JPH07137574A - Headlight device for vehicle - Google Patents

Abstract

PURPOSE:To control the light distribution in front of a vehicle so as to recognize an obstacle by a driver of the own vehicle in the running condition. CONSTITUTION:A scope setting process is made to an image taken by a TV camera (200), and after an obstacle detecting process is carried out, the existence of an obstacle is decided (202 and 204). When there is no obstacle, a normal light distribution control to improve the visibility and to prevent a glare is carried out (214). On the other hand, when there is an obstacle, the upper end of the obstacle is measured (206). Then, the position of the cut line by the present shade position is stored (208), and by deciding whether the upper end of the obstacle is near the cut line or not, it is decided whether the normal light distribution control will do or not (210). When the answer is no, a light distribution control to light on the obstacle is carried out (212). By placing the priority to the light distribution to light on the obstacle in such a way, the driver can recognize an obstacle such as a walker securely.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicular headlamp device, and more particularly to a vehicular headlamp device for controlling light distribution of headlamps that illuminate the front of the vehicle.

[0002]

2. Description of the Related Art Conventionally, in order to improve the front visibility of a driver at night, a headlamp for irradiating a predetermined range is provided at a substantially front end of the vehicle. The headlamp includes a camera that images the front of the vehicle in order to improve the visibility in the front by changing the irradiation direction and the irradiation range in front of the vehicle according to the traveling direction of the vehicle such as the traveling direction depending on the steering angle and the vehicle speed. The irradiation area and the non-irradiation area when the road is irradiated with light by deflecting the optical axis of the headlamp based on a signal from the image pickup device or controlling the movement of the light shielding plate for shielding the irradiation light. There is a vehicle headlight device that controls a boundary portion (hereinafter, referred to as a cut line) of the vehicle.

When there is a vehicle (hereinafter referred to as a preceding vehicle) traveling in the same direction in front of the own vehicle within the irradiation range included in the controlled cut line, the driver of the preceding vehicle is instructed to the driver. May give unpleasant glare (hereinafter referred to as glare). In addition, a vehicle traveling in the opposite direction in front of the host vehicle (hereinafter referred to as an oncoming vehicle).
The same glare may be given to the driver as in the case of the preceding vehicle. Therefore, if the cut line is controlled so as not to give glare to the driver of the preceding vehicle and the other vehicle that is the oncoming vehicle, the visibility in front of the own vehicle can be improved and the glare can be improved against the driver of the other vehicle. The light distribution can be controlled without giving.

However, it is premised that the other vehicle whose light distribution is controlled so as not to give glare is not an obstacle. That is, the light emitted from the other vehicle is detected by an imaging device such as a camera to identify the other vehicle. Therefore, a parked vehicle or the like may not be detected, and this vehicle becomes an obstacle when the host vehicle travels. Also, since the device does not detect pedestrians like parked vehicles, pedestrians can obviously be obstacles.
Then, an obstacle such as a pedestrian or a vehicle is not irradiated with sufficient light from the headlamp, which is not preferable in terms of traveling safety.

In order to solve this problem, an obstacle around the host vehicle is detected by an ultrasonic sonar, and spot light is emitted in this detection direction so that the driver of the host vehicle recognizes the obstacle. There is an obstacle search device that prompts the user (Japanese Utility Model Laid-Open No. 61-185631).

[0006]

However, it is difficult to identify the position of the obstacle in the obstacle detecting device that emits the spot light in the detection direction detecting the obstacle as described above. Depending on the azimuth, the distance to the obstacle increases, and even if the spotlight is emitted in the detection direction, it may not be possible to illuminate the driver of the own vehicle with a brightness that prompts the driver to recognize the obstacle.

In consideration of the above facts, an object of the present invention is to obtain a vehicle headlight device for controlling the light distribution in front of the vehicle so that the driver of the running vehicle can recognize the obstacle.

[0008]

In order to achieve the above object, a vehicle headlight device according to a first aspect of the present invention is a headlamp in which at least one of brightness, irradiation direction and irradiation range can be changed. An image detecting unit that detects an image including a traveling path of a vehicle that the vehicle has, and a shape of the traveling route is extracted based on an image detected by the image detecting unit, and an obstacle is detected on the image. Image processing means for setting an obstacle detection area for detecting the presence or absence of an obstacle in the obstacle detection area, and obstacle detection means for detecting the vicinity of the upper end of the detected obstacle, and the obstacle. When an obstacle is detected by the detection means, at least one of the brightness, the irradiation direction and the irradiation range of the headlamp for illuminating below the upper end of the obstacle by the light of the headlamp is calculated. That the light distribution calculating means, and control means for controlling at least one of brightness, the irradiation direction and irradiation range of the headlamp according to the result of the light distribution operation calculating means.

According to a second aspect of the present invention, there is provided a vehicle headlight device which detects an image including a traveling path of a vehicle having a headlamp whose at least one of brightness, irradiation direction and irradiation range can be changed. Vehicle front information detecting means for detecting a temperature distribution in a region corresponding to the image, and a shape of the traveling path is extracted based on the image detected by the vehicle front information detecting means, and an obstacle is displayed on the image. Image processing means for setting an obstacle detection region for detecting an obstacle, and detecting the presence or absence of the obstacle in the obstacle detection region and detecting the vicinity of the upper end of the obstacle by the temperature distribution of the detected obstacle And the brightness of the headlamp for illuminating below the substantially upper end of the obstacle by the light of the headlamp when the obstacle is detected by the obstacle detecting means. Light distribution calculation means for calculating at least one of the irradiation direction and the irradiation range, and control for controlling at least one of the brightness, the irradiation direction and the irradiation range of the headlamp based on the calculation result of the light distribution calculation calculation means. And means.

[0010]

In the vehicle headlight device of the present invention, the image detecting means detects an image including a traveling path of a vehicle having a headlamp whose at least one of brightness, irradiation direction and irradiation range can be changed. A camera such as a black and white TV camera can be used as the image detecting means. Here, the target objects that are expected to exist in front of the own vehicle include vehicles other than the own vehicle, parked vehicles, pedestrians, and the like. Other vehicles include a preceding vehicle and an oncoming vehicle, and also a two-wheeled vehicle.
Other vehicles that are about to enter the traveling path, two-wheeled vehicles that are moving, parked vehicles, pedestrians, and the like are obstacles that obstruct traveling when they are present near the traveling lane in which the vehicle travels. Therefore,
The image processing means extracts the shape of the traveling path based on the image detected by the image detecting means, and sets an obstacle detection region for detecting an obstacle on the image. The shape extraction of the traveling road can be detected from a white line of the traveling lane or a line representing the shape of both side edges of the traveling road on which the vehicle travels due to the continuation of curbs or the like. Further, there is a high probability that a preceding vehicle exists in the traveling lane, and there is a high probability that an oncoming vehicle, an obstacle, or the like exists in the area adjacent to the traveling lane. Also, obstacles may be present in the driving lane. Therefore, if the shape of the traveling path can be extracted from the image taken by the image detecting means, the area for detecting another vehicle or an obstacle can be set. The obstacle detection means detects the presence or absence of an obstacle in the obstacle detection area and also detects the upper end of the obstacle. The light distribution calculation means is
When an obstacle is detected, at least one of the brightness of the headlamp, the irradiation direction, and the irradiation range for illuminating below the upper end of the obstacle by the light of the headlamp is calculated, and the obstacle detection means is used. When no obstacle is detected, at least one of the brightness, the irradiation direction, and the irradiation range of the headlamp for irradiating the light along the traveling path is calculated based on the shape of the traveling path. The control means controls at least one of the brightness, the irradiation direction, and the irradiation range of the headlamp based on the calculation result of the light distribution calculation means.

