JP7002963B2 - Vehicle lighting - Google Patents

Description

The present invention relates to a vehicle lighting device, and more particularly to a vehicle lighting device capable of suppressing a decrease in distant visibility in front of the own vehicle (front direction) in the process of returning from a curve running to a straight running.

Conventionally, in the field of vehicle lighting equipment, from the viewpoint of improving distant visibility when driving on a curve, when driving on a curve, the high luminous intensity zone is changed from the front (front direction) of the vehicle to the traveling direction of the vehicle (driver's line of sight). Vehicle lighting fixtures configured to move in a direction) are known (see, for example, Patent Document 1).

JP-A-2015-03993

However, in the above-mentioned vehicle lighting equipment, although the high-intensity zone moves from the front of the own vehicle to the traveling direction of the own vehicle when traveling on a curve, the traveling direction of the own vehicle can be relatively brightened. Since the front of the vehicle becomes relatively dark, if the driver turns his or her line of sight to the front of the vehicle in the process of returning from curve driving to straight driving, the front of the vehicle remains relatively dark. There is a problem that the distant visibility in front of the own vehicle (front direction) is reduced.

The present invention has been made in view of the above circumstances, and when the driver turns his / her line of sight to the front of the own vehicle in the process of returning from the curve running to the straight running, the front of the own vehicle remains relatively dark. It is an object of the present invention to provide a vehicle lighting device capable of suppressing a decrease in distant visibility in front of the own vehicle (front direction).

In order to achieve the above object, one aspect of the present invention is a traveling state determining means for determining whether or not the road on which the own vehicle is traveling is a curve, and an arrangement in which the luminous intensity in each angular direction can be changed in a predetermined region. A lighting unit capable of forming a light pattern and a lighting unit controlling means for controlling the lighting unit are provided, and the lighting unit controlling means does not determine that the road on which the own vehicle is traveling is a curve by the traveling state determining means. In this case, the lamp unit is controlled so that a first light distribution pattern having a luminous intensity distribution having the highest luminous intensity on the vertical line and decreasing the luminous intensity toward the left and right sides from the vertical line is formed in the predetermined region. When the road on which the own vehicle is traveling is determined to be a curve by the traveling state determination means, the luminous intensity on the vertical line is the highest in the predetermined area, and the luminous intensity in the target angle direction indicating the traveling direction on the curve of the own vehicle is the highest. It is characterized in that the lamp unit is controlled so that a second light distribution pattern having a light intensity distribution higher than the light intensity in the target angle direction in the first light distribution pattern is formed.

According to this aspect, when the driver turns his / her line of sight to the front of the vehicle in the process of returning from the curve driving to the straight driving, the front of the vehicle remains relatively dark and the front of the vehicle (front direction). ) Can be suppressed from deteriorating the distant visibility.

This is because when the road on which the vehicle is traveling is determined to be a curve, the high-intensity zone does not move from the front (front direction) of the vehicle to the traveling direction of the vehicle (direction of the driver's line of sight). The second light distribution pattern in a predetermined area, that is, the luminous intensity on the vertical line (that is, the luminous intensity in the front (front direction) of the own vehicle) is the highest, and the luminous intensity in the target angle direction is the target angle in the first light distribution pattern. This is due to the formation of a second light distribution pattern having a luminous intensity distribution higher than the luminous intensity in the direction.

Further, in the above invention, a preferred embodiment is characterized in that the luminous intensity on the vertical line is lower than the luminous intensity on the vertical line in the first light distribution pattern.

Further, in the above invention, in a preferred embodiment, in the second light distribution pattern, the difference between the luminous intensity on the vertical line and the luminous intensity in the target angle direction, the difference between the luminous intensity in the target angle direction and the outermost luminous intensity, and The difference between the luminous intensity on the vertical line and the outermost luminous intensity is 10% or more, respectively.

Further, in the above invention, in a preferred embodiment, in the second light distribution pattern, the difference between the luminous intensity in the target angle direction and the outermost luminous intensity is larger than the difference between the luminous intensity on the vertical line and the luminous intensity in the target angle direction. It is characterized by that.

Further, in the above invention, a preferred embodiment is characterized in that the predetermined region is a high beam region.

