JPH07164960A - Headlamp device for vehicle - Google Patents

Abstract

PURPOSE:To perform irradiation of an optimum positron by a method wherein a car speed sensor, an operation mount detecting means, and a posture change amount predicting means are provided and brightness, the irradiation direction, and the irradiation range of a headlamp are varied according to a posture change amount of a vehicle. CONSTITUTION:A vehicle is provided with a cat speed sensor 66, a brake switch 74, a brake pedaling speed sensor 70, and an accelerator pedaling speed sensor 68. A relation among a car speed V, an accelerator pedaling speed AV, and a brake pedaling speed BV, detected by the respective sensors is stored as a map at an ROM 52. A posture change amount responding to the read car speed V, and the pedaling speeds BV and AV are read by referring to the map, and a posture change amount of a vehicle is predicted from the result. Based on a predicted posture change amount, a signal is outputted from a control device 50. The actuator 46 of a head lamp 18 is driven by means of the signal, and luminous intensity distribution of the headlamp 18 is controlled. Thereby when the posture of a vehicle is changed, an optimum position visually observed by a driver is irradiated.

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 the light distribution of headlamps that illuminate the front of the vehicle.

[0002]

2. Description of the Related Art In a vehicle, a headlamp is provided at a substantially front end of the vehicle in order to improve visibility in front of the driver at night. Recently, in order to secure the driver's field of view, there is a vehicle front lighting device that changes the irradiation optical axis and irradiation range of the headlamp according to the steering angle and the like (Japanese Patent Publication No. 55-
No. 22299, No. 2-27938, Kaihei 1-2
No. 93247, etc.).

The driver's gaze position changes when the vehicle speed or the vehicle is accelerated or decelerated. That is, the driver visually recognizes a further distance when accelerating the vehicle and a closer area when decelerating. Therefore, in order to secure the field of view, it is necessary to change the irradiation state such as the irradiation optical axis of the headlamp and the irradiation range according to the vehicle speed and the acceleration or deceleration of the vehicle. For this reason, a vehicle headlamp that changes the irradiation angle of the headlamp to an appropriate irradiation angle so that a farther field of view is secured during acceleration by detecting acceleration / deceleration and a closer field of view is secured during deceleration. There is a headlight irradiation angle adjustment device as a device (Actual exploitation 63
-131839).

[0004]

However, the vehicle causes a posture change (so-called scout) in which the front part of the vehicle rises during acceleration, and a posture change (so-called dive) in which the rear part of the vehicle rises during deceleration. cause.
Therefore, with the conventional vehicle headlight device, as described above, if the irradiation angle of the headlamp is changed to an appropriate irradiation angle in order to ensure the driver's field of view during acceleration or deceleration of the vehicle, the scooter will be changed during acceleration. For this reason, the irradiation angle of the headlamp is changed so as to irradiate farther than the proper irradiation angle, and at the time of deceleration, the irradiation angle of the headlamp is changed so as to irradiate a region closer to the proper irradiation angle for dive. It As described above, there is a problem that the front of the vehicle cannot be properly illuminated by the light of the headlamp due to the change in the posture of the vehicle.

In view of the above facts, it is an object of the present invention to obtain a vehicle headlight device capable of ensuring an optimum visual field of a driver regardless of a change in vehicle posture due to vehicle speed or the like.

[0006]

In order to achieve the above object, a vehicle headlamp device of the present invention is capable of controlling the vehicle speed of a vehicle having a headlamp in which at least one of brightness, irradiation direction and irradiation range can be controlled. A vehicle speed sensor for detecting, an operation amount detecting means for detecting an operation amount of the vehicle, an attitude change amount predicting means for predicting an attitude change amount of the vehicle based on the vehicle speed and the operation amount, and a predicted attitude A control unit that controls at least one of the brightness, the irradiation direction, and the irradiation range of the headlamp based on the amount of change.

