JPH07108873A - Light distribution control device of headlamp - Google Patents

Abstract

PURPOSE:To enlarge the illumination range of a headlamp which does not emit glare toward a vehicle ahead or oncoming vehicles. CONSTITUTION:The-transverse deviation of an oncoming vehicle is calculated from the angle of the oncoming vehicle which is detected by a TV camera and radar and from the distance between the oncoming vehicle and the vehicle on which this device is mounted (100). When the transverse deviation calculated is smaller than 10[m], a controlled variable by which a cut line is located in a position where the illuminating range of the headlamp of the latter vehicle does not emit glare toward the driver of the oncoming vehicle is computed (104), while when the transverse deviation calculated is 10[m] or more, a controlled variable by which the cut line is located in a high-beam position is computed (108). An actuator is controlled in accordance with these controlled variables (106). Since the cut line is located in the high-beam position when the transverse deviation is 10[m] or more, the forward visibility for the driver of the vehicle can be enhanced.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a light distribution control device for a headlamp, and more particularly, to another vehicle such as a preceding vehicle or an oncoming vehicle traveling ahead of the host vehicle while the vehicle is traveling. The present invention relates to a headlamp light distribution control device that controls an irradiation range of a headlamp so as not to give glare to a driver.

[0002]

2. Description of the Related Art Conventionally, in order to improve the front visibility of a driver at night or the like, a vehicle is provided with a headlamp which is provided at a substantially tip end of the vehicle to illuminate a predetermined range. ing.

The light beam from the headlamp travels in the same direction in front of the host vehicle (hereinafter referred to as the preceding vehicle) or in the direction opposite to the host vehicle (hereinafter referred to as the oncoming vehicle). There are two types of beam: high beam that illuminates a far range when there is no vehicle) and low beam when there is a preceding vehicle or an oncoming vehicle or in a bright city area. High beam and low beam are switched manually or automatically. ing. There is no problem when there is no preceding vehicle or oncoming vehicle when illuminating with a high beam to a distant place, but when there is a preceding vehicle or an oncoming vehicle in the irradiation range of the headlamp, the driver of the preceding vehicle or the oncoming vehicle Will give an unpleasant glare to.

In view of such a problem, a cylindrical body rotatably supported by an outer frame member fixed to the vehicle body through a pin,
A head having a first focus position and a second focus position, the first focus position being the position of the light source, and the second focus position being the focus position of the condensing lens and the substantially elliptical reflector being integrally connected. The lamp and the front area are divided into five areas, and five light-receiving elements (an imaging element used in a CCD camera, etc.) that independently detect the tail lamp or headlamp of each vehicle according to the distance between the vehicle and the preceding vehicle ahead. ), And a step motor for moving the headlamp downward and upward by moving the cylinder vertically around the pin based on the output signal from the light receiving element to move the optical axis of the headlamp. There is provided a vehicle headlight device including a light-shielding plate that restricts irradiation of an oncoming vehicle independently of a headlamp (Japanese Patent Laid-Open No. 1-278848).

The vehicle headlamp device having such a structure determines which one of the five light receiving elements has received the tail lamp by image processing, and drives the step motor in accordance with the received light receiving element. The optical axis of the headlamp of the host vehicle is moved so that the optical axis of the headlamp is gradually moved up and down by moving the cylinder through the pin so that the tail lamp of the preceding vehicle always enters the position of the intermediate light receiving element. By adjusting the hot zone to the position of the lower part of the rear wheel of the preceding vehicle to ensure that no glare is given to the preceding vehicle, and to avoid dark areas that are not illuminated between the preceding vehicle and the host vehicle. The driver's front visibility is improved by not letting him hang. Also,
For an oncoming vehicle, the light-shielding plate is moved in the vertical direction so that the headlight of the oncoming vehicle is always located at the position of the intermediate light-receiving element according to the light-receiving element received, and the light-shielding line is moved to the oncoming vehicle. I try not to give glare to the car driver.

[0006]

By the way, in general, the irradiation range of the headlamp is, as shown by a solid line 600 in FIG.
18 [m] in a direction perpendicular to the traveling direction (vehicle width direction), and as shown by a solid line 700 in FIG. 31 (b), in the high beam, a distance 120 [m] in the traveling direction and a direction perpendicular to the traveling direction. It is 18 [m].

However, in the above-described vehicle headlight device, the front area is divided into five areas, and the five light-receiving areas for independently detecting the tail lamps or headlamps of the vehicle according to the distance between the own vehicle and the preceding vehicle ahead. Judge which light receiving element of the elements received the tail lamp or head lamp,
Since the optical axis of the headlamp and the light shielding plate are moved in the vertical direction according to the light receiving element that receives the light, the irradiation range of the headlamp in the horizontal direction is not taken into consideration. So, for example,
In the case where the tail lamp or the like of the preceding vehicle is received, but the position is outside the irradiation range of the head lamp as shown in FIG. 32 (a) and there is no problem even if the optical axis of the head lamp is raised to the high beam position. However, as shown in FIG. 32 (b), the optical axis of the headlamp of the host vehicle is adjusted so that the tail lamp of the preceding vehicle enters the intermediate light receiving element position. As a result, the visibility of the driver is deteriorated.

Therefore, the present invention takes the above facts into consideration,
An object of the present invention is to provide a headlamp light distribution control device capable of expanding the irradiation range of a headlamp that does not give glare to a preceding vehicle or an oncoming vehicle.

