JP4333419B2 - Vehicle headlight system - Google Patents

Description

  The present invention relates to a vehicle headlamp system that changes an optical axis angle of a light distribution means in accordance with a curved road when the vehicle travels, and more particularly to an area where the vehicle is traveling. The present invention relates to a vehicle headlamp system that varies the change in the optical axis angle of the light distribution means.

  In recent years, when the vehicle travels on a curved road, such as AFS (Adaptive Front Lighting System), the road surface, an object (pedestrian, There has been proposed a technique for changing an optical axis angle with respect to a straight traveling direction of a vehicle in a light distribution means such as a headlamp that illuminates a guardrail, another vehicle, a road sign, a building, or the like. As a conventional vehicle headlamp system, for example, as shown in Patent Document 1, a headlamp is based on the output of a steering angle sensor that detects a turning direction (steering direction) and a turning angle (steering angle) of a vehicle. There is a vehicle headlamp system (vehicle illumination device) provided with lamp deflection angle control means for changing and controlling an optical axis angle (deflection angle) with respect to the straight traveling direction of the vehicle.

  In this conventional vehicle headlamp system, the maximum deflection angle of the lamp deflection angle is controlled based on the vehicle speed detected by a vehicle speed sensor that detects the traveling speed of the vehicle. Specifically, when the vehicle is close to a stop, the maximum deflection angle of the lamp is set to 0 °, and the irradiation direction of the lamp is fixed toward the straight traveling direction of the vehicle, so that the area near the vehicle is illuminated in a stable state. Is. In addition, when the vehicle is in a cruise traveling state close to a high speed, the maximum deflection angle is suppressed as the vehicle speed increases, and the lamp deflection angle is controlled within an angular range close to the vehicle's straight traveling direction. Irrespective of the situation, it is possible to illuminate a region in the vicinity of a straight line that is a considerable distance ahead in the direction of travel.

FIG. 1-1 is a side view of the vehicle. FIG. 1-2 is a plan view of the vehicle. As shown in FIGS. 1-1 and 1-2, generally, the headlamps 2R, 2L, which are light distribution means constituting the vehicle headlamp system, are arranged in front of the vehicle 100, and this vehicle It is located on the left and right with respect to 100 straight direction (arrow F in the figure). The headlamps 2R and 2L form a desired light distribution pattern in front of the vehicle 100. FIGS. 17A and 17B are diagrams illustrating a relationship between a steering angle and an optical axis angle in a conventional vehicle headlamp system. In general, when the vehicle 100 travels in a low-speed area, that is, in an area such as a general road where the radius of curvature of the curved road is small and there are more curved roads than the straight road and the vehicle 100 travels at a low speed, the vehicle 100 turns such as an S-shaped curve. There are roads whose direction changes instantaneously. Therefore, for example, if the optical axis angles θ _LR and θ _LL of the headlamps 2R and 2L are changed in the same direction as the turning direction, that is, in the right direction on the first right curve, the right direction is obtained on the next left curve. The vehicle starts to turn on the left curve before changing the optical axis angles θ _LR and θ _LL of the changed headlamps 2R and 2L to the left. That is, the headlamp 2R, optical axis angle theta _LR of 2L, in a state where theta _LL is changed in a direction opposite to the turning direction, the vehicle 100 headlamps 2R, optical axis angle theta _LR of 2L, the theta _LL Since the vehicle turns in the direction opposite to the direction, the light distribution pattern formed by the headlamps 2R and 2L is shifted from the turning state of the vehicle 100. As a result, the light distribution pattern desired by the driver when the vehicle 100 turns may be formed with a delay.

Further, in a low speed area, there is a possibility that a pedestrian suddenly jumps out on a road, a sudden start of a parked vehicle, and the like, the headlamps 2R and 2L need to illuminate a wide area near the vehicle 100. However, as described above, for example, if the optical axis angles θ _LR and θ _LL of the headlamps 2R and 2L are changed in the same direction as the turning direction, that is, the right direction on the first right curve, the right side of the vicinity of the vehicle is visually recognized. However, the visibility in the vicinity of the vehicle 100 opposite to the turning direction of the vehicle, that is, the left side in the vicinity of the vehicle 100 is deteriorated. Thereby, there exists a possibility that the wide visibility of the vehicle 100 vicinity in a low speed area cannot be ensured.

Therefore, in AFS, as shown in FIG. 17A, for example, when the vehicle 100 travels on a right curve that is a curved road, when the driver rotates the steering wheel in the right direction and the vehicle 100 makes a right turn. Only the right headlamp 2R changes the optical axis angle θ _LR with respect to the straight traveling direction F of the vehicle 100 to the right direction which is the turning direction of the vehicle 100 based on the steering angle θ _S which is the turning angle (in the same figure). ,solid line). On the other hand, as shown in FIG. 17-2, for example, when the vehicle 100 travels on a left curve that is a curved road, when the driver rotates the steering wheel in the left direction and the vehicle 100 makes a left turn, the left head Only the lamp 2L changes the optical axis angle θ _LL with respect to the straight traveling direction F of the vehicle 100 to the left direction that is the turning direction of the vehicle 100 based on the steering angle θ _S that is the turning angle (dotted line in the figure). That is, the light axis angle θ _LR , θ _LL of only the head lamp 2R in the turning direction or the head lamp 2L of the left and right head lamps 2R, 2L is changed, and the light of the head lamp 2L or the head lamp 2R on the opposite side to the turning direction. The shaft angles θ _LL and θ _LR are fixed in the straight traveling direction F of the vehicle 100.

Here, as shown in FIGS. 17A and 17B, when the vehicle 100 is traveling in the low speed area, the optical axis angles θ _LR and θ _LL of the headlamps 2R and 2L are determined by the vehicle 100 being left and right. In any turning direction, a change start timing for starting a change of the optical axis angles θ _LR , θ _LL of the headlamps 2R, 2L based on a predetermined angle turn, that is, the steering angle θ _S , is a change start angle θ1, for example, θ1 = It is common to change the turning direction after 10 ° or more. For example, the headlamps 2R and 2L can be adjusted by handling the driver little by little, for example, correcting the traveling direction of the vehicle 100 when changing from a curved path to a straight path or correcting the traveling direction of the vehicle 100 on the straight path. optical axis angle theta _LR, theta _LL is changed, is for the optical axis angle theta _LR, theta _LL headlamp 2R has changed, inoffensive and fatigue to the driver by the light distribution pattern formed by 2L .

JP 2002-326538 A

The gazing point A, which is a driver's eye, becomes far away as the vehicle speed of the vehicle 100 increases. In particular, when the vehicle 100 traveling in an area such as a highway where the radius of curvature of the curved road is large and there are more straight roads than the curved road and the vehicle 100 travels at a high speed is shown in FIG. As shown in FIG. 3 and FIG. 200-3, the driver's gazing point A is far in the turning direction (right direction in the figure). Here, in the conventional vehicle headlamp system, when the vehicle 100 travels in a high speed area, the vehicle 100 travels in a low speed area where the turning angle when the vehicle 100 turns, that is, the steering angle θ _S is low. It becomes smaller than the case. Therefore, the steering angle θ _S starts to change in the optical axis angles θ _LR and θ _LL of the left and right headlamps 2R and 2L of the vehicle 100 traveling in the high speed area, as in the case where the vehicle 100 travels in the low speed area. If the angle θ1 is not greater than or equal to the angle θ1, the light distribution pattern based on the driver's gazing point when the vehicle 100 traveling in the high-speed area turns by the headlamps 2R and 2L as the light distribution means is used. Since it cannot be formed, there is a problem that the driver's distance visibility cannot be improved. This is because the optical axis angles θ _LR and θ _LL of the headlamps 2R and 2L are low even when the steering angle θ _S is changed by the driver turning the steering wheel when the vehicle 100 traveling in the high speed area turns. Since the change start angle θ1, which is the change start timing in the area, is not greater than or equal to, the vehicle 100 remains fixed in the straight direction. That is, the light distribution pattern formed by the headlamps 2R and 2L is a light distribution pattern based on the vicinity of the vehicle 100 in the straight traveling direction.

  Further, when the vehicle 100 travels on a curved road in the high speed area, the optical axis angle of the light distribution means on the side opposite to the turning direction of the vehicle 100 is set in the same manner as when the vehicle 100 travels on the curved road in the low speed area. When fixed in a straight direction of 100, the high brightness band of the light distribution pattern formed by the light distribution means in the turning direction is located in the turning direction of the vehicle, that is, the driver's gaze point (central visual field), and on the opposite side to this turning direction The high luminous intensity band of the light distribution pattern formed by the light distribution means is positioned in the straight traveling direction F of the vehicle 100. This means that there is a high luminous intensity band of the light distribution pattern formed by the light distribution means on the side opposite to the turning direction in the peripheral visual field (effective visual field) that is different from the driver's gaze point. There is a risk that it will not be determined. On curved roads in high-speed areas, guard rails and concrete walls may be grounded on the shoulders of the road, and the height of the light distribution pattern formed by the light distribution means on the opposite side to the turning direction in this vertically existing building. Intensity bands may be projected. In this case, the high luminous intensity band of the light distribution pattern formed by the light distribution means on the side opposite to the turning direction exists in the peripheral visual field further deviated from the driver's gaze point, and this driver's gaze point is There is also a risk that it will not be determined.