Therefore, when an obstacle is detected in front of the host vehicle, at least one of the brightness, the irradiation direction and the irradiation range of the headlamp for illuminating the obstacle is calculated and controlled. The light from the headlamp is surely applied to the object, and the driver of the vehicle can be prompted to exist.

Further, the vehicle headlight device according to the present invention detects an image including a traveling path of a vehicle having a headlamp whose at least one of brightness, irradiation direction and irradiation range can be changed. In addition, the vehicle front information detecting means for detecting the temperature distribution in the area corresponding to the image is provided. By detecting the temperature distribution in the area corresponding to this image, the position of an obstacle such as a person having the temperature distribution can be detected from the temperature distribution in front of the vehicle. Then, the obstacle detection means can detect the vicinity of the upper end of the obstacle by the temperature change of the detected obstacle. As a result, the upper end of the head or the like of an obstacle having a temperature change such as a pedestrian can be specified.

In the light distribution calculating means, when no obstacle is detected, the position where the vehicle arrives along the traveling road after a predetermined time is estimated based on the shape of the traveling road, and the light is emitted to the estimated position. At least one of the brightness of the headlamp, the irradiation direction, and the irradiation range may be calculated so that the irradiation is performed. At the same time, at least one of the brightness of the headlamp, the irradiation direction, and the irradiation range of the headlamp for anti-glare the driver other than the own vehicle may be calculated to control the light distribution.

[0014]

Embodiments to which the present invention is applied will be described below in detail with reference to the drawings. The vehicle headlight device 100 of the first embodiment is an application of the present invention when a grayscale image is obtained by imaging the front of the vehicle 10 with a monochrome TV camera.

As shown in FIG. 6, an engine hood 12 is arranged on the upper surface of the front body 10A of the vehicle 10. The front end of the front body 10A extends from one end to the other end in the vehicle width direction. The front bumper 16 is fixed. This front bumper 16 and engine hood 1
A pair of headlamps 18 and 20 are disposed at both ends in the vehicle width direction between the two front edge portions 12A.

A windshield glass 14 is provided in the vicinity of the rear end of the engine hood 12, and the vehicle 10
A room mirror 15 is provided in the vicinity of a portion corresponding to the upper side of the windshield glass 14 inside. A TV camera 22 for picking up an image of the situation in front of the vehicle is arranged near the rear-view mirror 15. TV camera 22
Is connected to the image processing device 148 (see FIG. 1).
In the present embodiment, as the TV camera 22, a TV camera that includes a CCD element that simply detects only the amount of light and that outputs an image signal representing a monochrome image is used.

The position of the TV camera 22 is as close as possible to the driver's viewpoint position (so-called eye point) so that the shape of the road ahead of the vehicle can be accurately recognized and the driver's visual sense is matched. It is preferably arranged. Further, the road shape in the present embodiment includes the shape of the traveling road, for example, the road shape corresponding to one lane formed by the center line, the curb, or the like.

A speedometer (not shown) is provided in the vehicle 10, and a vehicle speed sensor 66 (see FIG. 1) for detecting a vehicle speed V of the vehicle 10 is attached to a cable of the speedometer (not shown). There is. The vehicle speed sensor 66 is connected to the control device 150 and outputs the detection result of the vehicle speed V.

As shown in FIGS. 2 and 3, the headlamp 18 is a projector-type headlamp and includes a convex lens 30, a bulb 32 and a lamp house 34.
The lamp house 34 is fixed substantially horizontally to a frame (not shown) of the vehicle 10. A convex lens 30 is fixed to one opening of the lamp house 34, and an optical axis R of the convex lens 30 (convex lens 30) is fixed to the other opening. The bulb 32 is fixed via a socket 36 such that the light emitting point is located on the central axis of the bulb.

On the bulb side inside the lamp house 34, a reflector 38 having an elliptical reflection surface is formed.
The light emitted from 2 is reflected by the reflector 38 and condensed between the convex lens 30 and the bulb 32. A shade 40 is provided near this condensing point, and the light of the bulb 32 reflected and condensed by the reflector 38 is reflected by the shade 4
A part of the light is shielded by 0, and the other light is emitted from the convex lens 30. Further, the rotary shaft 42 of the shade 40 is oriented in the vehicle width direction.

Both ends 42A and 42B of the rotary shaft 42 are axially supported by bearings (not shown) formed inside the lamp house 34, and are in the vehicle width direction (arrow X direction in FIG. 2), that is, the rotary shaft. The shaft 42 is movably supported in the direction of the axis M of the shaft 42 and the direction around the axis of the rotary shaft 42 (direction of arrow Y in FIG. 2).

A gear 44 is fixed near one end 42A of the rotary shaft 42, and a motor 46 is attached to the gear 44.
The gear 48 fixed to the drive shaft of is meshed. Therefore, when the drive shaft of the motor 46 rotates, the gear 48 rotates, and the shade 40 rotates integrally with the gear 44 in the arrow Y direction. The gear 44 is long in the direction of the axis M,
Also moves in the direction of arrow X, the gears 44 and 48
Is designed to mesh with. The motor 46 is fixed inside the lamp house 34 by a bracket (not shown), and as shown in FIG.
50 drivers 164 are connected.

A rack 50 is fixed near the other end 42B of the rotary shaft 42, and a gear 54 fixed to the drive shaft of a motor 52 meshes with the rack 50. Therefore, when the drive shaft of the motor 52 rotates, the gear 54 rotates, and the shade 40 moves integrally with the rack 50 in the arrow X direction. In the rack 50, each concave and convex portion is formed in a ring shape on the outer peripheral portion of the rotary shaft 42, and even when the rack 50 rotates in the arrow Y direction, the rack 50.
And the gear 54 mesh with each other. The motor 52 is fixed inside the lamp house 34 by a bracket (not shown), and as shown in FIG.
It is connected to the driver 164 of the control device 150.

