KR101981384B1 - Method of angle adjusting a bicycle headlight - Google Patents

Abstract

A method of adjusting the angle of a bicycle headlight is provided. A method of adjusting an angle of a bicycle headlamp includes the steps of: deriving a main stopping cigar considering the deceleration of the bicycle when the driver brakes the bicycle while the driver is braking, Determining the sum of the main stopping sight and the auxiliary stopping sight as a final stopping sight, and calculating the headlight angle using the final stopping sight, .

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention [0002] The present invention relates to a method of adjusting an angle of a bicycle headlamp, and more particularly, to a method of adjusting an angle of a bicycle headlamp by adjusting an angle of a headlamp in accordance with a bicycle driving situation.

Recently, due to increased interest in the environment and carbon emission regulations, the government encourages the use of bicycles, which are carbon-free and non-motorized, at the government level, and the use of bicycles is increasing due to government policies. However, in proportion to the increasing share of bicycle use, bicycle traffic accidents have increased by more than three times. The total number of traffic accidents decreased by 1.6% per year, while bicycle traffic accidents increased by an annual average of 6.0%.

Bicycle traffic accidents mainly occur at night, when it is not easy to secure a front view. Generally, a headlight used for securing a front view when driving at night can not secure a sufficient visible distance and is not very helpful for accident prevention . Specifically, an accident occurs due to a mismatch between the stopping distance, which is the distance required for recognizing and stopping the obstacle that occurs while driving the bicycle, and the visibility distance secured by the bicycle driver.

Accordingly, there is a demand for a headlight for securing a dynamic view to match the view distance of the driver with the stopping point of view according to the running condition of the bicycle.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a method of adjusting the angle of a bicycle headlamp capable of securing a fluid front view.

The technical problem to be solved by the present invention is not limited to the above.

According to an aspect of the present invention, there is provided a method of adjusting an angle of a bicycle headlamp.

According to an embodiment of the present invention, there is provided a method of adjusting an angle of a headlamp of a bicycle when a driver brakes a bicycle while the driver is driving, comprising the steps of: Determining a sum of the main stop signaler and the auxiliary stop signaler as a final stop signaler, and using the final stop signaler And calculating the headlight angle.

According to one embodiment, the deceleration of the bicycle is set to 1 m / sec ² , and the main stop signal is derived using the following equation (1)

[Equation 1]

D ₁ = 0.694 V ₀ + 0.039 V ₀ ²

(D ₁ is the primary stop position, V ₀ is the initial velocity)

The auxiliary stop point is derived using the following equation (2)

&Quot; (2) "

^{_{D 2 = V 0 2 /254(f±G)-0.039V 0}} 2

(D ₂ is a secondary stop-watch, f is a friction coefficient, and G is the slope of the ground)

The calculation of the headlight angle can be derived using the following equation (3).

&Quot; (3) "

A ₁ = tan ^{- 1} D _A1

(A ₁ is the headlight angle, D _A1 is the final stop position)

According to one embodiment, the coefficient of friction may be set in advance according to the state of the ground on which the bicycle travels.

According to an embodiment of the present invention, there is provided a method of adjusting an angle of a main headlight and an auxiliary headlight mounted on a bike to be braked, the method comprising: Deriving a one-week stop-off sight, deriving a first auxiliary stop-off sight, in which the speed of the bicycle and the inclination of the ground are taken into account, and summing the sum of the first stop-off sight and the first auxiliary stop- And calculates the angle of the main headlight using the first final stop sight, wherein the angle adjustment of the auxiliary headlight derives a second main stop sight in consideration of deceleration and speed of the bicycle, A second secondary stopping cigar considering the inclination of the ground is derived, and the sum of the second primary stopping cage and the second secondary stopping cage is connected to the second final stopping cage By the second operation, but the angle of the auxiliary headlight by using a final stopping sight distance, the first main stopping sight distance has a value less than the second main stopping sight distance.

According to one embodiment, the deceleration of the bicycle is set to 2.5 m / sec ² , and the second main stop signal is derived using the following equation (4)

&Quot; (4) "

D ₃ = 0.694 V ₀ + 0.0156 V ₀ ²

(D ₃ is the second main stop, V ₀ is the initial velocity)

The second auxiliary stopping cigar is derived using the following equation (5)

&Quot; (5) "

^{_{D 4 = V 0 2 /254(f±G)-0.0156V 0}} 2

(D ₄ is the second auxiliary stop-watch, f is the friction coefficient, G is the slope of the ground)

The calculation of the auxiliary headlight angle can be derived using the following equation (6).