(A) An example of the light distribution pattern P1 formed by the vehicle lighting tool 10 when the own vehicle V0 travels in a straight line, (b) An example of the light distribution pattern P2 formed by the vehicle lighting equipment 10 when the own vehicle V0 travels on a left curve. Is. This is an example of the light distribution patterns P1 and P2 formed on the road surface. (A) An example of a light distribution pattern P2L formed in a high beam region by the left lamp unit 40L when traveling on a left curve, and (b) an example of a light distribution pattern P2R formed in a high beam region by a right lamp unit 40R when traveling on a left curve. be. This is an example of the light distribution pattern P3 formed in the high beam region by the vehicle lamp 10 when the own vehicle V0 travels on a right curve. It is a schematic block diagram of a vehicle lamp 10. It is a flowchart for demonstrating the operation example of the vehicle lamp 10.

Hereinafter, the vehicle lamp 10 according to the embodiment of the present invention will be described with reference to the accompanying drawings. The corresponding components in each figure are designated by the same reference numerals, and duplicate explanations are omitted.

The vehicle lighting fixture 10 of the present embodiment is a vehicle headlight capable of forming a light distribution pattern capable of varying the light intensity in each angular direction in a high beam region, and is, for example, on both left and right sides of a front end portion of a vehicle such as an automobile. Each of them includes a left lamp unit 40L and a right lamp unit 40R (see, for example, FIG. 2) to be mounted. The high beam region corresponds to a predetermined region of the present invention. Although not shown, the vehicle lighting fixture 10 is arranged in a lighting chamber composed of an outer lens and a housing, and is attached to the housing or the like. Hereinafter, the vehicle equipped with the vehicle lamp 10 is referred to as the own vehicle V0.

First, the light distribution pattern formed by the vehicle lamp 10 will be described.

1 (a) and 2 are an example of a light distribution pattern P1 formed by a vehicle lamp 10 when the own vehicle V0 travels in a straight line. FIG. 1A shows a light distribution pattern P1 (horizontal cross section) formed in a high beam region on a virtual vertical screen (located about 25 m ahead of the front of the vehicle V0) facing the front of the vehicle V0. An example of the luminous intensity distribution) is shown. FIG. 2 shows an example of the light distribution pattern P1 formed on the road surface. Reference numeral AX in FIG. 2 represents a reference axis extending in the front-rear direction of the own vehicle V0.

As shown in FIG. 1A, the light distribution pattern P1 has a luminous intensity distribution in which the luminous intensity A1 on the vertical line V is the highest and the luminous intensity decreases from the vertical line V toward both the left and right sides. The light distribution pattern P1 is, for example, symmetrical. The light distribution pattern P1 corresponds to the first light distribution pattern of the present invention.

The light distribution pattern P1 is formed by synthesizing a light distribution pattern formed by light from the left lamp unit 40L and a light distribution pattern formed by light from the right lamp unit 40R (neither is shown). Will be done.

1 (b) and 2 are an example of a light distribution pattern P2 formed by the vehicle lamp 10 when the own vehicle V0 travels on a left curve. FIG. 1B shows an example of a light distribution pattern P2 (luminosity distribution in a horizontal cross section) formed in a high beam region on a virtual vertical screen. FIG. 2 shows an example of the light distribution pattern P2 formed on the road surface. The reference numeral θ in FIG. 2 represents an example of an angle (hereinafter, also referred to as a target angle θ) representing the traveling direction (driver's line of sight direction) of the own vehicle V0 on the left curve.

As shown in FIG. 1B, in the light distribution pattern P2, the luminous intensity B1 on the vertical line V is the highest, and the luminous intensity B2 in the target angle θ direction is the luminous intensity A2 in the light distribution pattern P1 in the target angle θ direction. It has a higher luminous intensity distribution than (see FIG. 1 (a)). That is, the luminosity on the vertical line V is the highest in both the straight line running and the curved running. The light distribution pattern P2 corresponds to the second light distribution pattern of the present invention.

In this way, when traveling on a curve, the luminous intensity B2 in the target angle θ direction is made higher than the luminous intensity A2 in the target angle θ direction in the light distribution pattern P1 (see FIG. 1A) (luminous intensity B2> luminous intensity A2). The traveling direction of the own vehicle V0 can be made relatively bright. At the same time, by making the luminosity B1 on the vertical line V the highest, the front of the own vehicle V0 can be made relatively bright.