As shown in FIG. 4, the shade 40 has a cylindrical shape, and has a small diameter portion 40A having a short distance R1 between the shaft center N and the outer peripheral portion along the vehicle width direction (arrow X direction), and the shaft. Distance R2 between the heart N and the outer circumference Has a large diameter portion 40B, and the small diameter portion 40A and the large diameter portion 40B are linearly connected to each other, and the axial center N
The intermediate portion 40C in which the distance R3 between the outer periphery and the outer periphery gradually increases
It consists of and.

The axis M of the shade 40 is offset with respect to the axis N. Therefore, when the shade 40 rotates about the axis M, the distance S between the axis M and the outer peripheral portion is increased.
1, S2, and S3 continuously change along the direction around the rotation axis (direction of arrow Y).

Therefore, by driving the motors 46 and 52 according to the signal from the control device 150, the shade 40 moves by a predetermined amount in the arrow X direction and the arrow Y direction. As a result, the elbow portion of the shade 40 (near the boundary 41 between the large-diameter portion 40B and the intermediate portion 40C in FIG. 2) divides the light of the bulb 32 into the passing light and the blocked light, and the light in front of the vehicle 10 is darkened. The cut line that is the boundary moves.

The light-dark boundary formed by the large-diameter portion 40B of the shade 40 appears as a cut line 70 on the right side in the vehicle width direction in the irradiation area of the headlamp 18, as shown in FIG. By being rotated in the direction, the position of the cut line 70 moves from the position corresponding to the highest position (the position shown as the cut line U in FIG. 5, the position below the optical axis of the high beam) to the position corresponding to the lowest position ( It moves in parallel to the position shown as the cut line N in FIG. 5, that is, the position of a normal low beam.

The boundary between light and dark formed by the intermediate portion 40C of the shade 40 appears as a cut line 72 on the left side in the vehicle width direction in the irradiation area, and the shade 40 is rotated in the arrow Y direction to cut the shade. The position of the line 72 is from the highest position (the position shown as the cut line U in FIG. 5, the position below the optical axis of the high beam) to the lowest position (the position shown as the cut line N in FIG. 5, the normal low beam). Position) to move in parallel.

On the other hand, the boundary of light and dark due to the boundary 41 (see FIG. 4) between the large diameter portion 40B and the intermediate portion 40C of the shade 40 is
A connection point (hereinafter referred to as an elbow point) which is an intersection of the cut line 70 and the cut line 72 in the light distribution.
73 is shown. Therefore, this elbow point 73
Is the position where the position of the cut line 70 corresponds to the uppermost position (the U position in FIG. 5) and the position of the cut line 72 is the lowermost position due to the movement of the shade 40 in the X direction and the Y direction (see FIG. 4). (N position in FIG. 5) is the position of the point 73a, the position of the cut line 70 corresponds to the uppermost position (U position), and the position of the cut line 72 is the uppermost position (U position in FIG. 5). ), It becomes the position of point 73b,
When the position of the cut line 70 is the position corresponding to the lowest position (N position) and the position of the cut line 72 is the highest position (position U in FIG. 5), the position of the point 73c becomes the position of the cut line 70. The position 73d is the position corresponding to the lowest position (N position) and the position of the cut line 72 is the lowest position (N position in FIG. 5).

As a result, due to the movement of the cut lines 70 and 72 due to the movement of the shade 40, the position of the elbow point is a range Er surrounded by four points 73a, 73b, 73c and 73d (shown by hatching in FIG. 5). It becomes possible to move within the range. Therefore, if the position of the elbow point 73 in this range Er is determined, the rotation amounts of the motors 46 and 52 can be calculated so that the elbow point 73 is located at this position. That is, the distance on the image and the motor 4
Correspondence with the amount of movement of the elbow point 73 due to the rotation of 6, 52 can be determined in advance by the imaging magnification, the transmission ratio of the motor (gear ratio of the motor), and the like.

The position of the elbow point 73 within the range Er and the rotation amounts of the motors 46 and 52 for moving the shade 40 to this position may be stored as a map.

Since the headlamp 20 has the same structure as the headlamp 18, a detailed description will be omitted.

As shown in FIG. 1, the control device 150 includes a read only memory (ROM) 152, a random access memory (RAM) 154, and a central processing unit (CPU) 15.
6, an input port 158, an output port 160, and a bus 162 such as a data bus or a control bus that connects them.
It is configured to include. A control program is stored in the ROM 152.

The vehicle speed sensor 66 and the image processing device 148 are connected to the input port 158. The image processing device 148 uses the TV camera 2 and the control device 150 to input signals from the TV camera 2 based on signals input from the TV camera 22 and the control device 150 as described later.
The image captured in 2 is image-processed. Output port 1
Reference numeral 60 denotes the motors 46, 52 of the headlamp 18 and the motors 46, 5 of the headlamp 20 via the driver 164.
Connected to 2. The output port 160 is also connected to the image processing device 148.

Next, the operation of this embodiment will be described. While the headlamps 18 and 20 are on, the control main routine shown in FIG. 7 is executed at predetermined time intervals. In step 200 of this control main routine, when the control device 150 outputs a signal to the image processing device 148, the image processing device 14
At 8, the area setting process is executed. In this area setting process, the image captured by the TV camera 22 is used, and the preceding vehicle recognition area W _P and the oncoming vehicle recognition area W _PO shown in FIG. 12 for recognizing another vehicle and the obstacle detection shown in FIG. Region W _D is defined. The TV camera 22
Each pixel on the image formed by the image signal of
The position is specified by the coordinates (X _n , Y _n ) of the coordinate system set on the image by the X axis and the Y axis that are orthogonal to each other.

The area setting process will be described in detail with reference to the flowchart of FIG. In FIG. 10, the own vehicle 10
TV camera 22 while driving on a straight road 122
An example (image 120) of an image substantially matched with the image visually recognized by the driver is shown. The road 122 is provided with white lines 124 on both sides, and a traveling lane 122A for the own vehicle 10 to travel and an oncoming lane 122B for the oncoming vehicle 11A to travel.
The center line 126 which is the boundary of The area setting process based on the image 120 will be described below.

In step 300 of FIG. 8, as shown in FIG. 11, an area having a predetermined width γ on the image for detecting lines on both sides of the driving lane 122A (in this case, the white line 124 and the center line 126). _Is set as the white line detection window area W _sd . In the present embodiment, the white line detection window area W _sd is set as the white line detection window area W _sd so that the white line detection window area W _sd includes the central area with high detection accuracy such as the white line. To do.

