing in steps ST46 to S49, the additional correction is applied to the boundary position on the moving direction side of the preceding vehicle.

  Note that when the preceding vehicle is at a short distance, the boundary position calculation according to the prior art can be selected. Therefore, the light shielding range determination unit 15 determines whether the opening angle λ is greater than a predetermined short distance determination threshold value Z (ST50). The short distance determination threshold value Z can be set to, for example, Z = 8.0 ° (equivalent to a preceding vehicle distance of 10 m). When the opening angle λ is larger than the short distance determination threshold Z (ST50: Yes), the right irradiation boundary position (angle) α1 of the right side headlamp of the own vehicle obtained in the above-described steps ST32 and ST33, the left side of the right side headlamp of the own vehicle The irradiation boundary position (angle) α2, the right irradiation boundary position (angle) β1 of the left headlamp of the host vehicle, and the left irradiation boundary position (angle) β2 of the left headlamp of the host vehicle are applied. In this way, the boundary position calculation according to the prior art is selected when the preceding vehicle is at a short distance because the curve calculation described above employs an approximate expression and may not be established at a short distance. In addition, in the calculation based on the prior art, the closer the distance, the larger the clearance between the preceding vehicle and the irradiation boundary position (this occurs because the position of the camera and the headlamp is misaligned), so the need for additional correction is small. is there.

  The order of setting and the method of dividing conditions according to this flowchart are merely examples, and the boundary position may be set according to a calculation method corresponding to the condition by determining the condition using an appropriate method and order.

  In this way, the right irradiation boundary position and the left irradiation boundary position of the left and right headlamps of the host vehicle are obtained, and the light irradiation state from each of the optical units 20R and 20L is controlled via the light distribution control unit 18.

1.6 Simulation Results The simulation results show that glare for the preceding vehicle can be hardly generated by the above-described processing.

FIG. 14 is an explanatory diagram of a simulation model. In this example, it is assumed that both the host vehicle and the preceding vehicle turn at the same speed on a curve having a turning radius R = 50 m. The contents of each parameter shown in FIG. 14 are as follows.
L: Distance between the rear portion of the preceding vehicle and the door mirror Q: Distance between the vehicle center of the preceding vehicle and the door mirror P: Distance between the vehicle center of the preceding vehicle and the headlamp R: Turning radius ω: Preceding vehicle setting angle Here, as the preceding vehicle, A vehicle with L = 2.8 m, Q = 1.0 m, and P = 0.7 m is assumed. Under such conditions, it is confirmed whether to give glare to the preceding vehicle (whether light is applied to the door mirror).

FIG. 15 is an explanatory diagram of angle symbols of the preceding vehicle part. The contents of each parameter shown in FIG. 15 are as follows.
τ1: The left rear position (angle) of the preceding vehicle as seen from the left headlamp of the vehicle
τ2: The right rear position (angle) of the preceding vehicle as seen from the left headlamp of the host vehicle
τ3: Position of the door mirror inside the turn of the preceding vehicle (angle) as seen from the left headlamp of the host vehicle
ν1: The left rear position (angle) of the preceding vehicle as seen from the right headlamp of the host vehicle
ν2: Right rear position (angle) of the preceding vehicle as seen from the right headlamp of the host vehicle
ν3: The position (angle) of the door mirror inside the turn of the preceding vehicle as seen from the right headlamp of the vehicle

  FIG. 16 is a table showing the actual positional relationship of the preceding vehicle. For each preceding vehicle setting angle, as viewed from the left headlamp of the host vehicle, the actual position of the left rear part of the preceding vehicle, the right rear part of the preceding vehicle, and the turning inner door mirror of the preceding vehicle, and the leading position viewed from the right headlamp of the host vehicle The actual positions of the left rear part of the car, the right rear part of the preceding car and the turning inner door mirror of the preceding car are shown.

  FIG. 17 shows simulation results according to the prior art. For each preceding vehicle setting angle, the camera detection angle (right rear lamp position angle θ1 and left rear lamp position angle θ2 of the preceding vehicle) obtained from the camera image, the opening angle, the boundary angle of the left headlamp, and the right headlamp The simulation result of the boundary angle is shown.

In order to prevent glare from occurring in the preceding vehicle, the following conditions are necessary.
τ1> β2, ν1> α2 (irradiation to the left rear part of the preceding vehicle)
τ2 <β1, ν2 <α1 (irradiation to the right rear of the preceding vehicle)
τ3 <β1, ν3 <α1 (irradiation to the door mirror inside the turn of the preceding vehicle)
In the simulation result by the prior art, glare (τ3> β1, ν3 <α1) was confirmed in the grayed out portion of the figure.

  FIG. 18 shows a simulation result according to this example. For each preceding vehicle setting angle, a simulation result of the boundary angle of the left headlamp and the boundary angle of the right headlamp is shown. According to this simulation result, it can be confirmed that no glare has occurred even in a region where glare has been confirmed in the prior art.

2. Example 2
In the above-described first embodiment, the curve travel control and the additional correction are performed, but the additional correction is not performed, and the light blocking range of the right lamp and the left lamp is set according to whether the traveling state of the host vehicle is a straight state or a turning state. You may switch whether it calculates | requires by a prior art or the method at the time of the above-mentioned curve driving | running | working.