  The present invention has been made in view of the above, and forms a light distribution pattern based on the driver's point of sight when turning a vehicle that travels at least in a high-speed area. It is an object of the present invention to provide a vehicular headlamp system that can be improved.

In order to solve the above-described problems and achieve the object, the present invention provides a light distribution means that is arranged on the left and right with respect to the straight traveling direction of the vehicle and that changes the optical axis angle with respect to the straight traveling direction of the vehicle. An area determination means for determining whether the vehicle is traveling in an area or a high speed area; a curvature calculation means for calculating a curvature of at least one of a road on which the vehicle is traveling or a road on which the vehicle is traveling; and detection A vehicle headlamp system comprising: an optical axis control unit that changes an optical axis angle of the light distribution unit with respect to a straight traveling direction of the vehicle based on the calculated area and the calculated curvature of the road. means, by which is detected area by the area detection means, which vary the change of the optical axis angle of the light distribution means based on the curvature calculated by the curvature calculating means, area determination hand When the area determined by (2) is a high-speed area, the optical axis angles of the light distribution means are changed by the same angle in the turning direction of the vehicle based on the curvature calculated by the curvature calculation means, and the area determination means determines When the optical axis angle of the light distribution means changes by a predetermined angle in the turning direction of the vehicle, the area is arranged in the turning direction of the vehicle based on the curvature calculated by the curvature calculating means. The optical axis angle of one of the light distribution means is changed in the turning direction of the vehicle to a predetermined angle or more, and the optical axis angle of the other light distribution means arranged on the side opposite to the turning direction of the vehicle is changed to a predetermined angle or more. It is characterized by not letting it.

According to this invention, the optical axis control means, the area of the optical axis angle area determination means determines the respective light distribution means is made different by either slow area or high speed area. For example, the change start timing for changing the optical axis angle is different between when the vehicle is traveling in a low speed area and when the vehicle is traveling in a high speed area. That is, when the vehicle is traveling in the high speed area, the curvature at the start of the change of the optical axis angle is made larger than the curvature when the vehicle is traveling in the low speed area. Therefore, even if the turning angle detected by the vehicle turning detection means is small and the curvature of the road on which the vehicle is traveling is large, that is, even if the curvature calculated by the curvature calculation means is large, the optical axis angle of each light distribution means is set. It can be changed in the turning direction. As a result, it is possible to improve the distance visibility of the driver when the vehicle traveling in the high-speed area is turning. Further, according to the present invention, the respective optical axis angles of the light distribution means change in the turning direction of the vehicle with respect to the straight traveling direction of the vehicle, and the light distribution pattern formed by each light distribution means It is formed in the light distribution pattern used as a reference. That is, the high luminous intensity band of the light distribution pattern formed by each light distribution means is located at the driver's point of sight, that is, far away in the turning direction. Also, the light distribution pattern formed by each light distribution means when the vehicle travels on a straight road, and each light distribution in which the respective optical axis angles are changed by the same angle in the turning direction when the vehicle travels on a curved road The light distribution pattern formed by the means hardly changes in the light distribution pattern. As a result, the driver's gazing point is stabilized and the driver's unnecessary gazing point movement can be suppressed, so that the driver's fatigue and tension can be reduced. In addition, since the high luminance band of the light distribution pattern formed by each light distribution means overlaps at the driver's gazing point, when the vehicle turns in the high speed area, the vehicle turns in the same manner as when the vehicle turns in the low speed area. Compared with the case where the optical axis angle of the light distribution means on the side opposite to the turning direction is fixed in the straight traveling direction of the vehicle, it is possible to irradiate far away in the turning direction of the vehicle. Thereby, each light distribution means forms a light distribution pattern based on the driver's gazing point, so that it is possible to further improve the driver's distance visibility when turning the vehicle traveling in the high speed area. . Each light distribution means is designed based on the design. Therefore, the light distribution means may vary in the change width of the optical axis angle from the straight traveling direction of the vehicle to each turning direction depending on the shape and structure based on this design. In other words, even if the optical axis control means changes the optical axis angle of each light distribution means so that the optical axis angle of each light distribution means becomes equal to or greater than a predetermined angle, the light of the light distribution means is controlled by this optical axis control means. In some cases, the axis angle cannot be changed to a desired optical axis angle. However, according to the present invention, when the optical axis angle based on the curvature calculated by the curvature calculating means needs to change the optical axis angle of each light distribution means to a predetermined angle or more, for example, the curvature in the high-speed area is When the vehicle is traveling on a small road or is traveling, the optical axis angle of one light distribution means arranged in the turning direction of the vehicle is changed to a predetermined angle or more and arranged on the side opposite to the turning direction of the vehicle. The optical axis angle of the other light distribution means is not changed more than a predetermined angle. Accordingly, the high luminous intensity band of the light distribution pattern formed by at least one light distribution means is positioned at the driver's point of sight. Thus, it is possible to improve the driver's distance visibility when turning the vehicle traveling in the high-speed area without suppressing the design and design freedom of the light distribution means.

  According to the present invention, in the vehicle headlamp system, when the area in which the vehicle is traveling is a high speed area, the area determination means further selects a low speed area in the high speed area that is a low speed area in the high speed area. The optical axis control means can determine the optical axis angle of the light distribution means based on the curvature calculated by the curvature calculation means when the area determined by the area determination means is a low speed area in the high speed area. The area detected by the area detecting means is changed in the same manner as when the area is a low speed area.

  According to the present invention, when a vehicle travels in a low-speed area in a high-speed area, for example, a service area on an expressway, an interchange, or a congested road, for example, this vehicle The light axis angle of the light distribution means on the opposite side to the turning direction is fixed in the straight traveling direction of the vehicle. Thereby, wide visibility near the vehicle can be ensured in the low speed area in the high speed area.

  The vehicle headlamp system according to the present invention is configured such that each light distribution in the case where the vehicle travels in the low speed area is determined by the optical axis control means based on the change in the optical axis angle of each light distribution unit when the vehicle travels in the high speed area. Different from the change of the optical axis angle of the means, it is possible to improve the driver's distance visibility by forming a light distribution pattern based on the driver's gazing point when turning a vehicle traveling in a high speed area There is an effect that can be done.

  Hereinafter, the present invention will be described in detail with reference to the drawings. The present invention is not limited to the best mode for carrying out the invention. In addition, constituent elements in the following embodiments include those that can be easily assumed by those skilled in the art or those that are substantially the same. In the following description, the low speed area is an area constituted by roads having a small radius of curvature of a curved road and having more curved roads than a straight road and a vehicle traveling at a low speed, for example, an area constituted by a general road in Japan. Say. In addition, the high-speed area is an area composed of roads where the radius of curvature of the curved road is large and there are more straight roads than the curved road and the vehicle travels at high speed, such as highways represented by automobile-only roads in Japan. Refers to the area.

  FIG. 2 is a diagram illustrating a schematic configuration example of the vehicle headlamp system according to the first embodiment. FIG. 3 is a perspective view showing the right headlamp. FIG. 4 is a diagram showing a state in which the left and right headlamps are located at the front position (neutral position). The left headlamp 2L has a structure in which the right headlamp 2R shown in FIG.

  As shown in FIGS. 1 and 2, a vehicle headlamp system 1 according to the present invention includes a right headlamp 2R that is a light distribution means, a left headlamp 2L, and an area determination means that is an area determination means. 36, an optical axis control device 3 having a curvature calculation unit 37 which is a curvature calculation unit, an optical axis control unit 38 which is an optical axis control unit, a steering angle sensor 4 which is a vehicle turning detection unit, and a vehicle 100 It is comprised by the area detection means 5 which detects the area which is drive | working. Reference numeral 6 denotes a headlamp switch for turning on or off the headlamps 2R and 2L based on the will of the driver. Reference numeral 7 denotes a battery that supplies power to the optical axis control device 5 to light the headlamps 2R and 2L. Reference numeral 8 denotes an ignition switch (I / G) for starting or stopping power supply to the optical axis control device 5. Reference numeral 9 denotes a vehicle speed sensor that detects the vehicle speed of the vehicle 100.

  As shown in FIG. 3, the left and right headlamps 2R and 2L are projector type headlamps that form a light distribution pattern for passing. The left and right headlamps 2R and 2L of the projector type include a light source (not shown) such as a discharge lamp, a reflector 21 that reflects light from the light source, and an optical axis ZZ (FIG. 4) that reflects the reflected light from the reflector 21. A projection lens (for example, a condensing lens such as a convex lens) 22 for projecting forward along the reference line) and illuminating the road surface on which the vehicle 100 is traveling, and the projection lens 22 fixed to the reflector 21. The lens holder 23 is supported.