In the next step 302, the window area W
_The inside of _sd is differentiated with respect to brightness, and the peak point (maximum point) of this differential value is extracted as an edge point that is a white line candidate point. That is, in the window area W _sd in the vertical direction (see FIG.
In the direction of arrow 1), the brightness from the pixel at the lowest position to the pixel at the highest position is differentiated for each pixel in the horizontal direction, and the peak point of the differential value with large fluctuation in brightness is extracted as the edge point. As a result, continuous edge points are extracted as indicated by the broken line 132 in the window area W _sd in FIG.

In the next step 304, step 302
In, the edge points extracted by the white line candidate point extraction processing are linearly approximated by using the Hough transform, and approximate straight lines 142 and 144 along the line estimated to be the white line or the like are obtained. In the next step 306, the intersection point P _N (X coordinate value = X _N ) of the obtained approximate straight lines 142 and 144 is obtained, and the intersection point P _N of the obtained approximate line P _N and the approximate straight line in the case of a predetermined straight line as a reference.
₀ (X coordinate value = X ₀ ), horizontal displacement amount A (A = X
_N −X ₀ ). The displacement amount A corresponds to the degree of the curve of the road 122.

In the next step 308, step 304
The respective vehicle recognition areas W _P and W _PO for recognizing the preceding vehicle and the oncoming vehicle are set by using the approximate straight lines 142 and 144 obtained in 1. and the obstacle detection area W _D is set. First, as shown in FIG. 12, in the area setting for recognizing another vehicle, the range surrounded by the approximate straight lines 142, 144 and the lower limit line 130 is set as the preceding vehicle recognition area W _P, and the approximate straight line 144 is set.
The image range on the right side of is defined as the oncoming vehicle recognition area W _PO . Near the approximate straight line 144, the preceding vehicle 11 and the oncoming vehicle 1
Since 1A and 1A are highly likely to be mixed, they may be set so as to overlap each other, or independent areas may be defined.

As shown in FIG. 9, the obstacle detection area W _D
In the setting of, the approximate straight lines 142 and 144 are assumed to be the side edges of the road 122, and the predetermined width w is calculated from the approximate straight lines 142 and 144.
a left side line 134 separated by d (for example, 10 m) on the left and right,
Find the right side line 136. Note that FIG. 9 shows a case where the white line 124, which is the side edge of the road 122, and the center line 126 overlap with the approximate straight lines 144 and 142 and the white line 124 on the opposite lane 122B side overlaps with the obtained right side line 136. . The area surrounded by the left side line 134 and the approximate straight line 142 is set as the left obstacle detection area W _DL , and the right side line 136 is set.
A region surrounded by and the approximate straight line 144 is set as the right obstacle detection region W _DR . This set right obstacle detection area W _DR
And the left obstacle detection area W _DL are the obstacle detection areas W _D. The left obstacle detection area W _DL may detect a sidewalk and define an area of the detected sidewalk. Further, the right obstacle detection area W _DR may detect the opposite lane 122B and define the area of the opposite lane 122B. In the figure, own vehicle 1
A distance line 146A is shown near 100 m in front of 0. Further, the preceding vehicle recognition area W corresponding to the traveling lane 122A
_P is formed by dividing a distant region into a distant region W _PF and a neighboring region into a neighboring region W _PN with a distance line 146B indicating a predetermined distance (for example, around 40 m) as a boundary.

In the above, the approximate straight lines 142, 144
Was used for the area setting as it is, but the road shape itself may be extracted. For example, an edge point under the image near the approximate straight line 142 along the line estimated to be the white line is extracted, and a curve obtained by spline interpolation or the like from a point adjacent to the edge point under the image or a continuous point is used as the traveling lane 122A. The white line 124 on the side may be obtained. By obtaining this curve, data (line) conforming to the shape of the road 122 can be obtained. White line 124 on the opposite lane 122B side
The extraction of the white lines 124 on both sides of the road 122 is performed by extracting continuous edge points excluding the edge points near the positions set as the lines (white line 124 and center line 126) on both sides of the driving lane 122A. Can be defined on the image 120.

Further, in setting the preceding vehicle recognition area W _P and the oncoming vehicle recognition area W _PO , as shown in FIG. 12, the preceding vehicle recognition area W _P is determined according to the current vehicle speed V.
Correction widths α _L , α _R , which correct the position of the approximate straight line with respect to
_{Alternatively} , each area may be corrected using the correction width α _A for correcting the position of the approximate straight line with respect to the oncoming vehicle recognition area W _PO . The setting of the correction width in this case is to reduce the possibility that another vehicle deviates from the set vehicle recognition area depending on the vehicle speed and the degree of the curve of the curved road. For example, the vehicle speed V becomes slow on a straight road. In order to increase the value accordingly, the width in the curve direction is set to increase in accordance with the degree of the curve on the curved road. This correction width is preferably stored in advance as a map. The correction width may be set in advance. Similarly, when setting the obstacle detection region W _D , it is needless to say that correction may be performed with the correction width.

When the area setting process is completed as described above,
Proceed to step 202 in FIG. In this step 202, obstacle detection processing is executed in the image processing device 148 to detect the presence or absence of obstacles.

This obstacle detection processing will be described in detail with reference to the flowchart of FIG. Step 3 of FIG.
In step 10, the obstacle detection area W _D is selected from the vehicle recognition areas set in step 200. Next step 31
In 2, the vehicle speed of the host vehicle 10 is read and the alarm window W _ARM (see FIG. 19) corresponding to the vehicle speed is set.
That is, the own vehicle 10 within a predetermined time according to the vehicle speed
Mileage changes. For example, the predetermined time is assumed to be the time corresponding to the braking distance of the vehicle. Since obstacles such as pedestrians are expected to move within this predetermined time, an alarm window W _ARM is set so as to cover at least this moving range. For example, the warning window W
_{As the ARM} , the selected obstacle detection area W _D may be used and set by widening by a width corresponding to the distance in which the obstacle is expected to move within the predetermined time estimated from the current vehicle speed. In the next step 314, the alarm window W _ARM
Then, a horizontal edge detection process is performed in the inside to detect a peak point at which an integrated value obtained by laterally integrating the detected horizontal edge point exceeds a predetermined value. This horizontal edge point has a high probability of appearing when an obstacle is present. Therefore, the presence or absence of an obstacle is determined by determining the presence or absence of this peak point.

The two-wheeled vehicle that is running can be identified by the brightness of the tail lamp, and a threshold value which is a predetermined value for this purpose is set to obtain a pixel group existing in the area near the horizontal line including the peak point.

In the above description, one obstacle is assumed, but the present invention is not limited to this.
It can be selectively used for light distribution control from a plurality of obstacles. In this case, the position coordinates of the points assumed to be obstacles may be stored, and the above processing may be performed for each storage point.