The light distribution pattern P2 is, for example, left-right asymmetric. For example, in the light distribution pattern P2, the luminous intensity in the direction opposite to the bending direction (for example, in the case of traveling on a left curve, to the right with respect to the vertical line V) is slightly lower than that in straight line traveling. Further, in the light distribution pattern P2, the luminous intensity up to the aim angle θ in the direction of bending from the center (0 degree) (for example, in the case of traveling on a left curve, to the left with respect to the vertical line V) decreases relatively gently. However, the luminous intensity to a position (-θ) symmetric with the aim angle θ on the opposite side of the turning direction from the center (for example, to the right with respect to the vertical line V when traveling on a left curve) is relatively sharp. Decrease. Further, in the light distribution pattern P2, in the bending direction (for example, in the case of traveling on a left curve, the direction to the left with respect to the vertical line V), the luminous intensity decreases from the center to the aiming angle θ, and the light distribution pattern P2 is directed toward the outside from the aiming angle. The decrease in luminosity is rapid.

As a result, when the driver turns his / her line of sight to the front of the own vehicle V0 in the process of returning from the curved driving to the straight driving, the front of the own vehicle V0 remains relatively dark and the front of the own vehicle V0 (front direction). ) Can be suppressed from deteriorating the distant visibility.

Further, in the light distribution pattern P2, the luminous intensity B1 on the vertical line V is lower than the luminous intensity A1 (see FIG. 1A) on the vertical line V in the light distribution pattern P1 (luminous intensity B1 <luminous intensity A1).

As a result, when traveling on a curve, the luminosity B1 on the vertical line V is not changed from the luminosity A1 on the vertical line V in the light distribution pattern P1 (see FIG. 1A) (when the luminosity B1 = luminosity A1). In comparison, the target angle θ direction can be made to appear brighter to the driver.

Further, the light distribution pattern P2 has a difference W1 between the luminous intensity B1 on the vertical straight line V and the luminous intensity B2 in the target angle θ direction, and the luminous intensity B2 in the target angle θ direction and the outermost (leftmost side in FIG. 1 (b)). The difference W2 from B3 and the difference W3 between the luminosity B1 on the vertical line V and the luminosity B3 on the outermost side (the rightmost side in FIG. 1B) are 10% or more of logarithmic values (for example, logW2). (Represented as / logB2 ≧ 0.1). In FIG. 1, the rightmost and the leftmost are ± 20 degrees from the center, but the leftmost and the rightmost in FIG. 1 (b) have a luminous intensity B3 = 0 and are almost equal.

Since humans can recognize the difference in brightness when the logarithmic value is 10% or more, by setting each difference W1 to W3 to the logarithmic value of 10% or more as described above, the aim angle θ when driving a curve. The direction and the front (front direction) of the own vehicle V0 can be made to appear bright to the driver.

Further, in the light distribution pattern P2, the difference W2 between the luminous intensity B2 in the target angle θ direction and the outermost (leftmost in FIG. 1B) luminous intensity B3 is the luminous intensity B1 on the vertical line V and the target angle θ direction. The difference from the luminous intensity B2 is larger than W1 (W2> W1). As a result, the driver can be made to see the aim angle θ direction brightly when traveling on a curve.

The light distribution pattern P2 is a light distribution pattern P2L formed by light from the left lamp unit 40L (see FIG. 3A) and a light distribution pattern P2R formed by light from the right lamp unit 40R (FIG. 3 (b)). ) And) are combined to form.

FIG. 3A is an example of a light distribution pattern P2L (luminous intensity distribution in a horizontal cross section) formed in a high beam region by the left lamp unit 40L when traveling on a left curve.

As shown in FIG. 3A, in the light distribution pattern P2L, the luminous intensity BL1 on the vertical line V is the highest, and the luminous intensity BL1 on the vertical line V is the luminous intensity A1 on the vertical line V in the light distribution pattern P1 (FIG. 3). It has a luminous intensity lower than 1 (a)) and a luminous intensity BL2 in the target angle θ direction has a higher luminous intensity distribution than the luminous intensity A2 in the target angle θ direction in the light distribution pattern P1 (see FIG. 1 (a)).