  As shown in FIGS. 1-1 to 4, the left and right headlamps 2 </ b> R and 2 </ b> L are provided with upper and lower support shafts 25 (lower support shafts are not shown) on the front brackets 24 </ b> R and 24 </ b> L of the vehicle 100. And are mounted so as to be rotatable about a substantially vertical rotation axis OO. Further, the brackets 24R and 24L of the left and right headlamps 2R and 2L are provided with motors 26R and 26L such as stepping motors, respectively. Rotating shafts (not shown) of the left and right motors 26R and 26L are connected to lower support shafts (not shown) of the left and right headlamps 2R and 2L via a rotating force transmission means (not shown).

  The left and right motors 26R and 26L rotate the left and right headlamps 2R and 2L to the right or left around the rotation axis OO at an angle based on the curvature by a drive signal output from an optical axis control device 3 described later. . That is, when the left and right motors 26R and 26L rotate, the lower support shafts (not shown) of the headlamps 2R and 2L connected to the rotation shafts (not shown) of the left and right motors 26R and 26L via the rotational force transmitting means. Rotate. As a result, the left and right headlamps 2R and 2L rotate to the right or left about the rotation axis OO.

The optical axis control device 3 is an area determination unit that determines an area in which the vehicle 100 is traveling based on area information output from an area detection sensor 5 described later. Further, it is also a curvature calculating means for calculating the curvature of the road on which the vehicle 100 is traveling (the vehicle 100 travels) based on a steering direction and a steering angle output from a steering angle sensor 4 described later. Furthermore, by outputting drive signals to the left and right motors 26R and 26L via the left and right motor driver circuits 35R and 35L, which will be described later, the optical axis angles θ _LR and θ of the headlamps 2R and 2L with respect to the straight traveling direction F of the vehicle 100 It is also an optical axis control means for changing _LL .

The optical axis control means 3 receives various input signals from sensors attached to various parts of the vehicle 100. Specifically, for example, the steering direction and the steering angle of the vehicle 100 detected by a steering angle sensor 4 described later, area information on the traveling of the vehicle 100 detected by an area detection sensor described later, a headlamp switch 6 described later. ON / OFF of the left and right headlamps 2R, 2L detected by the vehicle speed, the vehicle speed of the vehicle 100 detected by the vehicle speed sensor 9, and the like. These input signals and high-speed area data or low-speed area data (FIG. 6-1) which are the relationship between the curvature in each of the high-speed area and low-speed area stored in the storage unit 43 described later and the optical axis angles of the headlamps 2R and 2L. 2 and FIGS. 9-1 and 2), output signals that are drive signals for changing the optical axis angles θ _LR and θ _LL of the headlamps 2R and 2L with respect to the straight traveling direction F of the vehicle 100 are output.

Specifically, an input / output port (I / O) 31 for inputting and outputting the input signal and output signal, a processing unit 32 having an area determination unit 36, a curvature calculation unit 37, an optical axis control unit 38, and the above The curvature R in each area and the optical axis angles θ _LR and θ _{LL of the} headlamps 2R and 2L are configured by a storage unit 33 for storing data, a power supply circuit 34, and left and right driver circuits 35R and 35L. . The processing unit 32 includes a memory and a CPU (Central Processing Unit), and loads a program based on the operation method of the vehicle headlamp system 1 according to the present invention on the memory and executes the program. An operation method of the vehicle headlamp system 1 may be realized. The storage unit 33 is a non-volatile memory such as a flash memory, a volatile memory such as a ROM (Read Only Memory) that can only be read, or a volatile that can be read and written such as a RAM (Random Access Memory). The memory can be configured by a combination of these. The power supply circuit 43 supplies power for driving the left and right motors 26R and 26L via the processing unit 32 and the left and right motor drive circuits 35R and 35L. The left and right motor drive circuits 35R and 35L drive the left and right motors 26R and 26L based on the optical axis angle signal based on the curvature R output from the optical axis control unit 38 of the processing unit 32, thereby causing the left and right headlamps 2R, A drive signal for rotating 2L is output. In this embodiment, the optical axis control method of the vehicle is realized by the optical axis control device 5, but the present invention is not limited to this. An ECU (Engine Control Unit) (not shown) mounted on the vehicle 100, or You may implement | achieve by the car navigation system 10 mentioned later.

  The steering angle sensor 4 is a vehicle turning detection means for detecting the turning direction and turning angle of the vehicle 100 with respect to the straight traveling direction F of the vehicle 100. The turning direction and turning angle of the vehicle 100 are closely related to the steering angle (the steering angle of the steered wheels). That is, the steering angle sensor 4 detects the turning direction and turning angle of the vehicle 100 from the steering direction and steering angle of a steering handle (not shown) of the vehicle 100. The steering angle sensor 4 outputs the detected steering direction and steering angle to the optical axis control device 3.

  The area detection sensor 5 is an area detection unit that detects area information for the area determination unit 36 of the processing unit 32 of the optical axis control device 5 described later to determine the area in which the vehicle 100 is traveling. . Examples of the area detection sensor 5 include an in-vehicle device and a sign detection device of an automatic toll collection system (ETC). The automatic toll collection system collects tolls between an antenna provided at a toll gate of a toll expressway that is a high speed area and an onboard device mounted on the vehicle 100. When the vehicle-mounted device is mounted on the vehicle 100, whether or not transmission / reception between the vehicle-mounted device and the toll booth antenna is performed is output to the optical axis control device 5 as area information. The area determination unit 36 of the processing unit 32 of the optical axis control device 5 to be described later travels the vehicle 100 depending on the area information output from the vehicle-mounted device, that is, whether transmission / reception has been performed between the vehicle-mounted device and the toll gate antenna. Determine the area you are in.

  Further, the sign detection device detects the color of a sign, particularly a road guide sign, located in front of the road of the traveling vehicle 100. When the sign detection means is attached in front of the vehicle 100, the color of the road guide sign detected by the sign detection device is output to the optical axis control device 5 as area information. The area determination unit 36 of the processing unit 32 of the optical axis control device 5 to be described later is traveling the vehicle 100 based on the area information output from the sign detection device, that is, the color of the road guide sign detected by the sign detection device. Determine the area.

  The headlamp switch 6 is for turning on and off the left and right headlamps 2R and 2L by the driver operating ON and OFF. The headlamp switch 6 outputs to the optical axis control device 3 an ON / OFF signal indicating the intention of the driver to turn on and off the left and right headlamps 2R and 2L.

  Next, an operation method of the vehicle headlamp system 1 according to the first embodiment will be described. FIG. 5 is a flowchart of the operation method of the vehicle headlamp system 1 according to the first embodiment. FIGS. 6A and 6B are diagrams showing high-speed area data which is a relationship between the curvature in the high-speed area and the optical axis angle of the headlamp. FIGS. 7A, 7B, 8A, and 8B are diagrams illustrating a state in which the left and right headlamps are located at the turning position in the high speed area. 9A and 9B are diagrams illustrating low-speed area data that is a relationship between the curvature in the low-speed area and the optical axis angle of the headlamp. 10A and 10B are diagrams illustrating a state in which the left and right headlamps are located at the turning position in the low speed area.

  As shown in the figure, first, when the ignition switch is turned on by the driver, the processing unit 32 of the optical axis control device 5 determines whether or not the headlamp switch 6 is on (step ST101). . Specifically, the processing unit 32 inputs an ON / OFF signal of the headlamp switch 6 output from the headlamp switch 6, and the processing unit 32 detects the head based on the input ON / OFF signal. It is determined whether or not the lamp switch 6 is ON.

Next, when the processing unit 32 determines that the headlamp switch 6 is ON, the area determination unit 36 of the processing unit 32 inputs area information (step ST102). Specifically, the area determination unit 36 inputs the area information of the area where the vehicle 100 is traveling detected by the area detection sensor 5. If the processing unit 32 determines that the headlamp switch 6 is OFF, the optical axis control unit 38 of the processing unit 32 applies to the left and right motor drive circuits 35R and 35L to the vehicle 100 of the headlamps 2R and 2L. The optical axis angle signals are output so that the optical axis angles θ _LR and θ _LL with respect to the straight traveling direction F are 0 °, that is, the straight traveling direction F of the vehicle 100 and the optical axes ZZ of the headlamps 2R and 2L are the same. The left and right motor drive circuits 35R and 35L output drive signals to the left and right motors 26R and 26L based on the optical axis angle signal, and as shown in FIG. 4, the left and right headlamps 2R and 2L are at the front position. Rotate. This is because when the headlamp switch 6 is turned on, the headlamps 2R and 2L are always in the straight direction F (the neutral position as the front position) with respect to the vehicle 100.