When the obstacle detection process is completed, the image processing device 148 outputs a presence / absence signal indicating the presence / absence of an obstacle to the control device 150, and in step 204 of FIG.
The presence or absence of obstacles is determined.

If there is no obstacle, normal light distribution control (FIG. 14) for improving visibility and preventing glare is performed in step 214, and this routine is finished.

The details of step 214 (FIG. 7), that is, a normal light distribution control subroutine for improving visibility while dazzling the driver of another vehicle will be described. When this subroutine is executed, oncoming vehicle recognition processing is executed in step 220 of FIG. In this oncoming vehicle recognition processing, an oncoming vehicle recognition processing described below is executed after outputting a signal to the image processing device 148. In this oncoming vehicle recognition processing, the presence or absence of the oncoming vehicle 11A is detected by the image processing device 148.

That is, in step 320 of FIG. 15, a vehicle recognition area corresponding to the type of another vehicle to be processed is selected from the set vehicle recognition areas (in this case, oncoming vehicle recognition area W _PO ). In the next step 322, horizontal edge detection processing in the oncoming vehicle recognition area W _PO is performed. In addition, in order to simplify the description of the oncoming vehicle recognition processing, FIG.
The image 120 including the oncoming vehicle 11A shown in FIG. In this horizontal edge detection process, similarly to the edge detection process of step 302, detection of a horizontal edge point is performed in the oncoming vehicle recognition area W _PO , and an integrated value obtained by laterally integrating the detected horizontal edge point. The peak point E _P at the position where exceeds a predetermined value is detected (see FIG. 16B). This horizontal edge is highly likely to appear when an oncoming vehicle is present. When there are multiple peak points E _P ,
On the image in the oncoming vehicle recognition area W _PO on the image 120, a peak point E _P located below (that is, a point having a closer inter-vehicle distance) is selected. Therefore, when making this selection, instead of selecting from all areas of the image,
Select from some areas on the image with high probability that an oncoming vehicle exists. Since the selection area is limited in this way, the load on the image processing apparatus is reduced.

[0052] Incidentally, as shown in FIG. 16 (B), set the lower region 92 from the line 90 to the image 120 on the oncoming vehicle recognition region W _PO, oncoming vehicle recognition region W _PO excluding the region 92 The peak point E _P located below may be selected on the image inside. This is because when the inter-vehicle distance between the oncoming vehicle and the own vehicle is short, the oncoming vehicle and the own vehicle directly [pass each other]. This is because it may be excluded from the control target of. In this way, the selection area becomes smaller and the load on the image processing apparatus is further reduced.

In the next step 324, the position coordinates of the oncoming vehicle are calculated and the inter-vehicle distance to the oncoming vehicle is calculated. The presence or absence of the oncoming vehicle 11A is determined by the oncoming vehicle recognition area W _PO.
It can be determined by the presence / absence of a headlight of the oncoming vehicle 11A. For example, as shown in FIG. 16C, a pixel group 9 existing in the horizontal line neighborhood region Z including the above-mentioned peak point E _P by setting a threshold value that is a predetermined value for specifying the brightness is set.
Calculate 4R and 94L. The center coordinate values of the pixel groups 94R and 94L are obtained, and there are two center coordinate values, and the distance Xo is the vehicle width So of a standard vehicle existing near the horizontal line including the peak point E _P (stored in ROM in advance). When the ratio based on is within a predetermined range, it is determined that the oncoming vehicle 11A exists. At the same time, the inter-vehicle distance S _R from the host vehicle 10 to the oncoming vehicle 11A is calculated from this ratio. Coordinates of the vehicle width center of the oncoming vehicle as the representative coordinates of the oncoming vehicle 11A when oncoming vehicles 11A is Yes Q _R (Xa, Ya)
And ends the process.

When there is no oncoming vehicle 11A, the inter-vehicle distance S _R is set to 0. As a result, the value of the inter-vehicle distance S _R also includes information indicating whether or not the oncoming vehicle 11A is in front of the own vehicle 10 depending on whether S _R = 0 or S _R > 0.

In step 222 of FIG. 14, the presence or absence of an oncoming vehicle is determined by reading the signal from the image processing device 148 and determining whether the inter-vehicle distance obtained in step 324 is S _R = 0. If there is no oncoming vehicle 11A, the process proceeds to step 224. On the other hand, the oncoming vehicle 11A
If yes, the position HR on the image of the cut line 70 for controlling the light distribution that does not give glare to the oncoming vehicle is calculated in step 226, and then the process proceeds to step 228.

[0056] In step 226, for positioning the cut line 70 at a position near the representative coordinates representing the oncoming vehicle 11A on the image, representative coordinates Q _R (Xa, Ya) of the Y-axis coordinate value Ya of the cut line 70 Is set as the position HR on the image. That is, the cut line 70 is horizontal (see FIG. 5), and if the position HR on the image is determined, the cut line 70 that passes through these coordinates can be determined.

[0057] In this position HR, the predetermined amount to the extent that does not give glare to the driver of the oncoming vehicle from the representative coordinates Q _R may be positioned upward.

In the next step 228, the preceding vehicle recognition processing is executed. Note that in this step 228, FIG.
Image 12 in which the preceding vehicle 11B shown in 7 (A) exists
A case of processing using 0 will be described. The preceding vehicle recognition process uses the flowchart of the oncoming vehicle recognition process (FIG. 15). First, the preceding vehicle recognition area W _P is selected (step 320), and horizontal edge detection processing is performed within the preceding vehicle recognition area W _P (step 3) as described above.
22), a peak point E _P at a position where the integrated value obtained by horizontally integrating the detected horizontal edge point exceeds a predetermined value is detected (see FIG. 17B). Incidentally, when the peak point E _P there are a plurality, in the image in the preceding vehicle recognition region W _P on the image 120, selects a peak point E _P located below (point following distance closer). Therefore, as in the case of the oncoming vehicle, instead of selecting from all areas of the image, it is possible to select from a partial area on the image in which the preceding vehicle is highly likely to exist, and the load on the image processing apparatus is reduced. .