[0007]

According to the present invention, the headlamp of the vehicle can control at least one of brightness, irradiation direction and irradiation range. The vehicle speed of this vehicle is detected by a vehicle speed sensor.
The operation amount detection means detects the operation amount of the vehicle. The operation amount of the vehicle includes a depression position of the brake pedal, a depression speed, a throttle opening, a rising speed of brake hydraulic pressure, a steering angle, and a steering angular velocity. The attitude change amount prediction means predicts the attitude change amount of the vehicle based on the vehicle speed and the operation amount. As the attitude change amount of the vehicle, an attitude change amount from the reference attitude of the vehicle may be obtained. This reference attitude includes the attitude of the vehicle traveling at a constant speed on the flat ground, and may be offset according to the load of the vehicle. Here, the posture of the vehicle changes significantly when the change in vehicle speed is rapid, but is small when the change in vehicle speed is slow. This change in vehicle speed can be determined according to the position where the brake pedal is depressed and the amount of driver's operation instruction based on the depression speed. Therefore, if the control means controls at least one of the brightness of the headlamp, the irradiation direction, and the irradiation range based on the attitude change amount of the vehicle predicted by the attitude change amount prediction means based on the vehicle speed and the operation amount, Even if the posture of the vehicle changes, the driver's optimum field of view can be secured. For example, it is possible to predict the amount of posture change in which the front portion of the vehicle will rise during acceleration, and to predict the amount of posture change in which the rear portion of the vehicle will rise during deceleration. For this reason, when at least one of the brightness of the headlamp, the irradiation direction, and the irradiation range is controlled, when the posture change of the vehicle is predicted by the vehicle speed and the operation amount, the brightness and the irradiation to be controlled At least one of direction and irradiation range
Since one control amount increases, at least one of the brightness of the headlamp, the irradiation direction, and the irradiation range may be controlled so as to cancel the increased control amount.

It should be noted that the control means corresponds to at least one of the brightness, the irradiation direction and the irradiation range of the headlamp in the predicted posture change amount, and the brightness, the irradiation direction and the irradiation range in the reference posture of the vehicle. The headlamp may be controlled so as to do so. In this case, the attitude of the vehicle may be controlled assuming that the attitude of the vehicle is further changed from the reference attitude.

Further, the amount of change in the posture of the vehicle varies depending on the vehicle depending on the suspension geometry and the suspension characteristics. Therefore, it is preferable to make a prediction in consideration of the suspension geometry and the suspension characteristics. By doing so, it is possible to predict the optimum amount of posture change for each vehicle.

[0010]

Embodiments of the present invention will now be described in detail with reference to the drawings. The vehicle headlight device of this embodiment is a vehicle 1
The present invention is applied to the case where the light distribution by the head lamp in front of 0 is controlled by the deflection of the irradiation optical axis of the head lamp. As shown in FIG. 1, an engine hood 12 is arranged on an upper surface portion of a front body 10A of a vehicle 10, and front bumpers 16 are fixed to both front end portions of the front body 10A in the vehicle width direction. ing. The upper part of the front bumper 16 and the front body 10A
A pair of left and right headlamps 18 and 20 (both ends in the vehicle width direction) are disposed in the lower part of the.

A windshield glass 14 is provided near the rear end of the engine hood 12. A room mirror 15 is provided above the windshield glass 14 and inside the vehicle 10. In the vicinity of the room mirror 15, a TV camera 22 including a night detection optical system for photographing the front of the vehicle is arranged. ing. The TV camera 22 has a photomultiplier tube and the like so as to amplify weak light, so that an image of a dark portion in front of the vehicle can be taken during nighttime driving. The TV camera 22 is connected to the image processing device 48 (FIG. 4). Image processing device 4
Reference numeral 8 is a device that performs image processing on an image captured by the TV camera 22 based on signals input from the TV camera 22 and the control device 50. The TV camera 22 may be disposed near the driver's visual 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 sensation can be more closely matched. preferable. The road shape includes a shape of a traveling road, for example, a road shape corresponding to one lane formed by a center line, a curb, or the like.