  Next, the area determination unit 36 of the processing unit 32 determines whether or not the area in which the vehicle 100 is traveling is a high speed area (step ST103). Specifically, the area determination unit 36 determines whether or not it is a high speed area based on the area information of the area where the vehicle 100 is traveling detected by the area detection sensor 5. For example, when the area detection sensor 5 is the above-described vehicle-mounted device, it is determined how many times the total number of transmissions and receptions between the vehicle-mounted device and the toll gate antenna is. This is because when the vehicle 100 is traveling in a high-speed area, the total number of transmissions / receptions between the vehicle-mounted device and the toll booth antenna is an odd number, and when the vehicle 100 is traveling in a low-speed area, the vehicle-mounted device This is because the total number of times of transmission / reception with the tollgate antenna is 0 or even. In addition, when the area detection sensor 5 is the above-described vehicle-mounted device, the total number of transmissions / receptions between the vehicle-mounted device and the toll booth antenna may be stored in the storage unit 33. When the area detection sensor 5 is a sign detection sensor, it is determined whether or not the color of the road guide sign detected by the area detection sensor 5 is green. This is because, generally, in Japan, the road information sign on a traveling road that is a high-speed area is green, and the road information sign on a general road that is a low-speed area is blue.

Next, when the area determination unit 36 of the processing unit 32 determines that the area where the vehicle 100 is traveling is a high speed area, the area determination unit 36 further determines that the area where the vehicle 100 is traveling is a high speed area. It is determined whether or not it is a low-speed area (step ST104). Specifically, the area determination unit 36 of the processing unit 32 inputs the vehicle speed of the vehicle 100 detected by the vehicle speed sensor 9 and determines whether or not the vehicle speed of the vehicle 100 is a predetermined vehicle speed, for example, 40 km / h or less. to decide. Note that whether or not the area in which the vehicle 100 is traveling is a low-speed area in the high-speed area is not limited only to the vehicle speed of the vehicle 100. For example, when the vehicle speed of the vehicle 100 is equal to or lower than a predetermined vehicle speed and the optical axis angles θ _LR and θ _{LL of the} headlamps 2R and 2L change, the vehicle 100 returns to 0 °, that is, the vehicle 100 travels straight in the direction F and the headlamps 2R and 2L. If the optical axis ZZ of the vehicle is the same, it may be determined whether the area in which the vehicle 100 is traveling is a low speed area in the high speed area. Thereby, the sudden change of the optical axis angles θ _LR and θ _LL of the headlamps 2R and 2L when the vehicle 100 enters the low speed area in the high speed area from the high speed area can be suppressed.

Next, when the area determination unit 36 of the processing unit 32 determines that the area in which the vehicle 100 is traveling is not the low speed area in the high speed area, the curvature calculation unit 37 of the processing unit 32 determines the steering direction, the steering angle, and the figure. The high-speed area data shown in 6-1 to 2 is input (step ST105). Specifically, the area determination unit 36 inputs the turning direction (right turn, left turn) of the vehicle 100 that is the steering direction detected by the steering angle sensor 4 and the turning angle of the vehicle 100 that is the steering angle. In addition, the area determination unit 36 inputs high-speed area data which is a relationship between the curvature R in the high-speed area stored in the storage unit 33 and the optical axis angles θ _LR and θ _LL of the headlamps 2R and 2L.

  Next, the curvature calculation unit 37 of the processing unit 32 calculates the curvature R of the curved road that is the road on which the vehicle 100 is traveling based on the input steering direction and steering angle (step ST106). Here, the steering angle and the curvature R of the curved road on which the vehicle 100 is traveling are in an inversely proportional relationship. Therefore, if the steering angle is large, the curvature R of the curved road on which the vehicle 100 is traveling is small. Note that the vehicle 100 may be steered (understeer, oversteer), and the curvature R of the actual curved path on which the vehicle 100 is traveling may be different even at the same steering angle. In this case, the curvature R may be calculated in consideration of the vehicle speed of the vehicle 100 detected by the vehicle speed sensor 9. That is, when the vehicle speed of the vehicle 100 is high, it correct | amends so that the calculated curvature R may become large.

Next, the optical axis control unit 38 of the processing unit 32 determines whether or not the calculated curvature R is equal to or less than the change start curvature RA based on the input high-speed area data (step ST107). That is, the optical axis control unit 38 determines whether or not the calculated curvature R is a change timing for starting the change of the optical axis angles θ _LR and θ _LL with respect to the straight traveling direction F of the headlamps 2R and 2L. To do. This change start curvature RA is a curvature R larger than the change start curvature RC in the low speed area data shown in FIGS. That is, the change start timing for changing the optical axis angle is different between the case where the vehicle 100 is traveling in the low speed area and the case where the vehicle 100 is traveling in the high speed area. Therefore, the turning angle that is the steering angle detected by the steering angle sensor 4 that is the vehicle turning detection means is small, and the curvature R of the road on which the vehicle 100 is traveling is large, that is, by the curvature calculating unit 37 that is the curvature calculating means. Even if the calculated curvature R is large, the optical axis angles θ _LR and θ _LL of the headlamps 2R and 2L, which are the respective light distribution means, can be changed in the turning direction of the vehicle 100. If the calculated curvature R of the processing unit 32 determines that the calculated curvature R is not less than or equal to the change start curvature RA, that is, the turning angle of the vehicle 100 is the light of the headlamps 2R and 2L with respect to the straight traveling direction F of the vehicle 100. When it is determined that it is not necessary to change the shaft angles θ _LR and θ _LL , the above steps ST101 to ST107 are repeated until the calculated curvature R becomes equal to or less than the change start curvature RA.

Next, when the optical axis control unit 38 of the processing unit 32 determines that the calculated curvature R is equal to or less than the change start curvature RA, the optical axis control unit 38 determines whether the calculated curvature R is equal to or greater than a predetermined curvature RB. (Step ST108). Here, the predetermined curvature RB drives the motors 26R and 26L based on the curvature R calculated by the optical axis control unit 38, which is an optical axis control means, to move the headlamps 2R and 2L with respect to the straight traveling direction F of the vehicle 100. Even if the optical axis angles θ _LR and θ _LL are to be changed, the optical axis angle θ _LR or the optical axis angle θ _LL of the headlamp 2R or the headlamp 2L opposite to the turning direction of the vehicle 100 may be changed. An angle that cannot be done. The headlamps 2R and 2L are designed based on the design, and the structure and shape thereof are determined. In general, in the headlamp 2R, the change width is smaller when the optical axis angle θ _LR is changed to the left side than when the optical axis angle θ _LR is changed to the right side with respect to the straight traveling direction F of the vehicle 100. Further, in the headlamp 2L, the change width is smaller when the optical axis angle θ _LL is changed to the right than when the optical axis angle θ _LL is changed to the left with respect to the straight traveling direction F of the vehicle 100. That is, the optical axis angles θ _LR and θ _LL of the headlamps 2R and 2L with respect to the straight traveling direction F of the vehicle 100 are smaller than the change width that changes the inside of the vehicle 100 to the outside of the vehicle 100. is there.

Next, when the optical axis control unit 38 of the processing unit 32 determines that the calculated curvature R is equal to or less than the predetermined curvature RB, the headlamps 2R and 2L are turned in the turning direction of the vehicle 100 based on the calculated curvature R. That is, the steering angle sensor 4 is rotated by the same angle in the steering direction (step ST109). Specifically, first, the optical axis control unit 38 calculates the headlamp based on the curvature R of the road that is the road on which the vehicle 100 travels calculated by the curvature selection unit 37 and the high-speed area data. Optical axis angles θ _LR and θ _LL with respect to the straight traveling direction F of the vehicle 100 of 2R and 2L are determined. Here, as shown in FIGS. 6A and 6B, when the calculated curvature R is equal to or less than the change start curvature RA and equal to or greater than the predetermined curvature RB, the optical axis angles θ _LR and θ _{LL to be changed} are in the same direction. And the same angle. Next, the optical axis processing unit 38 determines the optical axis angles θ _LR and θ _LL determined by the left and right motor drive circuits 35R and 35L via the left and right motor driver circuits 35R and 35L, that is, the straight traveling direction F of the vehicle 100. Optical axis angle signals are output so that the optical axes ZZ of the headlamps 2R and 2L are in the same direction and at the same angle. The left and right motor drive circuits 35R and 35L output drive signals to the left and right motors 26R and 26L based on the optical axis angle signal, and as shown in FIGS. The left and right headlamps 2R, 2L are rotated by the same angle in the same direction as the turning direction (right direction, left direction) according to the turning and the left turning).