&Quot; (6) "

A ₂ = tan ^{- 1} D _A2

(A ₂ is the auxiliary headlight angle, and D _A2 is the second final stopping point)

A method of adjusting the angle of a bicycle headlamp according to an embodiment of the present invention is a method of adjusting the angle of a bicycle headlamp that facilitates securing a forward view of a driver by adjusting the angle of the bicycle headlamp according to the acceleration, the speed, .

1 is a block diagram for explaining an angle adjusting apparatus for a bicycle headlamp according to a first embodiment of the present invention.
2 is a block diagram for explaining an angle adjusting apparatus for a bicycle headlamp according to a second embodiment of the present invention.
3 is a flowchart for explaining a method of adjusting the angle of the bicycle headlamp according to the first embodiment of the present invention.
4 is a flowchart illustrating a method of adjusting the angle of a bicycle headlamp according to a second embodiment of the present invention.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. However, the technical spirit of the present invention is not limited to the embodiments described herein but may be embodied in other forms. Rather, the embodiments disclosed herein are provided so that the disclosure can be thorough and complete, and will fully convey the scope of the invention to those skilled in the art.

In this specification, when an element is referred to as being on another element, it may be directly formed on another element, or a third element may be interposed therebetween. Further, in the drawings, the thicknesses of the films and regions are exaggerated for an effective explanation of the technical content.

Also, while the terms first, second, third, etc. in the various embodiments of the present disclosure are used to describe various components, these components should not be limited by these terms. These terms have only been used to distinguish one component from another. Thus, what is referred to as a first component in any one embodiment may be referred to as a second component in another embodiment. Each embodiment described and exemplified herein also includes its complementary embodiment. Also, in this specification, 'and / or' are used to include at least one of the front and rear components.

The singular forms "a", "an", and "the" include plural referents unless the context clearly dictates otherwise. It is also to be understood that the terms such as " comprises " or " having " are intended to specify the presence of stated features, integers, Should not be understood to exclude the presence or addition of one or more other elements, elements, or combinations thereof.

In the following description of the present invention, a detailed description of known functions and configurations incorporated herein will be omitted when it may make the subject matter of the present invention rather unclear.

1 is a block diagram for explaining an angle adjusting apparatus for a bicycle headlamp according to a first embodiment of the present invention.

1, an angle adjusting device for a bicycle headlamp includes a headlight 100, an acceleration sensor 410, a velocity sensor 420, an inclination sensor 430, a controller 440, and an angle controller 450 .

The headlamp 100 is fixed to the front surface of the bicycle and irradiates light to the ground. According to an embodiment, the headlamp 100 is fixed to the bicycle, but may be fixed at a height of 1 meter from the ground.

The acceleration sensor 410 measures the acceleration of the bicycle in real time. The acceleration of the bicycle measured by the acceleration sensor 410 may be transmitted to the controller 440.

The speed sensor 430 measures the speed of the bicycle in real time. The speed of the bicycle measured by the speed sensor 430 may be transmitted to the controller 440. According to an embodiment, the speed sensor 430 may be a Hall sensor.

The inclination sensor 430 measures an inclination of the ground on which the bicycle travels. The inclination of the ground measured by the inclination sensor 430 may be transmitted to the controller 440.

The control unit 440 derives the main stop position and the auxiliary stop position of the bicycle based on the deceleration rate, the speed and the inclination of the bicycle measured through the acceleration sensor 410, the speed sensor 420 and the tilt sensor 430 do. The control unit 440 determines the sum of the main stop position and the auxiliary stop position as the final stop position and calculates the angle of the headlamp 100 accordingly.

The angle adjusting unit 450 adjusts the angle of the headlamp 100 according to the angle of the headlamp 100 calculated by the controller 440.

2 is a block diagram for explaining an angle adjusting apparatus for a bicycle headlamp according to a second embodiment of the present invention.

2, the angle adjusting device for a bicycle headlamp includes a main beam lamp 200, an auxiliary head lamp 300, an acceleration sensor 410, a velocity sensor 420, an inclination sensor 430, a controller 440, (450).