A speedometer (not shown) is arranged in the vehicle 10, and a vehicle speed sensor 66 (FIG. 4) for detecting the vehicle speed V of the vehicle 10 is attached to a cable (not shown) of the speedometer (not shown). There is. Also,
A brake pedal 74 (not shown) provided in the vehicle 10 is provided with a brake switch 74 which is turned on when a brake pedal (not shown) is depressed, and a brake pedal speed sensor 70 (FIG. 1) for detecting a pedal speed BV of the brake pedal (not shown). 4) is attached. The brake depression speed may be the rising speed of the brake hydraulic pressure. Further, a throttle valve (not shown) for adjusting the flow rate of fuel is provided with an accelerator switch 72 which is turned on when the opening degree is equal to or larger than a predetermined opening corresponding to the depression of the accelerator pedal. An accelerator pedal speed sensor 68 (FIG. 4) is attached to detect the accelerator pedal speed AV (not shown) by detecting the accelerator pedal speed AV.

As shown in FIG. 2, the headlamp 18
Is a projector-type headlamp with a convex lens 3
0, a bulb 32, and a lamp house 34. The convex lens 30 is fixed to one opening of the lamp house 34, and the other opening is provided with a socket 36 so that a light emitting point is located on the optical axis C of the convex lens 30 (the central axis of the convex lens 30). The valve 32 is fixed.

The bulb side inside the lamp house 34 is a reflector 38 having an elliptical reflection surface, and the light reflected by the bulb 32 by the reflector 38 is convex lens 30 and bulb 32.
It is supposed to be condensed between. The shade 40 (see FIG. 3) is fixed so that the upper end of the shade 40 is located near the converging point. The shape of the shade 40 is predetermined in order to improve visibility of pedestrians and signs of the driver and to prevent glare of oncoming vehicles, and the light of the bulb 32 reflected and condensed by the reflector 38 passes through the shade 40. The light is divided into the light and the light that is shielded and emitted from the convex lens 30.

The upper front portion 3 of the lamp house 34
A bearing 42 is fixed to 4A. This bearing 42
Are rotatably supported by columns 44. The column 44 is horizontally fixed to a frame (not shown) of the vehicle 10. Further, a cylindrical tip end of a mover 46A of the actuator 46 is attached to the lower rear portion 34B of the lamp house 34. The actuator 46 is fixed to a frame (not shown) of the vehicle 10, and is composed of a worm gear having a motor 46D and a mover 46A as a worm. That is, the rear end of the mover 46A is carved so as to function as a worm and meshes with the worm wheel 46B. The mover 46A is linearly movable by a sliding mechanism (not shown), and the worm wheel 46A
The rotating shaft of B is fixed to the shaft 46C of the motor 46D, and the rotation of the motor 46D is converted into the linear drive of the mover 46A. Therefore, by the rotation of the motor 46D according to the signal from the control device 50, the mover 46A expands and contracts in the vertical direction (direction of arrow A in FIG. 2). When the mover 46A contracts, the headlamp 18 rotates counterclockwise and the optical axis C becomes the optical axis CU.
When the mover 46A extends, the headlamp 18 rotates to the right and the optical axis C becomes the optical axis CD. In this way, the headlamp 18 rotates about the support column 44 as the movable element 46A expands and contracts, and the optical axis C moves in the vertical direction (UP or DN direction in FIG. 1).
Biased to.

The headlamp 20 has a shade 41 and an actuator 47 (FIG. 4). The configuration of the headlamp 20 is similar to that of the headlamp 18, and detailed description thereof will be omitted.

As shown in FIG. 4, the controller 50 includes a read only memory (ROM) 52, a random access memory (RAM) 54, a central processing unit (CPU) 56, an input port 58, an output port 60, and these. It is configured to include a bus 62 such as a data bus and a control bus to be connected. The ROM 52 stores a map (FIGS. 5 and 6) described later, a control program, and the like.

A vehicle speed sensor 66, an accelerator pedal speed sensor 68, and a brake pedal speed sensor 7 are connected to the input port 58.
0, the accelerator switch 72, the brake switch 74, and the image processing device 48 are connected. Output port 60
Are connected to the actuators 46 and 47 via the driver 64. The output port 60 is also connected to the image processing device 48.