Further, the light distribution pattern P2L has a difference W4 between the luminous intensity BL1 on the vertical line V and the luminous intensity BL2 in the target angle θ direction, and the luminous intensity BL2 in the target angle θ direction and the outermost (leftmost side in FIG. 3A). The difference W5 from BL4 and the difference W6 between the luminosity BL1 on the vertical line V and the luminosity BL3 on the outermost side (the rightmost side in FIG. 3A) are each a logarithmic value of 10% or more (for example, logW6). (Represented as / logBL1 ≧ 0.1). Further, in the light distribution pattern P2L, the difference W5 between the luminous intensity BL2 in the target angle θ direction and the outermost (leftmost in FIG. 3A) luminous intensity BL4 is the luminous intensity BL1 on the vertical line V and the target angle θ direction. The difference from the luminous intensity BL2 is larger than W4. In FIG. 3, the rightmost and leftmost sides are represented by ± 20 degrees from the center. Further, the luminous intensity is close to BL4 = 0.

FIG. 3B is an example of a light distribution pattern P2R (luminous intensity distribution in a horizontal cross section) formed in a high beam region by the right lamp unit 40R when traveling on a left curve.

As shown in FIG. 3B, the light distribution pattern P2R has a luminous intensity distribution in which the luminous intensity BR1 on the vertical line V is the highest and the luminous intensity decreases from the vertical line V toward both the left and right sides.

Further, in the light distribution pattern P2R, the difference W7 between the luminosity BR1 on the vertical line V and the luminosity BR2 on the outermost side (the leftmost side in FIG. 3B) is a logarithmic value of 10% or more.

FIG. 4 is an example of a light distribution pattern P3 (luminous intensity distribution in a horizontal cross section) formed in a high beam region by a vehicle lighting tool 10 when the own vehicle V0 travels on a right curve.

The light distribution pattern P3 is formed by a light distribution pattern formed by light from the left lighting unit 40L (the left and right sides of the light distribution pattern P2L shown in FIG. 3A are inverted) and light from the right lighting unit 40R. It is formed by synthesizing the light distribution pattern (the left and right sides of the light distribution pattern P2R shown in FIG. 3 (b) are inverted). The light distribution pattern P3 corresponds to the second light distribution pattern of the present invention.

Since the light distribution pattern P3 is the same as the light distribution pattern P2 except that the left and right sides are inverted, further description thereof will be omitted.

Next, a configuration example of the vehicle lamp 10 forming the light distribution patterns P1 to P3 will be described.

FIG. 5 is a schematic configuration diagram of the vehicle lamp 10.

As shown in FIG. 5, the vehicle lamp 10 includes a serpentine angle sensor 20, a control unit 30, a right lamp unit 40R, a left lamp unit 40L, and the like. Hereinafter, when the right lamp unit 40R and the left lamp unit 40L are not particularly distinguished, they are referred to as a lamp unit 40.

The serpentine angle sensor 20 and the lamp unit 40 are connected to the control unit 30 via the vehicle-mounted network NW. The control unit 30 communicates with the serpentine angle sensor 20 and the lamp unit 40 via the vehicle-mounted network NW according to a predetermined protocol. The predetermined protocol is, for example, CAN (Controller Area Network).

The control unit 30 is, for example, an ECU (not shown) including a CPU, RAM, and ROM. As shown in FIG. 5, the control unit 30 executes a predetermined program read from the ROM into the RAM by the CPU to execute a running state determination unit 31, a target angle calculation unit 32, a light irradiation range setting unit 33, and a lamp unit. It functions as a control unit 34.

The traveling state determination unit 31 determines whether or not the road on which the own vehicle V0 is traveling is a curve (curved road). Specifically, the traveling state determination unit 31 determines whether or not the road on which the own vehicle V0 is traveling is a curve, based on the serpentine angle or the like detected by the serpentine angle sensor 20. For example, when the serpentine angle detected by the serpentine angle sensor 20 exceeds a predetermined threshold value, the traveling state determination unit 31 determines that the road on which the own vehicle V0 is traveling is a curve.

The aim angle calculation unit 32 calculates the aim angle θ that represents the traveling direction (the driver's line of sight direction) of the own vehicle V0 on the curve. For example, the aiming angle calculation unit 32 calculates the aiming angle θ based on the serpentine angle or the like detected by the serpentine angle sensor 20.

The light irradiation range setting unit 33 sets the luminous intensity in each angle direction of the light emitted from the lamp unit 40.