The main headlight 200, the acceleration sensor 410, the speed sensor 420 and the tilt sensor 430 may be provided in the same manner as the angle adjusting device of the bicycle headlamp according to the first embodiment.

The auxiliary headlight 300 is fixed to the front of the bicycle and irradiates the ground with light. According to the embodiment, the auxiliary headlight 300 can illuminate a region different from the area of the ground where the main headlight 200 irradiates light, thereby facilitating securing the visibility of the driver. According to the embodiment, the auxiliary headlight 300 is fixed to the bicycle, and may be fixed at a height of 1 m from the ground.

The control unit 440 controls the first main stopping state of the bicycle and the second main stopping state of the bicycle based on the acceleration, the speed and the inclination of the bicycle measured through the acceleration sensor 410, the speed sensor 420 and the inclination sensor 430. [ A first assistant stopper, and a second auxiliary stopper. The control unit 440 determines the sum of the first main stopping sight and the first auxiliary stopping sight as the first final stopping sight point and calculates the angle of the main headlight 200 accordingly. The control unit 440 determines the sum of the second main stop station and the second auxiliary stop station as the second final stop station and calculates the angle of the auxiliary head lamp 300 accordingly.

The angle adjusting unit 450 adjusts the angles of the main headlight 200 and the auxiliary headlight 300 according to the angles of the main headlight 200 and the auxiliary headlight 300 calculated by the controller 440. The main headlight 200 and the auxiliary headlight 300 irradiate light toward the front of the driver so that the area irradiated by the main headlight 200 and the area illuminated by the auxiliary headlight 300 do not overlap.

3 is a flowchart for explaining a method of adjusting the angle of the bicycle headlamp according to the first embodiment of the present invention.

Referring to FIG. 3, in the method of automatically adjusting the angle of the headlamp of the bicycle when the driver brakes the bicycle while driving, a main stopping point of sight is taken into consideration, in which the deceleration of the bicycle is considered (S110). The above-mentioned main stopping time can be derived using the following equation (1).

[Equation 1]

D ₁ = 0.694 V ₀ + 0.039 V ₀ ²

(D ₁ is the primary stop position, V ₀ is the initial velocity)

According to the embodiment, the deceleration of the bicycle may be set to 1 m / sec ² . The deceleration of the bicycle may be measured experimentally and may be an average value of the safety deceleration that the subjects can safely decelerate when the ground is in a slippery condition, for example, in a freezing state.

According to an embodiment, the main stopping sight is derived by setting the driver's perception response time to 2.5 seconds, and the perception response time can be measured experimentally. Specifically, a sensor and a second watch are installed on the bicycle, and the blinking start time of the simple traffic light located on the bicycle road is set. The sensor, the second watch, and the simple signal lamp are operated, and the subject runs on the bicycle. If the subject discovers the flashing of the simple traffic light, he or she is recognized as an obstacle and stops completely. At this time, based on the data measured by the sensor, it is possible to derive the cognitive response time by calculating the difference between the time recorded in the second clock and the flash start time set in the simple traffic light.

A secondary stopping sight is obtained in which the speed of the bicycle and the inclination of the ground are considered (S120). The auxiliary stop point can be derived using the following equation (2).

&Quot; (2) "

^{_{D 2 = V 0 2 /254(f±G)-0.039V 0}} 2

(D ₂ is the secondary stop position, V ₀ is the initial velocity, f is the friction coefficient, and G is the slope of the ground)

According to the embodiment, the friction coefficient is a value corresponding to the deceleration (for example, 1 m / sec ² ) of the bicycle, and can be set by the driver. For example, the coefficient of friction may be 0.1. According to the embodiment, the secondary stopping point of view derived using Equation (2) can be provided as shown in Table 1 below.

 [Table 1]

In Table 1, a negative slope means a downward slope, and a positive slope means an uphill slope. The area indicated in red in Table 1 will be described in detail at the final stop-and-wait decision step to be described later.

The sum of the main stop position and the auxiliary stop position is determined as the final stop position (S130). The final stop point is calculated by the following equation (3).