The driver's gaze position is displaced according to the vehicle speed V. That is, the driver gazes near the position reached after a predetermined time according to the vehicle speed V. Therefore, if the optical axis C is moved up and down according to the vehicle speed V, the headlamp can illuminate a region sufficient for the driver to visually check. The relationship between the vehicle speed V and the irradiation angle Lθ formed by the optical axis C for irradiating the vicinity of the gaze position can be expressed by the following equation (1). If this irradiation angle Lθ is determined, the actuator can be driven so as to correspond to the irradiation angle Lθ.

Lθ = Ls + f (V) --- (1) where Ls is the angle of the reference optical axis (the angle of the reference optical axis C with respect to the level ground) f (V) is a function that determines the irradiation angle according to the vehicle speed

The function f (V) can also be expressed as f (V) = μ · V. In this case, μ is a constant, a linear constant whose increase / decrease value is determined in proportion to the vehicle speed V, or a non-linear constant whose increase / decrease value is determined corresponding to the vehicle speed V.

In this embodiment, the relationship defined by the above equation (1) is stored in the ROM 52 as a map. It should be noted that the optical axis drive control is simplified and the load on the control device is reduced by not gradually deflecting the optical axis C according to the vehicle speed V but by gradually determining the vehicle speed V for each predetermined range. it can.
Further, the function f (V) includes a sign, and when the light beam is deflected upward from the reference optical axis C, it corresponds to the positive sign (+), and when it deflects it to the lower part, it corresponds to the negative sign (-). ing.

The attitude of the vehicle 10 causes a dive during deceleration and a squeeze during acceleration. By canceling out the change in the irradiation optical axis due to the change in the posture of the vehicle, the headlamp can irradiate a region sufficient for the driver to visually observe even during acceleration / deceleration. The amount of change in posture of the vehicle due to the dive or scoot corresponds to the degree of acceleration and deceleration. The attitude change amount L of the vehicle at the time of scooting is
It is determined by the vehicle speed V and the accelerator pedal depression speed VA corresponding to the degree of acceleration, and can be expressed by the following equation (2).
Further, the attitude change amount K of the vehicle at the time of dive is determined by the vehicle speed V and the brake pedal depression speed VB corresponding to the degree of deceleration, and can be expressed by the following equation (3).

L = JA (V, AV) --- (2) K = JB (V, BV) --- (3) where JA (V, AV): posture according to vehicle speed and accelerator pedal depression speed Function that determines the amount of change JB (V, BV): A function that determines the amount of change in posture according to the vehicle speed and the brake pedal depression speed

In this embodiment, a map A shows the relationship between the vehicle speed V and the accelerator pedal depression speed AV, and a map B shows the relationship between the vehicle speed V and the brake pedal depression speed BV.
It is stored in 52. In order to simplify the optical axis drive control, the maps A and B stored in the ROM 52 do not continuously deflect the optical axis in accordance with the vehicle speed V and the degree of acceleration and deceleration, but rather in a stepwise manner. For this purpose, the vehicle speed V, the accelerator pedal depression speed AV, and the brake pedal depression speed BV are divided into a plurality of steps, and the posture displacement amounts K and L are determined for each predetermined range.

That is, the map B of the brake pedal depression speed is as shown in FIG. 5, where 0 ≦ V <MAX / 4, where 0 is the vehicle speed V and MAX is the maximum speed (for example, 180 km / h).
MAX / 4 ≤ V <2MAX / 4, 2MAX / 4 ≤ V <3MAX / 4, 3MAX / 4 ≤ V
It is divided into four stages of ≤MAX and the brake pedal depression speed BV from 0 to the maximum depression speed FULL is 0≤BV <
FULL / 5, FULL / 5 ≦ BV <2FULL / 5, 2FULL / 5 ≦ BV <3F
ULL / 5, 3FULL / 5 ≦ BV <4FULL / 5, 4FULL / 5 ≦ BV ≦
Divide into 5 stages of FULL. The posture displacement amount Kn is set in each of the divided ranges. This posture displacement amount Kn
Is a constant that is determined from the braking force of the front and rear wheels of the vehicle, the anti-dive suspension geometry of the vehicle suspension, the vehicle pitch rate (the wheel base distance and the distance from the vehicle center of gravity to the headlamps), and is experimentally determined. Values may be used. Moreover, you may use the average value of the attitude displacement amount in each said range.