For example, in the light irradiation range setting unit 33, when the road on which the own vehicle V0 is traveling is straight and the road on which the own vehicle V0 is traveling is not determined to be a curve, the light distribution pattern of the luminous intensity distribution shown in FIG. The luminous intensity of the light emitted from the left lamp unit 40L in each angular direction and the luminous intensity of the light emitted from the right lamp unit 40R in each angular direction are set so that P1 is formed.

Further, for example, when the road on which the own vehicle V0 is traveling is determined to be a left curve, the light irradiation range setting unit 33 is left so as to form the light distribution pattern P2 of the luminous intensity distribution shown in FIG. 1 (b). The luminous intensity of the light emitted from the lamp unit 40L in each angular direction and the luminous intensity of the light emitted from the right lamp unit 40R in each angular direction are set as shown in FIGS. 3 (a) and 3 (b), respectively. ..

Further, for example, in the light irradiation range setting unit 33, when the road on which the own vehicle V0 is traveling is determined to be a right curve, the left lamp unit 40L is formed so that the light distribution pattern P3 of the luminous intensity distribution shown in FIG. 4 is formed. The luminous intensity of the light emitted from the lamp in each angular direction and the luminous intensity of the light emitted from the right lamp unit 40R in each angular direction are set.

The lamp unit control unit 34 controls the lamp unit 40. Specifically, the lamp unit control unit 34 controls the lamp unit 40 so that the luminous intensity of the light emitted from the lamp unit 40 in each angle direction becomes the luminous intensity set by the light irradiation range setting unit 33.

The lamp unit 40 may be any lamp unit that can form light distribution patterns P1 to P3 that can change the luminous intensity in each angular direction in the high beam region according to the control from the control unit 30 (lamp unit control unit 34). The configuration may be anything.

For example, although not shown, the lamp unit 40 is a direct projection type (direct projection) including a plurality of light sources (for example, LEDs) arranged in a horizontal direction or in a matrix, and a projection lens for projecting a light source image of the plurality of light sources. It may be a lamp unit (also referred to as a mold).

In this lamp unit, each light source is assigned each angle direction, and the light emitted from each light source and transmitted through the projection lens is irradiated in the angle direction assigned to each light source. The luminosity in each angular direction can be varied, for example, by adjusting the power applied to each light source.

Further, the lamp unit 40 may be, for example, a lamp unit provided with a MEMS (Micro Electro Mechanical Systems), a lamp unit provided with a DMD (Digital Mirror Device), or other configurations. It may be a lamp unit.

As a direct projection type (also referred to as a direct irradiation type) lamp unit having a plurality of light sources arranged in the horizontal direction, for example, the one described in JP-A-2009-218155 can be used. As the direct projection type (also referred to as direct irradiation type) lamp unit having a plurality of light sources arranged in a matrix, for example, those described in JP-A-2009-218211 and JP-A-2015-39993 shall be used. Can be done. As the lamp unit provided with MEMS and the lamp unit provided with DMD, for example, those described in JP-A-2017-206094 can be used.

Next, an operation example of the vehicle lamp 10 having the above configuration will be described.

FIG. 6 is a flowchart for explaining an operation example of the vehicle lamp 10.

First, the traveling state determination unit 31 determines whether or not the road on which the own vehicle V0 is traveling is a curve (step S10).

As a result, when the road on which the own vehicle V0 is traveling is straight and the road on which the own vehicle V0 is traveling is not determined to be a curve (step S10: NO), the light irradiation range setting unit 33 is shown in FIG. 1A. The luminous intensity of the light emitted from the left lamp unit 40L in each angular direction and the luminous intensity of the light emitted from the right lamp unit 40R in each angular direction are set so that the light distribution pattern P1 of the indicated luminous intensity distribution is formed. Set (step S12).

Next, the lamp unit control unit 34 controls the lamp unit 40 so that the luminous intensity of the light emitted from the lamp unit 40 in each angle direction becomes the luminous intensity set in step S12 (step S20).

The lamp unit 40 irradiates light of the luminous intensity set in step S12 in each angle direction according to the control from the control unit 30 (lamp unit control unit 34). As a result, the light distribution pattern P1 having the luminous intensity distribution shown in FIG. 1A is formed in the high beam region.