  The system configuration is the same as in FIGS. 1 and 5 described above. The forward vehicle movement detection unit 16 can be omitted. Also, the above-described processing of FIG. 12 can be omitted. The processing in FIG. 11 is the same as that in the first embodiment. Each process of FIGS. 13-1 and 13-2 is changed to the following process shown in FIG.

FIG. 19 is a flowchart of boundary position calculation in the second embodiment.
Of the above-described steps ST29 to ST51, the determination of the movement of the preceding vehicle in the left-right direction (ST39, ST42) and the additional correction (ST44 to ST49) are omitted, and each processing of steps S52 to S66 is performed as described above. Since it is the same as the corresponding process of FIGS. 13A and 13B, the description is omitted.

3. Example 3
In the above-described first embodiment, the curve traveling control and the additional correction are performed, but the curve traveling control is not performed, the light shielding range of the right lamp and the left lamp is obtained by the prior art, and whether or not the additional correction is performed is switched. May be.

  The system configuration is the same as in FIGS. 1 and 5 described above. The turning determination unit 14 can be omitted. Further, the above-described processing of FIG. 11 can be omitted. 12, 13-1, and 13-2 in the first embodiment are changed to the following processes shown in FIG. 20.

FIG. 20 is a flowchart of boundary position calculation in the third embodiment.
The process of steps ST67 to ST71 corresponds to the process of steps ST11 to ST15 described above, and the process of step ST72 corresponds to the process of ST17 described above. Further, the processes in steps ST74 to ST77 correspond to the processes in steps ST30 to ST33 described above. The processes in steps ST78 to ST79 correspond to the processes in steps ST44 to ST45 described above.
In step ST80, if the preceding vehicle moving speed Δσ is negative (ST80: Yes), the light shielding range determination unit 15 performs additional correction in the same manner as in step ST47 described above (ST81). On the other hand, if the preceding vehicle moving speed Δσ is positive in step ST82 (ST82: Yes), the light shielding range determination unit 15 performs additional correction in the same manner as in step ST49 described above (ST83).

  The present invention is not limited to the contents of the above-described embodiment, and various modifications can be made within the scope of the gist of the present invention.

  In addition to the method of changing the light distribution pattern by turning on / off the LED as described above, a method of changing the light distribution pattern by using a valve turning on / off method or an appropriate mechanism (for example, a solenoid or a rotary shutter) may be applied. it can. An appropriate light source other than an LED may be used as the light source.

1-7 LED
DESCRIPTION OF SYMBOLS 10 Camera 11 Central control part 12 Memory 13 Vehicle detection part 14 Turning judgment part 15 Shading range determination part 16 Forward vehicle movement detection part 17 Inter-vehicle distance judgment part 18 Light distribution control part 20R, 20L Optical unit 21 Unit side control part 22 LED lighting Circuit 61 Irradiation area 62 Shading area

Claims (5)

A lighting control device for a vehicle headlamp that controls a light irradiation state by the vehicle headlamp,
A vehicle detection unit for obtaining position information of the preceding vehicle based on an image in front of the host vehicle photographed by the camera;
And the preceding vehicle movement detection unit for detecting the movement of the left and right direction of the front vehicle when viewed from the vehicle,
The shaded range of headlamp the vehicle, the determined based on the positional information determined by the vehicle detecting unit, the moving of the right and left direction of the preceding vehicle as viewed from the own vehicle detected by the forward vehicle movement detection unit Once, the shaded range obtained, a light shielding area determination unit that corrects the correction amount is calculated using the relative angle of the front vehicle with respect to the orientation of the vehicle,
A light distribution control unit in accordance with the shaded range determined controls the light irradiation state of the headlamp for a vehicle,
Equipped with a,
When the movement of the front vehicle in the left-right direction is detected, the light-shielding range determination unit corrects the light-shielding range so that the calculated light-shielding range is expanded in the movement direction of the front vehicle according to the correction amount. ,
Lighting control device for vehicle headlamps.   The correction amount is calculated based on a calculation formula that is set so that a boundary of the light shielding range on the moving direction side of the preceding vehicle corresponds to an end portion on the moving direction side of the preceding vehicle.
  The lighting control device for a vehicle headlamp according to claim 1. The light shielding range determination unit obtains the relative angle of the front vehicle based on the speed of the host vehicle and the moving speed in the left-right direction of the front vehicle viewed from the host vehicle detected by the front vehicle movement detection unit.
The lighting control device for a vehicle headlamp according to claim 1. An inter-vehicle distance determination unit that determines whether the distance between the preceding vehicle and the host vehicle is closer than a predetermined distance based on the position information obtained by the vehicle detection unit,
When the distance between the preceding vehicle and the host vehicle is closer than a predetermined distance, the light shielding range determining unit determines whether the vehicle is based on the position information regardless of whether or not movement in the left-right direction of the preceding vehicle is detected. Find the light shielding range of the headlamps,
The lighting control device for a vehicle headlamp according to claim 1. A lighting control device for a vehicle headlamp according to any one of claims 1 to 4,
A vehicle headlamp controlled by the lighting control device;
Vehicle headlamp system with