Map A of accelerator pedal depression speed
As shown in FIG. 6, the vehicle speed V is 4 as in map B.
Divide into stages and set accelerator pedal depression speed AV to 0
0 to AV <FULL / 5, FULL / 5 from 0 to maximum speed FULL
≤ AV <2FULL / 5, 2FULL / 5 ≤ AV <3FULL / 5, 3FULL / 5
Divide into 5 stages of ≦ AV <4FULL / 5, 4FULL / 5 ≦ AV ≦ FULL. Posture displacement amount L in each of the divided ranges
n (a value obtained experimentally, for example, an average value) is defined.
The posture displacement amount Ln is a constant determined from the vehicle suspension geometry, the vehicle pitch rate, and the like, and an experimentally obtained value may be used. Moreover, you may use the average value of the attitude displacement amount in each said range.

The operation of this embodiment will be described below. First,
When the driver turns on a light switch (not shown) of the vehicle to turn on the headlamps 18 and 20, the control main routine shown in FIG. 7 is executed at predetermined time intervals. When this control routine is executed, the routine proceeds to step 202, and after reading the vehicle speed V, at step 204, referring to the above map (see formula (1)), it corresponds to the current vehicle speed V (the driver visually checks). The irradiation angle Lθ for irradiating the area is calculated, and the movement amount S (optical axis control amount S) of the actuators 46 and 47 corresponding to the irradiation angle Lθ is calculated. In step 204, the calculated optical axis control amount S is stored in the RAM 54. In the next step 206, the stored optical axis control amount S is read, and the actuator 46,
47 to deflect the optical axes of the headlamps 18 and 20,
This routine ends.

Therefore, the optical axis C is deflected to the vicinity of the driver's gaze position, which is displaced according to the vehicle speed V, and the area sufficient for the driver to see is illuminated by the light of the headlamp. This improves the visibility of the driver.

Here, a case where it is expected that the vehicle 10 is displaced due to depression of the brake pedal or the accelerator pedal will be described with reference to FIGS. 8 and 9.

The dive correction interrupt control routine of FIG. 8 is executed every predetermined time, and in step 302, the brake signal (ON of the brake switch 74) is read by reading ON / OFF of the brake switch 74. Step 30 when the brake switch 74 is off
When a negative determination is made in step 4, the process proceeds to the next step 310, the flag FLAG_B is reset, and this routine ends.
This flag FLAG_B represents an on / off state of the brake, and is set (“1” is set in this embodiment).
Represents that the brake is in the on state, and that represents that the brake is in the off state when reset (setting "0" in this embodiment).

When the brake switch 74 is on, an affirmative decision is made in the next step 304, and the flag FLAG
When _B is reset (Yes in step 306), the flag FLAG_B is set (step 308)
Then, the process proceeds to step 312. In step 312, the current vehicle speed V of the vehicle 10 is read, and in the next step 314, the brake depression speed sensor 70 is read to detect the brake pedal depression speed BV. Next step 316
Then, with reference to the map B shown in FIG. 5, the posture displacement amount Kn corresponding to the read vehicle speed V and the brake pedal depression speed BV is read to predict the posture displacement amount of the vehicle 10.

At the next step 318, it is determined whether or not the predetermined set value β is exceeded. When the posture displacement amount Kn is equal to or smaller than the set value β, this routine is ended. This set value β can be experimentally determined so as to allow the amount of posture displacement in the vehicle which is traveling at a normal constant speed. On the other hand, if the posture displacement amount Kn exceeds the set value β, step 3
20, the optical axis control amount S stored in the RAM is read, and the process proceeds to step 322. In step 322,
The corrected optical axis control amount dS is calculated by obtaining the degree of deflection of the optical axis by the posture displacement amount Kn predicted from the optical axis control amount S corresponding to the read vehicle speed V. In the next step 324, correction control for driving the actuators 46, 47 from the optical axis control amount S by the calculated corrected optical axis control amount dS to deflect the optical axes of the headlamps 18, 20 is performed, and this routine is ended. .