At the next step 324, the position of the preceding vehicle is determined.
Inter-vehicle distance S to the preceding vehicle while calculating the coordinates_LPlayed
Calculate That is, vertical edge detection processing is performed to
Peak point E of the integral value at the edge point_PWhen there are multiple
Peak point E located at _PIn order from the peak point E_P
Vertical line to include both ends of the horizontal edge points included in
Window area W for detecting_R, W_LTo set
(See FIG. 17C). This window area W_R, W_L
Detect vertical edges in the vertical lines 138R, 138L
Window area W when detected stably_R, W_Lso
It is determined that a preceding vehicle exists in the sandwiched area. This inspection
The horizontal spacing S between the vertical lines 138R and 138L is
This vehicle width and peak point E correspond to the vehicle width._PPosition
Distance S between the preceding vehicle 11B and the host vehicle 10_LCalculate
To do. For example, the vehicle width So of a standard vehicle (previously stored in the ROM
Vehicle width of the vehicle detected from the image based on (memory)
Calculate the ratio of the distance S corresponding to
S_LCan be calculated. Also, the coordinates of the center of the preceding vehicle 11B
Q_LThe coordinates of the center of the vehicle width are calculated as (Xb, Yb). This
Vertical lines 138R and 138L are the width direction of the tail portion of the vehicle
Since it corresponds to both ends, coordinate Q_L(Xb, Yb) is
The position near the center of the tail of the preceding vehicle is shown.
Thus, the preceding vehicle recognition process ends. In addition, in the above
When there is no preceding vehicle 11B, the inter-vehicle distance S_L= 0
Set.

In step 230 of FIG. 14, the presence / absence of the preceding vehicle 11B is determined by reading the signal from the image processing device 148 and determining whether the inter-vehicle distance to the preceding vehicle 11B obtained in step 324 is S _L = 0. To judge. If there is no preceding vehicle 11B, the process proceeds to step 236. On the other hand, if the preceding vehicle 11B is present, the position HL on the image of the cut line 72 for controlling the light distribution that does not give glare to the preceding vehicle 11B is calculated in step 236, and then the process proceeds to step 236. .

In step 234, the cut line 72 is placed at a position near the representative coordinates representing the preceding vehicle 11B on the image.
For positioning the representative coordinates Q _L (Xb, Yb) in the Y-axis coordinate value Yb of the position H of the image of the cut line 72
Set as L. That is, since the inclination of the cut line 72 is determined in advance (see FIG. 5), if the position HL on the image is determined, the cut line 7 that passes through these coordinates is cut.
2 can be set.

[0062] In this position, HL, by a predetermined amount to the extent that does not give glare to the driver of the preceding vehicle from the representative coordinates Q _L may be positioned upward.

At the next step 236, elbow point position calculation processing is executed. That is, the position of the elbow point 73 on the image is calculated by obtaining the intersection coordinates of the cut lines 70 and 72 defined above. An initial value is predetermined as an initial position of the cut lines 70 and 72 when the oncoming vehicle 11A and the preceding vehicle 11B are not present, and in step 236, at least one other vehicle is not present, and the corresponding other Use the initial value for the vehicle. Further, the current shade position may be stored and the position of the elbow point may be obtained only when the corresponding cut line is moved. The position of the elbow point 73 can also be determined according to the shape of the road. That is, using the displacement amount A indicating the degree of the curved road obtained in step 304, the elbow point 73 is set in advance at a position corresponding to the displacement amount A, and this position is set as an initial value. As a result, it is possible to determine the light distribution (the position of the cut line) that conforms to the shape of the road, and also to determine the light distribution that does not give glare to other vehicles. In this case, the position of the elbow point 73 as an initial value may be determined from the displacement amount A and the vehicle speed by further using the vehicle speed of the host vehicle.

At the next step 238, the movement amount of the shade 40 is calculated from the calculated position of the elbow point 73, and the shade 40 is moved by rotating the motors 46 and 52 by the movement amount calculated at step 240. , This routine ends.

Thus, the driver of the preceding vehicle and the oncoming vehicle can feel glare when at least one of the preceding vehicle and the oncoming vehicle is in front of the own vehicle while improving the visibility of the driver of the own vehicle. Can be controlled to no light distribution.

On the other hand, if an obstacle is detected, step 204
If the affirmative determination is made in (FIG. 7), the obstacle measurement process (FIG. 20) is executed in step 206. When the obstacle measurement processing in step 206 is executed, a signal is output to the image processing device 148 and the image processing device 148 is output.
Then, step 330 of FIG. 20 is executed to measure the upper end of the obstacle. This measurement uses the peak point detected in the alarm window W _ARM (above, step 314 in FIG. 13), the peak point located above the image is set near the upper end of the obstacle, and the coordinates of this peak point are set. Is the coordinate (Xr, Yr) of the upper edge R of the obstacle (see FIG. 19). The image processing device 148 determines the coordinates of the upper end R of the obstacle, outputs the upper end coordinate value, and then ends this routine.

At the next step 208, the positions of the cut lines 70, 72 depending on the current position of the shade 40 are stored as control values, and at the next step 210, is the coordinate of the upper end R of the obstacle located near the cut line? By determining whether or not the light distribution control to be controlled from now on is possible by the normal light distribution control. If the coordinates of the obstacle are in the vicinity of the cut line position, the obstacle is illuminated with light due to a wraparound phenomenon such as diffraction. In the affirmative case,
The process proceeds to step 214, and if the determination is negative, the process proceeds to step 212. In step 212, the light distribution control (FIG. 18) described below assuming that an obstacle is present is executed, and then this routine is ended.

Next, the light distribution control subroutine for obstacles, which is a detail of step 212 in FIG. 7, will be described. When this subroutine is executed, a cut line position calculation process corresponding to the upper end position of the obstacle is executed in step 250 of FIG. This calculation process is performed by the upper end coordinates R (X
r, Yr), the coordinate R (Xr, Yr-β) located below the predetermined value β determined in advance by the standard size of the face of the person is obtained from this coordinate value. Next, in order to position the cut line 70 or the cut line 72 at a position near the upper end coordinate R of the obstacle on the image, the cut line 70 or the cut line 72 is moved downward by a predetermined value β from the upper end coordinate R (Xr, Yr) of the obstacle. The coordinate R (Xr, Yr-β) that is located is set as the position Ho on the image of the passing cut line. That is, since the inclinations of the cut lines 70 and 72 are predetermined (see FIG. 5), if the upper end coordinates R on the image are set, the positions of the cut lines 70 and 72 that pass through the upper end coordinates R can be set. Yes (see Figure 19).

In the next step 252, elbow point position calculation processing is executed. That is, the position of the elbow point 73 on the image is calculated by obtaining the intersection coordinates of the cut lines 70 and 72 defined above. When an obstacle exists on either side of the traveling lane 122A and one of the cut lines 70 and 72 cannot be determined, the positions of the cut lines 70 and 72 stored in step 208 (FIG. 7) are used as initial values. You can use it. In the next step 254, the calculated elbow point 73
The movement amount of the shade 40 is calculated from the position of
The shade 40 is moved by rotating the motors 46 and 52 by the amount of movement calculated in 56, and this routine ends.

As described above, in this embodiment, when an obstacle is present, the driver of the own vehicle is obstructed rather than the normal light distribution control for improving visibility while dazzling the driver of another vehicle. Since the light distribution is controlled so as to promote the existence of an object, the driver can surely recognize an obstacle such as a pedestrian.