Next, the process (steps S14 to S20) when it is determined that the road on which the own vehicle V0 is traveling is a left curve as a result of the determination in step S10 (step S10: YES) will be described. As a result of the determination in step S10, the processing when it is determined that the road on which the own vehicle V0 is traveling is a right curve (step S10: YES) is the same as in steps S14 to S20. Is omitted.

As a result of the determination in step S10, when it is determined that the road on which the own vehicle V0 is traveling is a left curve (step S10: YES), the aim angle calculation unit 32 determines the traveling direction of the own vehicle V0 on the left curve. The aim angle θ representing (the direction of the driver's line of sight) is calculated (step S14).

Next, the light irradiation range setting unit 33 has the luminous intensity in each angular direction of the light emitted from the left lamp unit 40L and the right lamp so that the light distribution pattern P2 of the luminous intensity distribution shown in FIG. 1B is formed. The luminous intensity of the light emitted from the unit 40R in each angular direction is set as shown in FIGS. 3 (a) and 3 (b), respectively (step S18).

Next, the lamp unit control unit 34 sets the left lamp unit 40L and the right lamp unit so that the luminous intensity of the light emitted from the left lamp unit 40L and the right lamp unit 40R in each angular direction becomes the luminous intensity set in step S14. 40R is controlled (step S20).

The left lamp unit 40L and the right lamp unit 40R each irradiate the light of the luminous intensity set in step S18 in each angle direction according to the control from the control unit 30 (lamp unit control unit 34). As a result, the light distribution pattern P2L (see FIG. 3A) formed by the light from the left lamp unit 40L and the light distribution pattern P2R formed by the light from the right lamp unit 40R in the high beam region (FIG. 3 (b)). ) Is combined to form the light distribution pattern P2 of the luminous intensity distribution shown in FIG. 1 (b).

As described above, according to the present embodiment, when the driver directs his / her line of sight to the front of the own vehicle V0 in the process of returning from the curved running to the straight running, the front of the own vehicle V0 remains relatively dark. Therefore, it is possible to suppress a decrease in distant visibility in front (front direction) of the own vehicle V0.

This is because when the road on which the own vehicle V0 is traveling is determined to be a curve, the high-intensity zone moves from the front (front direction) of the own vehicle V0 to the traveling direction of the own vehicle V0 (the direction of the driver's line of sight). Instead, the light distribution pattern P2 of the luminous intensity distribution shown in FIG. 1 (b) in the high beam region, that is, the luminous intensity B1 on the vertical line V (that is, the luminous intensity in front (in the front direction) of the own vehicle V0) is the highest and This is due to the formation of a light distribution pattern P2 having a luminous intensity B2 in the target angle θ direction higher than that in the light distribution pattern P1 in the light intensity A2 in the target angle θ direction (see FIG. 1A).

Further, according to the present embodiment, since the luminosity on the vertical line V is the highest in both the straight line running and the curve running (because the difference in brightness between the straight line running and the curve running is small), from the curve running. When returning to straight running, it is possible to suppress giving the driver a sense of discomfort.

Further, according to the present embodiment, in the light distribution pattern P2, the luminous intensity B1 on the vertical line V is lower than the luminous intensity A1 on the vertical line V in the light distribution pattern P1 (see FIG. 1A) (luminous intensity B1 <. Luminosity A1).

As a result, when traveling on a curve, the luminosity B1 on the vertical line V is not changed from the luminosity A1 on the vertical line V in the light distribution pattern P1 (see FIG. 1A) (when the luminosity B1 = luminosity A1). In comparison, the target angle θ direction can be made to appear brighter to the driver.

Further, according to the present embodiment, the light distribution pattern P2 has a difference W1 between the luminous intensity B1 on the vertical line V and the luminous intensity B2 in the target angle θ direction, and the outermost light intensity B2 in the target angle θ direction (FIG. 1 (b). ) The difference W2 from the luminous intensity B3 on the leftmost side of the center, and the difference W3 between the luminous intensity B1 on the vertical line V and the luminous intensity B3 on the outermost side (the rightmost side in FIG. 1B) are 10% logarithmic values, respectively. That is all.

As a result, when traveling on a curve, the target angle θ direction and the front side (front direction) of the own vehicle V0 can be made to appear bright to the driver.