Next, a case will be described in which the vehicle attitude displacement due to depression of the accelerator pedal is corrected. At every predetermined time, the squat correction interrupt control routine of FIG. 9 is executed,
In step 402, the on / off state of the accelerator switch 72 is read. When the accelerator switch 72 is off, the flag FLAG_A is reset (step 41
0), this routine ends. This flag FLAG_A
Represents the on / off state of the accelerator, which means that the accelerator is on when set (“1” is set in this embodiment) and reset (“0” is set in this embodiment). Indicates that the accelerator is off.

When the accelerator switch 72 is on, an affirmative decision is made in the next step 404, and the flag FLAG
If _A is reset (Yes in step 406), the flag FLAG_A is set (step 408).
Then, the process proceeds to step 412. In step 412, the current vehicle speed V of the vehicle 10 is read, and in the next step 414, the accelerator pedal depression speed sensor 68 is read to detect the accelerator pedal depression speed AV. Next Step 416
Then, referring to the map A shown in FIG. 6, the posture displacement amount Ln corresponding to the read vehicle speed V and accelerator pedal depression speed AV is read to predict the posture displacement amount of the vehicle 10.

In the next step 418, it is determined whether or not the predetermined set value α is exceeded. When the posture displacement amount Ln is equal to or smaller than the set value α, this routine is ended. This set value α can be empirically determined so as to allow the amount of posture displacement in a vehicle that is traveling at a normal constant speed. On the other hand, when the posture displacement Ln exceeds the set value α, step 4
20, the optical axis control amount S stored in the RAM is read, and the process proceeds to step 422. In step 422,
The corrected optical axis control amount dS is calculated by obtaining the degree of deflection of the optical axis by the posture displacement amount Ln predicted from the optical axis control amount S corresponding to the read vehicle speed V. In the next step 424, correction control for driving the actuators 46, 47 from the optical axis control amount S by the calculated corrected optical axis control amount dS to deflect the optical axes of the headlamps 18, 20 is performed, and this routine is ended. .

As described above, in this embodiment, when the driver depresses the accelerator pedal, the posture displacement (squat) is such that the front part of the vehicle rises and the rear part sinks.
Vehicle speed is expected to occur, or when a driver depresses the brake pedal, a vehicle body speed may be diminished by sinking the front part of the vehicle and lifting the rear part of the vehicle. And, referring to the map from the accelerator pedal depression speed or vehicle speed and brake pedal depression speed, to predict the corresponding attitude displacement amount, so as to offset the optical axis displacement due to the predicted attitude displacement amount,
Since the optical axis of the headlamp is controlled to be deflected, the optical axis of the headlamp corresponds to the normal irradiation optical axis and the driver's field of view can be secured.

Further, since the optical axis of the headlamp is deflected so as to cancel the predicted attitude displacement amount of the vehicle, it is possible to secure the forward field of view for the driver before the attitude displacement of the vehicle, and the safety is improved. improves.

Further, in this embodiment, a threshold value is set to determine whether or not the posture displacement amount of the vehicle used for correction control exceeds the predetermined values α and β, so that a slight posture variation is detected. On the other hand, the optical axis becomes a normal optical axis without correction control, and the light distribution can be controlled without causing the driver to feel uncomfortable.

In the above-described embodiment, the drive that is displaced according to the vehicle speed is used.
For light distribution control to secure the field of view depending on the gaze position of the liver
I explained about this, but as another example, the driver's gaze position
Is displaced according to the road shape such as the linearity and slope of the road.
It Even in this case, the posture of the vehicle changes depending on the acceleration / deceleration of the vehicle.
Turn into. Driver's gaze position according to this road shape
Can be estimated using the image processing device 48. Estimated
Depending on the gaze position, you can change the headlamp irradiation direction and irradiation range.
If changed, it can be adjusted according to the road shape such as the linearity and slope of the road.
The driver's view can be secured. This image processing
An example of the theory will be briefly described. In addition, depending on the image signal
Each pixel on the created image is set on the image
The coordinate system is defined by the X and Y axes that are orthogonal to each other.
Mark (X_n, Y _n), The position can be specified (see FIG. 10).