In the above embodiment, the upper end position of an obstacle such as a pedestrian is detected and the light distribution is controlled so that the vicinity of the upper end is illuminated. However, the light distribution control until the vicinity of the upper end of the obstacle is illuminated is controlled. It will take time. Therefore, a second embodiment will be described in which light distribution control for an obstacle is swiftly performed. Since the vehicle headlamp device 100 of the second embodiment has the same configuration as that of the first embodiment, the same parts are designated by the same reference numerals and detailed description thereof will be omitted, and different parts will be described below. To do.

As light distribution control for the obstacle when the obstacle is detected, so-called passing is performed in which the headlamp is turned on intermittently to the high beam side. Alternatively, the obstacle may be illuminated.

In the second embodiment, the processing of step 206 (FIG. 20) of the first embodiment is replaced with the processing of FIG. 21, and the interrupt processing routine of FIG. 22 is added. The interrupt process used in the second embodiment is a process that unconditionally moves the cut line by a predetermined width when an obstacle is detected.

That is, when it is determined in step 204 of FIG. 7 that there is an obstacle, the obstacle measuring process shown in FIG. 21 is executed. First, in step 340, the position of the obstacle is measured by reading the coordinate point where the obstacle is detected, and in the next step 342, the upper end of the obstacle is measured. This measurement uses the peak points detected in the alarm window W _ARM (step 31 above).
4) The peak point located above the image is near the upper end of the obstacle, and the coordinates of this peak point are the coordinates (Xr, Yr) of the upper edge R of the obstacle (see FIG. 19). The image processing apparatus 148 obtains the coordinates of the upper end R of the obstacle, then outputs the upper end coordinates, and ends this routine.

Next, when the positions of the cut lines 70, 72 depending on the current position of the shade 40 are stored as control values in step 208, the interrupt processing routine of FIG. 22 is executed and the routine proceeds to step 260. Step 26
At 0, it is determined from the signal from the image processing device 148 whether or not an obstacle exists on the opposite lane side. In the case of negative determination, in step 262, the movement amount of the shade when the cut line 72 is moved upward by a predetermined amount from the current position of the shade 40 is calculated. On the other hand, in the case of a positive determination, in step 266, the current shade 40
The movement amount of the shade when the cut line 70 is moved upward by a predetermined amount from the position of is calculated. This movement amount may be stored as a predetermined value. Next step 2
At 64, the motor is moved by the calculated movement amount to move the shade 40 by a predetermined amount, and the present routine is ended. It should be noted that the left and right cut lines are not limited to independently obtaining the movement amount, and both may be moved by the same amount at the same time.

As a result, in the present embodiment, only a predetermined amount is previously set in the time until the upper end position of an obstacle such as a pedestrian is detected in the first embodiment and the light distribution control is performed so that the vicinity of the upper end is illuminated. Since it is moving, it is possible to shorten the control time until the light distribution control for illuminating the vicinity of the upper end is completed,
The load on the control device can be reduced.

In addition to the control of moving the shade 40 by a predetermined amount, so-called passing is performed in which the headlamps are intermittently turned on to the high beam side, and an obstacle is illuminated by the high beam light during the passing. You may do it.

Next, a third embodiment will be described. In the third embodiment, an obstacle such as a pedestrian is in the traveling lane 122A of the vehicle.
The light distribution is controlled while anticipating that it will enter. Since the vehicle headlamp device 100 of the third embodiment has the same configuration as that of the first and second embodiments, the same parts are designated by the same reference numerals and detailed description thereof will be omitted. The different parts will be described below.

In the third embodiment, the obstacle detection process in step 202 of FIG. 7 uses the obstacle detection routine shown in FIG.

When the obstacle detection processing is executed, the routine proceeds to step 350 in FIG. 23, where the upper end coordinates R (Xr, Y) of the obstacle.
r) is calculated and stored. In the next step 352, the difference value ω corresponding to the distance moved from the previous coordinate R ′ and the current coordinate R is calculated (see FIG. 24). When the difference value ω is ω <0, the probability of entering the traveling lane 122A is low and it is expected that the obstacle cannot be an obstacle. Therefore, in step 368, the distance D to the obstacle is predetermined. A large value D0 is set and this routine ends.

On the other hand, when ω ≧ 0, the traveling lane 12
Since it is expected to enter 2A, step 356
At step 358, the vehicle speed is read and the current distance D to the obstacle is calculated. The distance D can be calculated from the position on the image of the obstacle and the current vehicle speed.

In the next step 360, the time T for the vehicle 10 to reach the obstacle is predicted and calculated based on the current vehicle speed. In the next step 362, the position of the obstacle after this time T has elapsed is calculated. In step 364, it is determined whether or not the predicted position of the obstacle is in the traveling lane 122A, and when it is determined that the obstacle is in the traveling lane 122A, the distance D to the obstacle is set to [0], and this routine is executed. finish.

When this obstacle detection processing is completed, the value of the distance D is output from the image processing device 148 to the control device 150, and in step 204 of FIG. 7, the presence or absence of an obstacle is determined by the value of this distance D. . That is, in step 204 of FIG. 7, it is determined whether or not D = 0, and when D = 0, it is determined that there is an obstacle.

As described above, in this embodiment, it is determined whether or not the light distribution control for the obstacle is to be performed based on the expected position depending on the moving direction of the obstacle. Therefore, simply walk on a sidewalk or the like. Since unnecessary control such as illuminating an obstacle such as a pedestrian present is not performed, the load on the control device can be reduced.

Next, a fourth embodiment will be described. In the fourth embodiment, when a person or the like is targeted as an obstacle, the upper end position of the obstacle is obtained by using the unique property of the person, that is, the temperature distribution.

A person walking is different in temperature distribution between the head and the body. That is, as shown in FIG.
6. In particular, since the area around the face is exposed, a temperature (about 36 degrees) that substantially matches the body temperature is detected. On the other hand, since the body part 98 is covered with clothes or the like, the temperature below the neck and lower is detected to be low. Therefore, referring to the temperature distribution of the whole person, there is a rapid temperature change around the neck. Accordingly, if a position where the temperature changes abruptly is detected, it is highly likely that the region having the higher temperature is the head of a person or the like.

Therefore, as shown in FIG. 25, the presence or absence of an obstacle can be determined by whether or not there is a temperature distribution that exceeds the first threshold th1, and whether or not there is a temperature distribution that exceeds the second threshold th2. The upper end can be detected with. Therefore, in step 202 (FIG. 7) described above, the presence or absence of an obstacle is determined by determining whether or not there is a temperature distribution that exceeds the first threshold value th1, and in step 206, the temperature distribution that exceeds the second threshold value th2. A desired upper end position can be measured by obtaining the upper end position of the.

As a result, the presence or absence of a person or the like and the upper end can be specified earlier than the image processing, and the control can be speeded up.