  FIGS. 11-1 and 2 are diagrams illustrating a light distribution pattern (right curve R = 300 m) by a conventional vehicle headlamp system. Moreover, FIG. 11-3 is a figure which shows the vehicle front illumination range (right curve R = 300m) by the conventional vehicle headlamp system. FIGS. 12-1 and 2 are diagrams showing a light distribution pattern (right curve R = 300 m) by the vehicle headlamp system according to the present invention. FIG. 12-3 is a diagram showing a vehicle front illumination range (right curve R = 300 m) according to the present invention. FIGS. 13-1 and 2 are diagrams showing a light distribution pattern (right curve R = 500 m) by a conventional vehicle headlamp system. Moreover, FIG. 13-3 is a figure which shows the vehicle front illumination range (right curve R = 500m) by the conventional vehicle headlamp system. FIGS. 14-1 and 2 are diagrams illustrating a light distribution pattern (right curve R = 500 m) by a conventional vehicle headlamp system. Moreover, FIG. 14-3 is a figure which shows the vehicle front illumination range (right curve R = 500m) by the conventional vehicle headlamp system. In FIGS. 11-1, 2-1, 12-1-2, FIGS. 13-1-2, and FIGS. 14-1-2, the light intensity is represented by shading. Moreover, in FIG. 11-3, FIG. 12-3, FIG. 13-3, and FIG. 14-3, illuminance is represented by shading, and it is assumed that illuminance is so high that it becomes dark. Reference numeral 110 denotes a road (curved road) on which the vehicle 100 is traveling, 111 is a lane in which the vehicle 100 is traveling, and 112 is a lane adjacent to the lane in which the vehicle 100 is traveling. V is a vertical line and H is a horizontal line.

As shown in FIGS. 11-1 and 13-1, the optical axis angles θ _LR and θ _LL of the headlamps 2R and 2L with respect to the straight traveling direction F of the vehicle 100 are changed by a conventional vehicle headlight system. For example, when the vehicle 100 makes a right turn, when only the optical axis angle θ _LR of the headlamp 2R in the turning direction is changed in the turning direction, this is based on the gazing point A of the driver of the vehicle 100. A light distribution pattern is formed by the headlamp 2R. That is, the high luminance band B1 of the light distribution pattern formed by the headlamp 2R is located at the driver's point of sight A. On the other hand, since the optical axis angle θ _LL of the headlamp 2L opposite to the turning direction does not change, the high brightness band B2 of the light distribution pattern formed by the headlamp 2L is located in the vicinity of the driver's gazing point A. Will be. As shown in these figures, the right curve R = 300 m is 8 °, and the right curve R = 500 is 6 °. In particular, when the vehicle 100 travels on a curved road with a large curvature, the high-intensity zone B2 is closer to the driver's gazing point A. As described above, the high luminance band B2 exists in the straight direction F of the vehicle 100, that is, in the peripheral visual field (effective visual field) deviated from the driver's gazing point A, and there is a possibility that the gazing point A of the driver may not be determined. there were.

However, as shown in FIGS. 12-1 and 12-2 and FIGS. 14-1 and 2, the vehicle headlamp system 1 according to the present invention allows the headlamps 2R and 2L to have an optical axis angle θ with respect to the straight traveling direction F of the vehicle 100. _{When LR} and θ _LL are changed at the same angle in the same direction as the turning direction of the vehicle 100, a light distribution pattern is formed by the headlamps 2R and 2L based on the gazing point A of the driver of the vehicle 100. . That is, the high luminous intensity band B2 of the light distribution pattern formed by the headlamp 2L is also positioned in the driver's gazing point A, that is, in the turning direction of the vehicle 100. In addition, the light distribution pattern formed by the headlamps 2R and 2L when the vehicle 100 travels on a straight path and the optical axis angles θ _LR and θ _LL when the vehicle 100 travels on a curved path are set to The light distribution pattern formed by the headlamps 2R and 2L changed by the same angle in the same direction as the turning direction hardly changes the light distribution pattern. As a result, the driver's gazing point is stabilized and the driver's unnecessary gazing point movement can be suppressed, so that the driver's fatigue and tension can be reduced.

  In addition, as described above, in the conventional vehicle headlight system, when the vehicle 100 is turning, one headlamp 2R has the high luminance band B1 positioned in the driver's point of sight A, that is, the turning direction of the vehicle 100. The other headlamp 2L illuminates far away in the straight traveling direction F of the vehicle 100 because the high luminance band B2 is located in the straight forward direction F of the vehicle 100. . Accordingly, as shown in FIGS. 11-3 and 13-3, it is difficult to irradiate the vehicle 100 where the driver's gazing point A is located in the turning direction.

  However, in the vehicle head system 1 according to the present invention, when the vehicle 100 turns, the high-intensity bands B1 and B2 of both the headlamps 2R and 2L are positioned in the driver's point of interest A, that is, in the turning direction of the vehicle 100. Therefore, it is possible to illuminate far away in the turning direction of the vehicle 100. Therefore, as shown in FIGS. 12-3 and 14-3, the distance in the turning direction of the vehicle 100 where the driver's gazing point A is positioned can be illuminated more brightly.

Next, when the optical axis control unit 38 of the processing unit 32 determines that the calculated curvature R is not less than or equal to the predetermined curvature RB, the headlamp 2R or the headlamp 2L in the turning direction of the vehicle 100 is based on the calculated curvature R. Thus, the vehicle 100 is rotated in the turning direction, that is, the steering direction of the steering angle sensor 4. Further, the headlamp 2L or the headlamp 2R in the turning direction of the vehicle 100 is rotated in the turning direction of the vehicle 100 based on the predetermined curvature RB (step ST110). Specifically, first, the optical axis control unit 38 determines the vehicle 100 based on the curvature R of the road, which is the road on which the vehicle 100 is traveling, calculated by the curvature selection unit 37 and the high-speed area data. The optical axis angle θ _LR or the optical axis angle θ _LL of the headlamp 2R in the turning direction or the straight direction F of the headlamp 2L with respect to the vehicle 100 is determined. Here, as shown in FIGS. 6A and 6B, when the calculated curvature R is equal to or less than the processing curvature RB, the optical axis angle θ _LR or the optical axis angle θ _{LL to be changed} is a predetermined angle. Next, the optical axis control unit 38, based on the predetermined curvature RB and the high speed area data, the optical axis angle θ _{LL of the} headlamp 2L or 2R opposite to the turning direction of the vehicle 100 with respect to the straight traveling direction F of the vehicle 100. Or the optical axis angle θ _LR is determined. Next, the optical axis processing unit 38 passes the left and right motor driver circuits 35R and 35L to the left and right motor drive circuits 35R and 35L so that the optical axis angles θ _LR and θ _LL are the optical axis angles determined as described above. Output a signal. The left and right motor drive circuits 35R and 35L output drive signals to the left and right motors 26R and 26L based on the respective optical axis angle signals, and as shown in FIGS. The headlamp 2R in the turning direction or the optical axis angle θ _LR of the headlamp 2L or the optical axis angle _θLL in the direction opposite to the turning direction according to the turning direction of the headlamp 2R or the headlamp 2R. It is rotated so as to be larger than the optical axis angle θ _LL or the optical axis angle θ _LR .

As described above, the optical axis angle theta _LR based on the curvature R calculated by the curvature calculating section 37 is the curvature calculating means, theta _LL headlamp 2R is the light distribution means, 2L of the optical axis angle theta _LR, When θ _LL needs to be changed to a predetermined angle RB or more, for example, when the vehicle 100 is traveling on a road having a small curvature R in the high-speed area, the vehicle 100 is arranged in the turning direction. The headlamp 2R or the headlamp 2L, which is the light distribution means, is arranged on the side opposite to the turning direction of the vehicle 100 by changing the optical axis angle θ _LR or the optical axis angle θ _LL of the head lamp 2L to a predetermined angle RB or more. The optical axis angle optical axis angle θ _LL or the optical axis angle θ _LR of the headlamp 2L or the headlamp 2R, which is the other light distribution means, is not changed to a predetermined angle RB or more. Accordingly, the high luminous intensity band of the light distribution pattern formed by the headlamp 2R or the headlamp 2L, which is at least one of the light distribution means, is positioned at the driver's gazing point A. Accordingly, it is possible to improve the driver's distance visibility when turning the vehicle 100 traveling in the high-speed area without suppressing the design and design freedom of the headlamps 2R and 2L that are the light distribution means. .

Next, when the area determination unit 36 of the processing unit 32 determines that the area in which the vehicle 100 is traveling is not a high speed area, the curvature calculation unit 37 of the processing unit 32 determines the steering direction, the steering angle, and FIG. The low-speed area data shown in -2 is input (step ST111). Specifically, the area determination unit 36 inputs the turning direction (right turn, left turn) of the vehicle 100 that is the steering direction detected by the steering angle sensor 4 and the turning angle of the vehicle 100 that is the steering angle. Further, the area determination unit 36 inputs low speed area data which is a relationship between the curvature R in the low speed area stored in the storage unit 33 and the optical axis angles θ _LR and θ _LL of the headlamps 2R and 2L.

  Next, the curvature calculation unit 37 of the processing unit 32 calculates the curvature R of the curved road that is the road on which the vehicle 100 is traveling based on the input steering direction and steering angle (step ST112).