The flat road 122 on which the vehicle 10 travels is T
An image 120 serving as a reference that substantially matches the image viewed by the driver when the image is taken by the V camera 22 is shown (see FIG. 10). This road 122 has two lanes, and each lane has a center line 124 as a boundary, and a curb 126 is a boundary between the road 122 and the other roads. In the image 120, a point D (X _D , Y _D ) at a position corresponding to the line of sight Eye when the driver looks ahead in parallel with the traveling direction of the vehicle 10 is predetermined.
The point D (X _D , Y _D ) is used as a reference point of the image 120 captured by the TV camera 22, and the lines passing through the points D and orthogonal to each other are the horizontal line Hor and the vertical line Ver. The center line 124 and the curb 12 of this image 120
The vertical position of the pixel at the uppermost portion of the locus of pixels on the image of No. 6, that is, the Y-axis coordinate matches the Y-axis coordinate Y _D of the horizontal line Hor. Therefore, the horizontal line Hor on the image 120 during the stable running of the vehicle 10 on the flat ground coincides with the horizon.
This horizontal line Hor can be represented by the coordinate Y _D of the point D on the Y axis.

When the road ahead of the vehicle 10 has a slope, an example
For example, as shown in FIG. 11, a vehicle traveling on a flat ground
The road 122 in front of 10 has a slope of an angle θ from the level ground
The image 121 when it is a downhill is the direction of the downhill
It becomes a compressed image heading for and the horizon of image 121 is
Below the horizon when the flat road 122 was photographed
Move towards. Center line 1 of this image 121
The top of the locus of pixels on the image of 24 and curb 126
Position of vertical pixel, that is, Y-axis coordinate Y _mLine of
However, an image 121 taken by the TV camera 22
Becomes the horizontal line Hm. Therefore, the water of this image 121
The horizontal line Hm is the coordinate Y of the pixel at the top of the locus._mTable
Let Thus, in the image processing device 48, the TV camera
Water from the locus of pixels on the image taken by 22
Coordinate Y of flat line Hm_mCan be asked.

In this case, it is necessary to determine whether the posture displacement due to acceleration / deceleration or the posture displacement due to the road shape. As described in the above embodiment, the posture displacement due to acceleration / deceleration is the depression speed of the accelerator pedal or the brake pedal. Can be specified from. Therefore, when using the image, it is sufficient to refer to the stepping speed of each pedal and select whether to use the image.

When there is a slope on the road ahead, the driver's gaze position is also displaced according to the slope of the road, and the slope θ is between the coordinates Y _m of the horizontal line of the image obtained by the image processing device and the reference point D. Since it corresponds to the deviation ΔH from the coordinate Y _D , if the optical axis C is moved up and down according to the magnitude of the deviation ΔH,
A headlamp can illuminate a sufficient area for the driver to see. Therefore, when the road ahead of the vehicle 10 has a slope, the angle Gθ formed by the optical axis C for illuminating the vicinity of the gaze position is related to the deviation ΔH and the vehicle speed V,
This relationship can be expressed by the following expression (4), and the relationship determined by the expression (4) may be stored as a map.

Gθ = Ls + g (ΔH, V) --- (4) where Ls: angle of the reference optical axis g (ΔH, V): function that determines the correction angle from the vehicle speed and deviation

Therefore, by replacing the above equation (1) with the equation (4), the driver's field of view can be secured according to the gradient of the road.

When the road is a curved road, the driver's line-of-sight direction is displaced to the left or right depending on the degree of the curved road.
This line-of-sight direction corresponds to the direction of convergence of the center line, curb, etc. Therefore, the tangent line between the vehicle and the locus may be obtained by image processing using the locus such as the center line or curb, and the optical axis or shade may be moved in the tangent direction.
By doing so, it is possible to control the light distribution in front of the vehicle so as to secure the field of view for the driver according to the road shape such as the linearity and the slope of the road.