An infrared camera, thermography, or the like can be used to detect this temperature. The position of a sudden temperature change can be specified from the distribution of the detected values.
This detector such as an infrared camera can detect the temperature distribution in front of the vehicle and can also detect an image from the isothermal line or the like.

When the head is detected by the above temperature change,
When the pedestrian is walking backwards and walking, the discrimination sensitivity is reduced due to hair and the like, but the pedestrian does not feel glare even if the cut line is located above the head during light distribution control. For this reason, it is not necessary to consider glare for pedestrians, and the light from the headlamp may simply be applied as an obstacle.

In the above embodiment, the case where the vehicle travels on the left side has been described, but the application on the right side is easy and the application on the road having a plurality of driving lanes is also easy.

Further, in the above-mentioned embodiment, the shade for forming the cut line on the side of the preceding vehicle and the shade for forming the cut line on the side of the oncoming vehicle are integrated, but the present invention uses this shade. However, the two shades adjacent to each other may be controlled independently. In this case, it suffices to determine whether the position of the obstacle is on the left or right side, and control either the left or right side.

Further, in the above embodiment, in the case where the shade for shielding the light is arranged in the headlamp in order to control the light distribution in front of the own vehicle, and the light distribution is controlled by the vertical and horizontal movement of the cylindrical shade. Although an example has been described, the present invention is not limited to this, and a plate-shaped shade may be moved and the optical axis may be deflected.

In the above description, the white line is detected to identify the road (running lane), but it may be detected by a curb formed on the side edge of the road. In this case, both the white line and the curb can be detected by changing the detection level of the gradation image.

[0095]

As described above, according to the present invention, it is possible to sufficiently illuminate the approximately upper end of the detected obstacle even when the light distribution control is performed in accordance with the shape of the traveling path, so that it is possible to walk. There is an effect that a driver who is traveling can surely recognize the existence of an obstacle while improving the visibility without giving glare to a person or the like.

[Brief description of drawings]

FIG. 1 is a block diagram showing a schematic configuration of a control device according to an embodiment of the present invention.

FIG. 2 is a perspective view showing a schematic configuration of a headlamp of this embodiment.

FIG. 3 is a sectional view taken along line 2-2 of FIG.

FIG. 4 is a perspective view showing a shade of a headlamp used in this embodiment.

FIG. 5 is an image diagram for explaining a cut line formed by a headlamp.

FIG. 6 is a perspective view showing a front portion of the vehicle as seen obliquely from the front of the vehicle.

FIG. 7 is a flowchart showing a control main routine of the vehicle headlight device of the first embodiment.

8 is a flowchart showing the flow of area setting, which is a detail of step 200 of FIG.

FIG. 9 is a conceptual diagram showing each area set on a captured image.

FIG. 10 is an image diagram in which a camera images a road ahead.

FIG. 11 is a diagram showing a window area when a white line is recognized.

FIG. 12 is a diagram showing a recognition area for recognizing a preceding vehicle and an oncoming vehicle.

FIG. 13 is a flowchart showing the flow of obstacle detection, which is a detail of step 202 in FIG. 7.

FIG. 14 is a flowchart showing the details of step 214 in FIG. 7, showing a normal light distribution control routine in the vehicle headlight device.

FIG. 15 is a flowchart showing the flow of recognizing another vehicle, which is a detail of steps 220 and 228 in FIG.

16A is an image diagram of an image including an oncoming vehicle imaged by a TV camera during the day, FIG. 16B is a conceptual diagram for explaining a horizontal edge point integration process, and FIG. 16C is a vertical edge detection process. It is a conceptual diagram for explaining.

17A is an image diagram of an image including a preceding vehicle captured by a TV camera during the day, FIG. 17B is a conceptual diagram for explaining horizontal edge point integration processing, and FIG. 17C is vertical edge detection processing. It is a conceptual diagram for explaining.

FIG. 18 is a flowchart showing the details of step 212 of FIG. 7, which is a light distribution control routine of obstacle priority in the vehicle headlight device.

FIG. 19 is an explanatory diagram for explaining a process of detecting an obstacle.

20 is a flowchart showing an obstacle measurement process, which is a detail of step 206 of FIG.

FIG. 21 is a flowchart showing an obstacle measuring process, which is a detail of step 206 of FIG. 7 used in the second embodiment.

FIG. 22 is a flowchart showing the flow of an interrupt processing routine applied to the second embodiment.

FIG. 23 is a step 202 of FIG. 7 applied to the third embodiment.
3 is a flowchart showing the details of the obstacle detection process.

FIG. 24 is an explanatory diagram for explaining a process of moving an obstacle in the third embodiment.

FIG. 25 is a diagram showing a temperature distribution of a person according to the fourth example.

[Explanation of symbols]

100 Vehicle headlight device 148 Image processing device 150 Control device 18 Headlamp 22 TV camera 40 Shade W _D Obstacle detection area

Claims (2)

[Claims] 1. An image detecting means for detecting an image including a traveling path of a vehicle having a headlamp capable of changing at least one of brightness, irradiation direction and irradiation range; and an image detected by the image detecting means. Image processing means for extracting the shape of the traveling path and setting an obstacle detection area for detecting an obstacle on the image, and detecting the presence or absence of an obstacle in the obstacle detection area based on And an obstacle detecting means for detecting the vicinity of the upper end of the detected obstacle, and when an obstacle is detected by the obstacle detecting means, the headlamp light illuminates a portion below the substantially upper end of the obstacle. Light distribution calculation means for calculating at least one of the brightness, the irradiation direction and the irradiation range of the headlamp, and the headlamp based on the calculation result of the light distribution calculation calculation means. That is, a vehicle headlamp apparatus and a control means for controlling at least one of the irradiation direction and irradiation range. 2. A vehicle for detecting an image including a traveling path of a vehicle having a headlamp capable of changing at least one of brightness, irradiation direction and irradiation range, and detecting a temperature distribution in a region corresponding to the image. An image in which an obstacle detection area for extracting the shape of the traveling path and detecting an obstacle on the image based on the image detected by the front information detecting unit and the vehicle front information detecting unit is set. Processing means, obstacle detection means for detecting the presence or absence of an obstacle in the obstacle detection area, and detecting the vicinity of the upper end of the obstacle based on the temperature distribution of the detected obstacle, and the obstacle detection means When an object is detected, at least one of the brightness, the irradiation direction, and the irradiation range of the headlamp for irradiating the lower part of the obstacle with the light of the headlamp is selected. A vehicle headlamp including: a light distribution calculation unit that calculates; and a control unit that controls at least one of the brightness, the irradiation direction, and the irradiation range of the headlamp based on the calculation result of the light distribution calculation calculation unit. Lighting device.