Next, the optical axis control unit 38 of the processing unit 32 determines whether or not the calculated curvature R is equal to or less than the change start curvature RC based on the input low speed area data (step ST113). That is, the optical axis control unit 38 determines whether or not the calculated curvature R is a change timing for starting the change of the optical axis angles θ _LR and θ _LL with respect to the straight traveling direction F of the headlamps 2R and 2L. To do. This change start curvature RA is smaller than the change start curvature RA in the high-speed area data shown in FIGS. For example, the headlamps 2R and 2L can be adjusted by handling the driver little by little, for example, correcting the traveling direction of the vehicle 100 when changing from a curved path to a straight path or correcting the traveling direction of the vehicle 100 on the straight path. optical axis angle theta _LR, theta _LL is changed, is for the optical axis angle theta _LR, theta _LL headlamp 2R has changed, inoffensive and fatigue to the driver by the light distribution pattern formed by 2L .

Next, when the optical axis control unit 38 of the processing unit 32 determines that the calculated curvature R is equal to or less than the change start curvature RC, the calculated curvature of the headlamp 2R or the headlamp 2L in the turning direction of the vehicle 100 is calculated. Based on R, the vehicle 100 is rotated in the turning direction, that is, the steering direction of the steering angle sensor 4 (step ST114). Specifically, first, the optical axis control unit 38 is based on the curvature R of the road, which is the road on which the vehicle 100 is running, calculated by the curvature selection unit 37 and the low speed area data. The optical axis angle θ _LR or the optical axis angle θ _LL of the headlamp 2R or 2L in the turning direction with respect to the straight traveling direction F of the vehicle 100 is determined. As shown in FIGS. 9-1 and 2, the optical axis angle θ _LL or the optical axis angle θ _LR of the headlamp 2L on the side opposite to the turning direction of the vehicle 100 or the straight traveling direction F of the vehicle 100 of the vehicle 100 is 0 °.

Next, the optical axis processing unit 38 has a motor driver circuit 35R in the same direction as the turning direction of the vehicle 100, or a motor driving circuit 35R in the same direction as the turning direction of the vehicle 100 or a motor driving circuit via the motor driver circuit 35L. The optical axis angle signal is output so that the optical axis angle θ _LR or the optical axis angle θ _LL determined as described above becomes 35 L. The motor drive circuit 35R or motor drive circuit 35L in the same direction as the turning direction of the vehicle 100 outputs a drive signal to the motor 26R or motor 26L in the same direction as the turning direction of the vehicle 100 based on the optical axis angle signal. 10-2, depending on the turning direction (right turn, left turn) of the vehicle 100, the head axis 2R in the turning direction or the optical axis angle θ _LR of the head lamp 2L, or the optical axis angle. The headlamp 2R in the turning direction or the headlamp 2L is rotated according to θ _LL . Further, the headlamp 2L or the headlamp 2R opposite to the turning direction has its optical axis ZZ kept the same as the straight traveling direction F of the vehicle 100. When the calculated curvature R of the processing unit 32 determines that the calculated curvature R is not less than or equal to the change start curvature RC, that is, the turning angle of the vehicle 100 is the light of the headlamps 2R and 2L with respect to the straight traveling direction F of the vehicle 100. When it is determined that it is not necessary to change the shaft angles θ _LR and θ _LL , the above steps ST101 to ST113 are repeated until the calculated curvature R becomes equal to or less than the change start curvature RC.

Next, when the area determination unit 36 of the processing unit 32 determines that the area in which the vehicle 100 is traveling is a low-speed area in the high-speed area, the process from step ST111 to step ST114 is processed. That is, when the area in which the vehicle 100 is traveling is a low-speed area in the high-speed area, the area in which the vehicle 100 is traveling in the optical axis angles θ _LR and θ _LL of the headlamps 2R and 2L is a low-speed area. To be the same. This is because, for example, when the vehicle 100 travels on a service area or interchange on a highway, a congested road, or the like, the optical axis angle light of the headlamp 2R or the headlamp 2L opposite to the turning direction of the vehicle 100 The axis angle θ _LR or the optical axis angle θ _LL is fixed in the straight traveling direction F of the vehicle 100. Thereby, wide visibility near the vehicle 100 can be ensured in the low speed area in the high speed area.

  FIG. 15 is a diagram illustrating a schematic configuration example of the vehicle headlamp system according to the second embodiment. The vehicle headlamp system 1 'according to the second embodiment shown in the figure is different from the vehicle headlamp system 1 according to the first embodiment shown in FIG. Instead of the area detection sensor 5 which is an area detection means, a car navigation system 10 which is a vehicle current position detection means and a road shape detection means is provided.

  The car navigation system 10 is connected to the input / output port 31 of the optical axis control device 3. The road shape in which the vehicle 100 travels on the optical axis control device 3, the current position of the vehicle 100, and the area in which the vehicle 100 travels. Input / output port (I / O) 11 for outputting the area information, calculation of the current position of the vehicle 100, the road shape of the road on which the vehicle 100 travels, and the route from the current position of the vehicle 100 to the target position A driver operates a processing unit 12 that searches for a map, a storage unit 13 that stores map data 13a and the like, an antenna unit 14 that receives position information from satellites that constitute a GPS (Global Positioning System), and the like. Thus, an operation unit 15 for inputting various instruction data to the processing unit 12 via the input / output port 11 and a speaker 16 for outputting various guidance voices via the input / output port 11. And a display unit 17 that displays the current position of the host vehicle and the shape of the road on which the vehicle 100 travels via the input / output port 11. In addition, since the structure of the process part 12 and the memory | storage part 13 is a structure substantially the same as the said optical axis control apparatus 3, the description is abbreviate | omitted. Further, the map data 13a may be stored in the storage unit 13 or may be recorded on a recording medium such as a CD-ROM or a DVD and read into the processing unit 12 through the input / output port 11 as appropriate. Further, the calculation of the current position of the vehicle 100 by the processing unit 12 is not limited to the case where the calculation is performed based only on the position information received by the antenna unit 14, and the vehicle headlamp system 1 according to the second embodiment is based on this position information. A vehicle speed sensor may be provided at ', and the measurement may be performed based on the vehicle speed detected by the vehicle speed sensor and a gyroscope mounted on the car navigation system 10.

  The navigation system 10 is basically used when the vehicle 100 performs navigation travel from a current position to a destination position, that is, from a current position to a destination based on an address, a telephone number, a facility name, and the like. Specifically, the driver operates the operation unit 15 and inputs a destination. The instruction data based on the input destination is input to the processing unit 12. Next, the processing unit 12 calculates the current position of the vehicle 100 from the position information received by the antenna unit 14, and reads the map data 13 a stored in the storage unit 13. Next, the processing unit 12 searches for an optimal route from the current position of the vehicle 100 and the map data 13a to the target position. Here, the processing unit 12 can also search for the optimum route in consideration of the traffic information received by the antenna unit 14, that is, the congestion state of the road on which the vehicle 100 is traveling and its surrounding roads. Then, the processing unit 12 outputs to the display unit 17 the road shape on which the vehicle travels based on the current position data of the vehicle 100 and the searched route via the input / output port 11. The display unit 17 displays the road shape on which the vehicle 100 travels based on the current position data of the vehicle 100 and the searched route. Further, the processing unit 12 appropriately outputs a guidance voice from the speaker 16 based on the searched route.

  The car navigation system 10 detects a road shape when the vehicle 100 travels based on the current position of the vehicle 100 calculated based on the position information received by the antenna unit 14 and the map data 13 a stored in the storage unit 13. Current position detecting means and road shape detecting means. Therefore, the car navigation system 10 has a function as an area detecting means by the current position detecting means and the road shape detecting means.

  Next, an operation method of the vehicle headlamp system 1 'according to the second embodiment will be described. FIG. 16 is a diagram illustrating a flowchart of the operation method of the vehicle headlamp system 1 according to the second embodiment. The basic configuration of the operation method of the vehicle headlamp system 1 'according to the second embodiment shown in the figure is the same as the basic operation method of the vehicle headlamp system 1 according to the first embodiment shown in FIG. Since it is substantially the same as the configuration, the description will be omitted.

  As shown in the figure, first, when the ignition switch is turned on by the driver, the processing unit 32 of the optical axis control device 5 determines whether or not the headlamp switch 6 is on (step ST201). . Next, when the processing unit 32 determines that the headlamp switch 6 is ON, the area determination unit 36 of the processing unit 32 inputs the current position of the vehicle 100 and the road shape on which the vehicle 100 travels (step ST202). ). Specifically, the area determination unit 36 inputs the current position of the vehicle 100 output from the car navigation system 10 and the road shape on which the vehicle 100 travels. When the processing unit 32 determines that the headlamp switch 6 is OFF, the optical axis control unit 38 of the processing unit 32 has the left and right headlamps 2R and 2L at the front position as shown in FIG. Rotate.