Here, the posture displacement of the vehicle 10 may occur depending on the number of occupants of the vehicle 10, the seating position, the load load of the cargo, and the like. In this case, an image similar to the road gradient described above is captured by the TV camera. In this case, the deviation ΔH is obtained from the difference between the coordinate Y _m of the horizontal line H _m of the image and the coordinate Y _D of the reference horizontal line Hor, and the actuators 46 and 47 are moved according to the difference ΔH. By using this position as the initial value, the optical axes of the headlamps 18 and 20 cancel out the posture displacement caused by the number of occupants, the seating positions, the load of cargo, and the like. Further, the reference posture may be obtained from the displacement amount of the suspension or the like without using the image from the TV camera.

For the information on the road shape in front of the vehicle 10, road-to-vehicle communication may be used to obtain road information from a transmitting device arranged along the road.

In the above embodiment, the lamp house of the headlamp is rotated to deflect the optical axis.
By moving the shade inside the lamp house,
It can be operated in the same manner as when the optical axis is deflected.
That is, as shown in FIG. 12, the control device 50 controls the drive device 45 instead of the actuator. The drive device 45 is disposed inside the lamp house 34 of the headlamp 18 and is connected to the control device 50. The drive device 45 causes the shade 40 to move to the optical axis C of the convex lens 30 according to a control signal output from the control device 50. It is configured to move up and down on a plane orthogonal to each other. Therefore, this shade 4
By moving 0, the irradiation range is changed in the upper and lower parts in front of the vehicle, and the head lamp 18 can be operated in the same manner as when the optical axis is deflected. The same applies to the headlamp 20.

In the above embodiment, the case where at least one of the irradiation optical axis and the irradiation range is controlled has been described. However, the present invention is not limited to this, and the brightness of the headlamp may be controlled. Alternatively, the brightness may be controlled by combining at least one of the irradiation optical axis and the irradiation range.

The present invention also works effectively in the operation of the automatic speed control system and the automatic braking system.

[0053]

As described above, according to the present invention, at least one of the brightness, the irradiation direction, and the irradiation range is changed according to the attitude change amount from the reference attitude of the vehicle during acceleration / deceleration. Even if the posture of the vehicle changes due to the behavior of, there is an effect that it is possible to irradiate the optimum position that the driver can see.

[Brief description of drawings]

FIG. 1 is a perspective view of a front portion of a vehicle according to an embodiment of the present invention as seen obliquely from the front of the vehicle.

FIG. 2 is a schematic configuration diagram showing a headlamp to which the present invention is applicable.

FIG. 3 is a diagram showing a configuration of a shade (a view seen from an arrow in FIG. 2).

FIG. 4 is a block diagram showing a schematic configuration of a control device.

FIG. 5 is a diagram showing a map showing a relationship between a vehicle speed and a brake pedal depression speed.

FIG. 6 is a diagram showing a map showing a relationship between vehicle speed and accelerator pedal depression speed.

FIG. 7 is a flowchart showing a control main routine of this embodiment.

FIG. 8 is a flowchart showing a dive correction interrupt processing routine of the present embodiment.

FIG. 9 is a flowchart showing a squat correction interrupt processing routine of the present embodiment.

FIG. 10 is an image diagram of an image signal output by a TV camera.

FIG. 11 is an image diagram of an image signal output by a TV camera that photographs a road having a gradient.

FIG. 12 is a schematic configuration diagram showing another example of a headlamp to which the present invention can be applied.

[Explanation of symbols]

 18 headlamp 20 headlamp 40 shade 50 control device 66 vehicle speed sensor 68 accelerator pedal speed sensor 70 brake pedal speed sensor 72 accelerator switch 74 brake switch

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Makoto Takagi 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Automobile Co., Ltd.

Claims (1)

[Claims] 1. A vehicle speed sensor for detecting a vehicle speed of a vehicle having a headlamp capable of controlling at least one of brightness, irradiation direction and irradiation range, operation amount detection means for detecting an operation amount of the vehicle, and the vehicle speed. And an attitude change amount prediction means for predicting an attitude change amount of the vehicle based on the operation amount, and at least one of brightness, irradiation direction and irradiation range of the headlamp based on the predicted attitude change amount. A vehicle headlight device including: a control unit that controls the vehicle.