&Quot; (3) "

D _A1 = D ₁ + D ₂

(D _A1 is the final stop position, D ₁ is the main stop position, and D ₂ is the auxiliary stop position)

According to the embodiment, when the speed of the bicycle is 20 km / h or more in the main stop station, and the ground surface has a predetermined slope or more, the final stop sight point may be fixed at 140 m. Specifically, when the speed of the bicycle and the inclination of the ground correspond to the area indicated in red in Table 1, if the angle of the headlight is adjusted by calculating the final stopping point of sight, the headlight can be recognized by the driver's eyes You can illuminate the front of the street without. Accordingly, it is impossible to improve the driver's frontal perception ability through the adjustment of the angle of the headlight, and the angle adjustment of the headlight may cause glare to the other driver.

The headlight angle is calculated using the final stop sight (S140). The headlight angle is calculated by the following equation (4).

&Quot; (4) "

A ₁ = tan ^{- 1} D _A1

(A ₁ is the headlight angle, D _A1 is the final stop position)

Equation (4) can be applied in a state where the headlight is installed at a height of 1 m from the ground.

4 is a flowchart illustrating a method of adjusting the angle of a bicycle headlamp according to a second embodiment of the present invention.

Referring to FIG. 4, in the method of adjusting the angle of the bicycle headlamp according to the second embodiment, the bicycle headlamp includes a main headlight and an auxiliary headlight.

The method of adjusting the angle of the main headlight (S200) may be the same as that described with reference to FIG.

The method of adjusting the angle of the auxiliary headlight (S300) may include deriving a second main stop signal (S310), deriving a second auxiliary stop signal (S320), determining a second final stop signal (S330), and determining And calculating an angle of the main headlight using the second final stop sight (S340).

The second main stop station is derived (S310). The second main stop station can be derived by the following equation (5).

&Quot; (5) "

D ₃ = 0.694 V ₀ + 0.0156 V ₀ ²

(D ₃ is the second main stop position, V ₀ is the initial velocity)

According to the embodiment, the deceleration of the bicycle may be set to 2.5 m / sec ² . The deceleration of the bicycle may be an experimentally measured average value of the threshold deceleration rate at which the subjects can be decelerated to the maximum. For example, when the driver stops the bicycle at a deceleration of 2.5 m / sec ² or more, there is a risk that the driver falls off the bicycle due to inertia.

According to the embodiment, the driver ' s cognitive response time may be set to 2.5 seconds.

The second auxiliary stopping cigar is derived (S320). The second assistive stop signal can be derived from the following equation (6).

&Quot; (6) "

^{_{D 4 = V 0 2 /254(f±G)-0.0156V 0}} 2

(D ₄ is the secondary stop position, V ₀ is the initial velocity, f is the friction coefficient, and G is the slope of the ground)

According to the embodiment, the friction coefficient is a value corresponding to the deceleration (for example, 2.5 m / sec ² ) of the bicycle, and can be set by the driver. For example, the coefficient of friction may be 0.25. According to the embodiment, the second assistive stop signaler derived using Equation (6) can be provided as shown in Table 2 below.

[Table 2]

In Table 2, the slope with a negative value indicates a downward slope, and the slope with a positive value indicates an uphill slope.

The second final stopping sight is determined (S330). The second final stopping sight is determined by the sum of the second main stopping sight and the second auxiliary stopping sight, and is calculated by the following equation (7).

&Quot; (7) "

D _A2 = D ₃ + D ₄

(D _A2 is the second final stop sight, D ₃ is the second main stop sight, and D ₄ is the second auxiliary stop sight)

The auxiliary headlight angle is calculated using the second final stop sight (S340). The auxiliary headlight angle is calculated by the following equation (8).

&Quot; (8) "

A ₂ = tan ^{- 1} D _A2

(A ₂ is the auxiliary headlight angle, and D _A2 is the second final stopping point)

Equation (8) can be applied in a state where the auxiliary headlight is installed at a height of 1 m from the ground.

Table 3 below shows the measurement result of the bike braking distance and deceleration according to the first comparative example to which the method of adjusting the angle of the bike headlamp according to the embodiment of the present invention is not applied and the results of the deceleration of the bike headlamp according to the second embodiment of the present invention Bicycle braking distance and deceleration measurement results according to the embodiment 1 to which the angle adjustment method is applied are compared.

[Table 3]

The result of the measurement of the braking distance according to the first embodiment is greater than the measurement result of the braking distance according to the first comparative example. As shown in FIG.