Further, according to the present embodiment, in the light distribution pattern P2, the difference W2 between the light intensity B3 in the target angle θ direction and the outermost (leftmost side in FIG. 1B) light intensity B3 is the light intensity on the vertical line V. The difference between B1 and the luminous intensity B2 in the target angle θ direction is larger than W1 (W2> W1).

As a result, the driver can be made to see the aim angle θ direction brightly when traveling on a curve.

Next, a modification will be described.

In the above embodiment, the light distribution pattern P2 in which the luminous intensity B1 on the vertical line V is lower than the light intensity A1 (see FIG. 1 (a)) on the vertical line V in the light distribution pattern P1 is used (luminous intensity B1 <luminous intensity A1). An example has been described, but it is not limited to this.

For example, a light distribution pattern P2 having the same luminous intensity B1 on the vertical line V as the light intensity A1 on the vertical line V (see FIG. 1A) in the light distribution pattern P1 (luminous intensity B1 = luminous intensity A1) may be used.

Further, in the above embodiment, an example of determining whether or not the road on which the own vehicle V0 is traveling is a curve by using the serpentine angle sensor 20 has been described, but the present invention is not limited to this.

For example, an acceleration sensor such as a yaw rate sensor, a white line detection, a map DB, or the like may be used to determine whether or not the road on which the own vehicle V0 is traveling is a curve.

Further, in the above embodiment, an example of calculating the aim angle θ indicating the traveling direction (the driver's line-of-sight direction) of the own vehicle V0 on the curve by using the serpentine angle sensor 20 has been described, but the present invention is not limited to this.

For example, an acceleration sensor such as a yaw rate sensor, a white line detection, a map DB, or the like may be used to determine whether or not the road on which the own vehicle V0 is traveling is a curve.

All of the numerical values shown in the above embodiments are examples, and it goes without saying that appropriate numerical values different from these can be used.

Each of the above embodiments is merely an example in every respect. The present invention is not limitedly construed by the description of each of the above embodiments. The present invention can be practiced in various other forms without departing from its spirit or key features.

10 ... Vehicle lamp, 20 ... Snake angle sensor, 30 ... Control unit, 31 ... Driving state determination unit, 32 ... Angle calculation unit, 33 ... Light irradiation range setting unit, 34 ... Lamp unit control unit, 40 ... Lamp unit, 40L ... Left lamp unit, 40R ... Right lamp unit, NW ... In-vehicle network

Claims (5)

A driving state determination means for determining whether or not the road on which the vehicle is traveling is a curve,
A lamp unit that can form a light distribution pattern that can change the luminous intensity in each angle direction in a predetermined area,
A lamp unit control means for controlling the lamp unit is provided.
The lamp unit control means is
When the road on which the vehicle is traveling is not determined to be a curve by the traveling state determining means, the first unit has a luminous intensity distribution in which the luminous intensity on the vertical line is the highest in the predetermined region and the luminous intensity decreases from the vertical line toward both the left and right sides. The lamp unit is controlled so that a light distribution pattern is formed.
When the road on which the own vehicle is traveling is determined to be a curve by the traveling state determination means, the luminous intensity on the vertical line is the highest in the predetermined region, and the luminous intensity in the target angle direction indicating the traveling direction on the curve of the own vehicle is the highest. Is a vehicle lamp that controls the lamp unit so that a second light distribution pattern having a luminous intensity higher than the luminous intensity in the target angle direction in the first light distribution pattern is formed. The vehicle lighting fixture according to claim 1, wherein the second light distribution pattern has a luminous intensity on the vertical line lower than the light intensity on the vertical line in the first light distribution pattern. The second light distribution pattern includes the difference between the luminous intensity on the vertical line and the luminous intensity in the target angle direction, the difference between the luminous intensity in the target angle direction and the outermost luminous intensity, and the luminous intensity on the vertical line and the outermost luminous intensity. The vehicle lighting fixture according to claim 1 or 2, wherein the difference between the two is 10% or more, respectively. The second light distribution pattern is any one of claims 1 to 3, wherein the difference between the luminous intensity in the aiming angle direction and the outermost luminous intensity is larger than the difference between the luminous intensity on the vertical line and the luminous intensity in the aiming angle direction. Vehicle lighting equipment described in. The vehicle lamp according to any one of claims 1 to 4, wherein the predetermined region is a high beam region.

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