  Next, the area determination unit 36 of the processing unit 32 determines whether or not the area in which the vehicle 100 is traveling is a high speed area (step ST203). Specifically, the area determination unit 36 determines whether or not it is a high-speed area based on the current position of the vehicle 100 output from the car navigation system 10 and the shape of the road on which the vehicle 100 travels. The current position of the vehicle 100 is calculated from position information received by the antenna unit 14 of the car navigation system 10. The road shape on which the vehicle 100 travels is set based on the map data stored in the storage unit 13. Specifically, the area determination unit 36 determines where the current position of the vehicle 100 is located in the map data 13a. For example, when the current position of the vehicle 100 is located on a highway in the map data 13a, it is determined that the vehicle 100 is traveling on a highway area, and is located on a general road in the map data 13a. Determines that the vehicle 100 is traveling in a low speed area.

  Next, when the area determination unit 36 of the processing unit 32 determines that the area where the vehicle 100 is traveling is a high speed area, the area determination unit 36 further determines that the area where the vehicle 100 is traveling is a high speed area. It is determined whether or not it is a low-speed area (step ST204). Specifically, it is determined whether or not the vehicle is a high-speed area based on the current position of the vehicle 100 output from the car navigation system 10 and the shape of the road on which the vehicle 100 travels, as described above. For example, when the current position of the vehicle 100 is located on a highway service area or an interchange in the map data 13a, it is determined that the vehicle 100 is traveling in a low speed area in the high speed area. In addition, when a highway that is congested is included as a low-speed area in the high-speed area, the current position of the vehicle 100, the map data 13a, and the FM multiplexing that constitutes the road traffic information communication system received by the antenna unit 14 The determination may be made based on traffic information (congestion information) from broadcasting, optical beacons, radio beacons and the like.

  Next, when the area determination unit 36 of the processing unit 32 determines that the area in which the vehicle 100 is traveling is not a low-speed area in the high-speed area, the curvature calculation unit 37 of the processing unit 32 changes to FIGS. The high-speed area data shown is input (step ST205). Next, the curvature calculation unit 37 of the processing unit 32 calculates the curvature R of the curved road that is the road on which the vehicle 100 travels based on the input current position of the vehicle 100 and the road shape on which the vehicle 100 travels ( Step ST206). Specifically, the road shape on which the vehicle 100 will travel from the current position of the vehicle 100 output from the car navigation system 10 is determined, and the curvature R of the road on which the vehicle 100 will travel from the road shape on which the vehicle 100 will travel. Is calculated.

Next, the optical axis control unit 38 of the processing unit 32 determines whether or not the calculated curvature R is equal to or less than the change start curvature RA based on the input high-speed area data (step ST207). That is, the optical axis control unit 38 determines whether or not the calculated curvature R is a change timing for starting the change of the optical axis angles θ _LR and θ _LL with respect to the straight traveling direction F of the headlamps 2R and 2L. To do. If the calculated curvature R of the processing unit 32 determines that the calculated curvature R is not less than or equal to the change start curvature RA, that is, the turning angle of the vehicle 100 is the light of the headlamps 2R and 2L with respect to the straight traveling direction F of the vehicle 100. When it is determined that it is not necessary to change the shaft angles θ _LR and θ _LL , the above steps ST201 to ST207 are repeated until the calculated curvature R becomes equal to or less than the change start curvature RA.

Next, when the optical axis control unit 38 of the processing unit 32 determines that the calculated curvature R is equal to or less than the change start curvature RA, the optical axis control unit 38 determines whether the calculated curvature R is equal to or greater than a predetermined curvature RB. (Step ST208). Next, when the optical axis control unit 38 of the processing unit 32 determines that the calculated curvature R is equal to or less than the predetermined curvature RB, the headlamps 2R and 2L are turned in the turning direction of the vehicle 100 based on the calculated curvature R. To the same angle (step ST209). Specifically, first, the optical axis control unit 38 calculates the headlamp 2R, based on the curvature R of the road that is the road on which the vehicle 100 travels calculated by the curvature selection unit 37 and the high-speed area data. The optical axis angles θ _LR and θ _LL with respect to the straight traveling direction F of the 2L vehicle 100 are determined. Next, based on the input current position of the vehicle 100 and a vehicle speed detected by a vehicle speed sensor (not shown), or based on the current position of the vehicle 100 output from the car navigation system 10 again, the vehicle 100 is It is determined that the vehicle has entered the curved path having the calculated curvature R. Next, as shown in FIGS. 7A and 7B, the optical axis processing unit 38 turns the vehicle 100 in the turning direction (right-handed rotation) via the left and right motor driver circuits 35R and 35L and the left and right motor drive circuits 35R and 35L. The left and right headlamps 2R, 2L are rotated by the same angle in the same direction (right direction, left direction) as the turning direction.

Next, when the optical axis control unit 38 of the processing unit 32 determines that the calculated curvature R is not less than or equal to the predetermined curvature RB, the headlamp 2R or the headlamp 2L in the turning direction of the vehicle 100 is based on the calculated curvature R. Thus, the vehicle 100 is rotated in the turning direction, that is, the steering direction of the steering angle sensor 4. Further, the headlamp 2L or the headlamp 2R in the turning direction of the vehicle 100 is rotated in the turning direction of the vehicle 100 based on the predetermined curvature RB (step ST210). In the same manner as described above, it is determined that the vehicle 100 has entered the curved path having the calculated curvature R, and the figure is shown via the left and right motor driver circuits 35R and 35L and the left and right motor drive circuits 35R and 35L. As shown in 8-1 to 2, the optical axis angle θ _LR or the optical axis angle θ _{LL of the} headlamp 2R in the turning direction or the headlamp 2L depending on the turning direction (right turn, left turn) of the vehicle 100. Is rotated to be larger than the optical axis angle θ _LL or the optical axis angle θ _LR than the head lamp 2L or the head lamp 2R opposite to the turning direction.

  Next, when the area determination unit 36 of the processing unit 32 determines that the area in which the vehicle 100 is traveling is not a high speed area, the curvature calculation unit 37 of the processing unit 32 displays the low speed area shown in FIGS. Data is input (step ST211). Next, the curvature calculation unit 37 of the processing unit 32 calculates the curvature R of the curved road that is the road on which the vehicle 100 travels based on the input current position of the vehicle 100 and the shape of the road on which the vehicle 100 travels (step S32). ST212).

Next, the optical axis control unit 38 of the processing unit 32 determines whether or not the calculated curvature R is equal to or less than the change start curvature RC based on the input low speed area data (step ST213). That is, the optical axis control unit 38 determines whether or not the calculated curvature R is a change timing for starting the change of the optical axis angles θ _LR and θ _LL with respect to the straight traveling direction F of the headlamps 2R and 2L. To do. Next, when the optical axis control unit 38 of the processing unit 32 determines that the calculated curvature R is equal to or less than the change start curvature RC, the calculated curvature R of the headlamp 2R or the headlamp 2L in the turning direction of the vehicle 100 is calculated. Is rotated in the turning direction of the vehicle 100 (step ST214). Specifically, first, the optical axis control unit 38 is based on the curvature R of the road, which is the road on which the vehicle 100 is running, calculated by the curvature selection unit 37 and the low speed area data. The optical axis angle θ _LR or the optical axis angle θ _LL with respect to the straight traveling direction F of the vehicle 100 of the headlamp 2R or 2L in the turning direction is determined. Next, based on the input current position of the vehicle 100 and a vehicle speed detected by a vehicle speed sensor (not shown), or based on the current position of the vehicle 100 output from the car navigation system 10 again, the vehicle 100 is It is determined that the vehicle has entered the curved path having the calculated curvature R.

Next, the optical axis processing unit 38, as shown in FIGS. 10-1 and 2-2, via the motor driver circuit 35R in the same direction as the turning direction of the vehicle 100, or the motor driver circuit 35L and the motor 26R, or the motor 26L. , the turning direction (right turn, left turn) of the vehicle 100 turning direction such that the turning direction of the headlamp 2R, or optical axis angle theta _LR headlamp 2L, or an optical axis angle theta _LL predetermined angle is changed according to the The headlamp 2R or the headlamp 2L is rotated. Further, the headlamp 2L or the headlamp 2R opposite to the turning direction has its optical axis ZZ kept the same as the straight traveling direction F of the vehicle 100. When the calculated curvature R of the processing unit 32 determines that the calculated curvature R is not less than or equal to the change start curvature RC, that is, the turning angle of the vehicle 100 is the light of the headlamps 2R and 2L with respect to the straight traveling direction F of the vehicle 100. When it is determined that it is not necessary to change the shaft angles θ _LR and θ _LL , the above steps ST201 to ST213 are repeated until the calculated curvature R becomes equal to or less than the change start curvature RC. Further, when the area determination unit 36 of the processing unit 32 determines that the area in which the vehicle 100 is traveling is the low speed area in the high speed area, the process from step ST111 to step ST114 is processed.