Accordingly, when the bicycle headlamp according to the present invention is driven by a bicycle equipped with a headlamp equipped with an angle adjusting method, the braking distance is long and the deceleration is low, so that the bicycle traveling and stopping can be performed more safely. It is expected to be lowered.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the scope of the present invention is not limited to the disclosed exemplary embodiments. It will also be appreciated that many modifications and variations will be apparent to those skilled in the art without departing from the scope of the present invention.

100: Headlight
200: Main headlights
300: Auxiliary headlight
410: Accelerometer
420: Speed sensor
430: inclination sensor
440:
450:

Claims (5)

A method for automatically adjusting an angle of a headlamp of a bicycle when the driver brakes the bicycle while the bicycle is traveling,
Deriving a main stopping point of sight in consideration of the speed of the bicycle, assuming that the driver is decelerating and decelerating at a set deceleration with a response time set by the driver;
Deriving a secondary stopping sight that takes into account the speed of the bicycle, the coefficient of friction of the ground, and the slope of the ground;
Determining a sum of the main stop signaler and the auxiliary stop signaler as a final stop signal; And
And calculating the headlight angle using the final stop sight.
The method according to claim 1,
The deceleration of the bicycle is set to 1 m / sec ² , the perception reaction time is set to 2.5 seconds,
The main stop point is derived using the following equation (1)
[Equation 1]
D ₁ = 0.694 V ₀ + 0.039 V ₀ ²
(D ₁ is the primary stop position, V ₀ is the initial velocity)
The auxiliary stop point is derived using the following equation (2)
&Quot; (2) "
_{^{D 2 = V 0 2 /254(f±G)-0.039V 0}} 2
(D ₂ is a secondary stop-watch, f is a coefficient of friction of the above-mentioned ground, and G is a slope of the ground)
Wherein the calculation of the headlamp angle is derived using Equation (3).
&Quot; (3) "
A ₁ = tan ^-1 D _A1
(A ₁ is the headlight angle, D _A1 is the final stop position)
3. The method of claim 2,
Wherein the coefficient of friction of the ground surface is preset in accordance with the state of the ground on which the bicycle travels.
A method of adjusting an angle of a main headlight and an auxiliary headlight mounted on a bike to be braked,
The angle of the main headlight is adjusted by taking into account the speed of the bicycle, taking the speed of the bicycle into consideration, assuming that the driver has a set reaction time and the bike is decelerated to decelerate at a set deceleration, The first auxiliary stop station and the first auxiliary stop station are determined as the first final stop station and the first auxiliary stop station and the first auxiliary stop station, Calculating a main headlight angle using a first final stop sight,
The angle of the auxiliary headlight is determined by taking into account the velocity of the bicycle, assuming that the driver has a set reaction time and the bike is decelerated to decelerate at a set deceleration, A second secondary stopping sight point in which the speed of the ground, a friction coefficient of the ground surface, and the inclination of the ground are taken into consideration, and a sum of the second primary stop position and the second auxiliary stop position is determined as a second final stop position , Calculating an angle of the auxiliary headlight using the second final stop sight,
The deceleration assumed for deriving the first main stop signal is smaller than the deceleration assumed for deriving the second main stop signal,
Wherein an area where the main headlight is irradiated with light and an area where the auxiliary headlight is irradiated with light do not overlap with each other. 5. The method of claim 4,
The estimated deceleration for deriving the first main stop station is set to 1 m / sec ² , the assumed deceleration for deriving the second main stop station is set to 2.5 m / sec ² ,
The second main stop station is derived using the following equation (4)
&Quot; (4) "
D ₃ = 0.694 V ₀ + 0.0156 V ₀ ²
(D ₃ is the second main stop, V ₀ is the initial velocity)
The second auxiliary stopping cigar is derived using the following equation (5)
&Quot; (5) "
_{^{D 4 = V 0 2 /254(f±G)-0.0156V 0}} 2
(D ₄ is a second auxiliary stop reference, f is a coefficient of friction of the above-mentioned ground, and G is a slope of the ground)
Wherein the auxiliary headlight angle is calculated using Equation (6).
&Quot; (6) "
A ₂ = tan ^-1 D _A2
(A ₂ is the auxiliary headlight angle, and D _A2 is the second final stopping point)

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