As described above, according to the vehicle headlamp system 1 ′ according to the second embodiment, when the vehicle 100 travels on a road in either the low speed area or the high speed area, the road on which the actual vehicle 100 travels from now on. Is calculated in advance by a curvature calculator 37 which is a curvature calculator. That is, in this vehicle headlamp system 1 ′, the curvature calculation unit 37 uses the curvature calculation unit 37 based on the turning direction and turning angle of the road on which the vehicle 100 is detected, which is detected by the steering angle sensor 4 that is a vehicle turning detection unit. Compared with the case where the curvature of the road on which the vehicle 100 is traveling is obtained, the current position of the vehicle 100 detected by the car navigation system 10 as the vehicle current position detection means and the road shape detection means, and the road shape on which the vehicle 100 travels. The curvature R of the road on which the vehicle 100 will actually travel is obtained by the curvature calculation hand 37 based on the above. Therefore, the optical axis control unit 38 that is the optical axis control means determines the optical axis angles θ of the headlamps 2R and 2L that are the respective light distribution means based on the curvature R of the road on which the vehicle 100 will actually travel. Change _LR and θ _LL . Thereby, the delay of the change of the optical axis angles θ _LR and θ _LL of the headlamps 2R and 2L with respect to the turning of the vehicle 100 can be suppressed, and the driver's discomfort and fatigue can be reduced. Further, since changes in the optical axis angles θ _LR and θ _LL of the headlamps 2R and 2L due to individual differences among drivers can be suppressed, safety can be improved.

  In the second embodiment, the curvature calculation unit 37 of the processing unit 32 is based on the current position of the vehicle 100 output from the car navigation system 10 and the road shape on which the vehicle 100 travels. Although the curvature R of the curved road is calculated, it is not limited to this. For example, the car navigation system 10 outputs the current position of the vehicle 100 and the road shape of the current position of the vehicle 100, and the curvature calculation unit 37 of the processing unit 32 calculates the current position of the vehicle 100 and the current position of the vehicle 100. The curvature R of the curved road that is the road on which the vehicle 100 is currently traveling may be calculated based on the road shape.

Moreover, you may match | combine the structure of the vehicle headlamp systems 1 and 1 'concerning the said Example 1 and Example 2. FIG. That is, the curvature calculation unit 37 of the processing unit 32 calculates the curvature R of a curved road that is a road on which the vehicle 100 is traveling based on the turning direction and turning angle of the vehicle 100 detected by the steering angle sensor 4. The curvature R of the curved road that is the road on which the vehicle 100 travels may be calculated based on the current position of the vehicle 100 output from the car navigation system 10 and the shape of the road on which the vehicle 100 travels. In this case, first, the optical axis angles θ _LR and θ _LL of the headlamps 2R and 2L are changed based on the calculated curvature R of the curved road on which the vehicle 100 travels. The change in the optical axis angles θ _LR and θ _LL of the headlamps 2R and 2L due to the curvature R of the road on which the vehicle 100 travels is calculated based on the curvature R of the curved road that is the road on which the vehicle 100 travels. headlamp 2R, optical axis angle theta _LR of 2L, if different from the change in the theta _LL is headlamp 2R by the curvature R of the road on which the vehicle 100 is running, the optical axis angle theta _LR of 2L, the change in the theta _LL You may make it correct.

  As described above, the vehicle headlamp system according to the present invention is useful for changing the optical axis angle of the light distribution means with respect to the straight traveling direction of the vehicle in accordance with the curvature of the road on which the vehicle travels. It is suitable for improving the driver's distance visibility.

It is a side view of a vehicle. It is a top view of a vehicle. 1 is a diagram illustrating a schematic configuration example of a vehicle headlamp system according to Embodiment 1. FIG. It is a perspective view which shows the right headlamp. It is a figure which shows the state which the left and right headlamps are located in a front position (neutral position). It is a figure which shows the flowchart of the operating method of the vehicle headlamp system 1 concerning Example 1. FIG. It is a figure which shows the relationship between the curvature in a high-speed area, and the optical axis angle of a headlamp. It is a figure which shows the relationship between the curvature in a high-speed area, and the optical axis angle of a headlamp. It is a figure which shows the state which the left and right headlamps in a high-speed area are located in a turning position. It is a figure which shows the state which the left and right headlamps in a high-speed area are located in a turning position. It is a figure which shows the state which the left and right headlamps in a high-speed area are located in a turning position. It is a figure which shows the state which the left and right headlamps in a high-speed area are located in a turning position. It is a figure which shows the relationship between the curvature in a low speed area, and the optical axis angle of a headlamp. It is a figure which shows the relationship between the curvature in a low speed area, and the optical axis angle of a headlamp. It is a figure which shows the state which the left and right headlamps in a low speed area are located in a turning position. It is a figure which shows the state which the left and right headlamps in a low speed area are located in a turning position. It is a figure which shows the light distribution pattern (right curve R = 300m) by the conventional vehicle headlamp system. It is a figure which shows the light distribution pattern (right curve R = 300m) by the conventional vehicle headlamp system. It is a figure which shows the vehicle front illumination range (right curve R = 300m) by the conventional vehicle headlamp system. It is a figure which shows the light distribution pattern (right curve R = 300m) by the vehicle headlamp system concerning this invention. It is a figure which shows the light distribution pattern (right curve R = 300m) by the vehicle headlamp system concerning this invention. It is a figure which shows the vehicle front illumination range (right curve R = 300m) by the vehicle headlamp system concerning this invention. It is a figure which shows the light distribution pattern (right curve R = 500m) by the conventional vehicle headlamp system. It is a figure which shows the light distribution pattern (right curve R = 500m) by the conventional vehicle headlamp system. It is a figure which shows the vehicle front illumination range (right curve R = 500m) by the conventional vehicle headlamp system. It is a figure which shows the light distribution pattern (right curve R = 500m) by the vehicle headlamp system concerning this invention. It is a figure which shows the light distribution pattern (right curve R = 500m) by the vehicle headlamp system concerning this invention. It is a figure which shows the vehicle front illumination range (right curve R = 500m) by the vehicle headlamp system concerning this invention. It is a figure which shows the example of schematic structure of the vehicle headlamp system concerning Example 2. FIG. It is a figure which shows the flowchart of the operating method of the vehicle headlamp system 1 concerning Example 2. FIG. It is a figure which shows the relationship between the steering angle and optical axis angle in the conventional vehicle headlamp system. It is a figure which shows the relationship between the steering angle and optical axis angle in the conventional vehicle headlamp system.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Vehicle headlamp system 2R, 2L Head lamp 21 Reflector 22 Projection lens 23 Lens holder 24R, 24L Bracket 25 Support shaft 26R, 26L Motor 3 Optical axis control apparatus 31 Input / output port (I / O)
32 processing unit 33 storage unit 34 power supply circuit 35R, 35L motor driver circuit 36 area determination unit (area determination means)
37 Curvature calculator (curvature calculator)
38 Optical axis control unit (optical axis control means)
4 Steering angle sensor (vehicle turning detection means)
5 Area detection sensor (Area detection means)
6 Head lamp switch 7 Battery 8 Ignition switch (I / G)
9 Vehicle speed sensor 10 Car navigation system 11 Input / output port 12 Processing unit 13 Storage unit 13a Map data 14 Antenna unit 15 Speaker 16 Display unit

Claims (2)

A light distribution means arranged on the left and right with respect to the straight traveling direction of the vehicle, and the optical axis angle with respect to the straight traveling direction of the vehicle changes;
Area determination means for determining whether the vehicle is traveling in a low speed area or a high speed area;
Curvature calculating means for calculating the curvature of at least one of the road on which the vehicle is traveling or the road on which the vehicle is traveling;
An optical axis control means for changing an optical axis angle of the light distribution means with respect to a straight traveling direction of the vehicle based on the determined area and the calculated curvature of the road;
A vehicle headlamp system comprising:
The optical axis control means varies the change in the optical axis angle of the light distribution means based on the curvature calculated by the curvature calculation means depending on the area determined by the area determination means ,
When the area determined by the area determining means is a high-speed area, the respective optical axis angles of the light distribution means are changed by the same angle in the turning direction of the vehicle based on the curvature calculated by the curvature calculating means. With
Based on the curvature calculated by the curvature calculation means when the area determined by the area determination means is a high-speed area and each optical axis angle of the light distribution means changes by a predetermined angle in the turning direction of the vehicle. Then, the optical axis angle of one light distribution means arranged in the turning direction of the vehicle is changed to the turning direction of the vehicle more than the predetermined angle, and the other distribution arranged on the opposite side of the turning direction of the vehicle. A vehicle headlamp system characterized in that the optical axis angle of the light means is not changed more than the predetermined angle . When the area where the vehicle is traveling is a high speed area, the area determination means can further determine a low speed area in a high speed area that is a low speed area in the high speed area,
The optical axis control means determines the optical axis angle of the light distribution means based on the curvature calculated by the curvature calculation means when the area determined by the area determination means is a low speed area in a high speed area. The vehicular headlamp system according to claim 1, wherein the area detected by the detecting means is changed in the same manner as when the area is a low speed area .

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