[0009]

In order to achieve the above object, the present invention uses an image detecting means for detecting an image in front of the host vehicle, and the image detecting means as a reference based on the detected image. Calculation means for obtaining the detection direction of the vehicle and for obtaining the inter-vehicle distance between the other vehicle and the own vehicle, boundary line changing means for changing the boundary line between the irradiation range and the non-irradiation range of the headlamp of the own vehicle, and the calculating means. Based on the detection direction and the inter-vehicle distance determined by the above, it is determined whether or not another vehicle is within the irradiation range of the headlamp of the own vehicle, and the other vehicle is within the irradiation range of the headlamp of the own vehicle in the left-right direction. If it is determined that the boundary line is changed so that the boundary line is located in a position where the irradiation range of the headlamp of the own vehicle does not give glare to the driver of the other vehicle. And the other vehicle is determined not to be within the irradiation range of the headlamp of the own vehicle in the left-right direction, the boundary line changing means is controlled so that the boundary line is located at a predetermined position. Control means for

[0010]

In the present invention, the image detecting means detects an image in front of the host vehicle. The calculating means obtains the detection direction of the other vehicle based on the detected image based on the detected image and also obtains the inter-vehicle distance between the other vehicle and the own vehicle. The control means determines whether or not the other vehicle is within the irradiation range of the headlamp of the own vehicle based on the detection direction and the inter-vehicle distance obtained by the calculation means, and the other vehicle determines whether the other vehicle has left or right of the headlamp of the own vehicle. When it is determined that the boundary line is located within the irradiation range of the direction, the boundary line is changed so that the irradiation range of the headlamp of the own vehicle is a region that does not give glare to the driver of the other vehicle. In addition to controlling the means, when it is determined that the other vehicle is not within the irradiation range of the headlamp of the own vehicle in the left-right direction, the boundary line changing means is set so that the boundary line is located at a predetermined position. Control. The boundary line changing means changes the boundary line between the irradiation range and the non-irradiation range of the headlamp of the own vehicle under the control of the control means.

As described above, when the other vehicle is present within the irradiation range of the headlamp of the own vehicle in the left-right direction, the cut line is placed at a position where the driver of the other vehicle is not given glare. When the vehicle is not within the irradiation range of the headlamp of the host vehicle in the left-right direction, the cut line is positioned at a predetermined position, for example, the high beam position, which improves the front visibility of the driver of the host vehicle. can do.

[0012]

Embodiments of the present invention will now be described in detail with reference to the drawings. As shown in FIG. 1, an engine hood 12 is arranged on an upper surface portion of a front body 10A of a vehicle 10, and a front bumper 16 is provided at a front end portion of the front body 10A from once in the vehicle width direction to the other end. Is fixed. This front bumper 16 and engine hood 1
A pair of headlamps 18 and 20 are disposed between the two front edge portions at both ends in the vehicle width direction.

A windshield glass 14 is provided near the rear end portion of the engine hood 12, so that the vehicle 10
A room mirror 15 is provided in the vicinity of a portion corresponding to the upper side of the windshield glass 14 inside. A TV camera 22 for picking up an image of the situation in front of the vehicle is arranged near the rear-view mirror 15. TV camera 22
Is connected to the image processing device 48 (see FIG. 4). In the present embodiment, as the TV camera 22, a TV camera that includes a CCD element that simply detects only the amount of light and that outputs an image signal representing a monochrome image is used.

The TV camera 22 is arranged at a position as close as possible to the driver's viewpoint position (so-called eye point) so that the road shape in front of the vehicle can be accurately recognized and the driver's visual sense is matched. It is preferably arranged. Further, the road shape in the present embodiment includes the shape of the traveling road, for example, the road shape corresponding to one lane formed by the center line, the curb, or the like.
Further, a speedometer (not shown) is arranged on the vehicle 10, and a vehicle speed sensor 66 (FIG. 4) for detecting the vehicle speed V of the vehicle 10 is provided on a cable of the speedometer (not shown).
Are installed). The vehicle speed sensor 66 is connected to the image processing device 48 and outputs the detection result of the vehicle speed V.

A radar 80 as a measuring means is arranged inside the front grill of the vehicle 10. In this embodiment, as the radar 80, a millimeter-wave radar is used in which the width of the detection area is about the size of one lane through which the vehicle travels. The radar 80 includes an actuator 82 for rotating the radar 80 in the arrow A direction and the arrow B direction in FIG.
(See FIG. 4) are connected. The radar 80 is rotated in the arrow A direction or the arrow B direction in FIG. 1 by the actuator 82, so that another vehicle existing in each direction in front of the vehicle 10 is included in the detection area, and the inter-vehicle distance to the other vehicle is set. It can be detected. The radar 80 is connected to the input port 58 (see FIG. 4) of the control device 50, and outputs the result of detecting the inter-vehicle distance to the control device 50. Further, the actuator 82 is connected to the output port 64 of the control device 50, and moves the radar 80 in the direction of arrow A or arrow B by the turning angle instructed by the control device 50.
It is designed to rotate in the direction.

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

On the bulb side inside the lamp house 34, a reflector 38 having an elliptical reflecting surface is formed.
The light emitted from 8 is reflected by the reflector 38 and condensed between the convex lens 30 and the bulb 32. Actuators 40 and 42 are arranged near the condensing point. The actuator 40 includes a light-shielding cam 40A rotatably supported by a rotation shaft 44 fixed in the lamp house 34 along the vehicle width direction, and a gear 40B is fixed to the light-shielding cam 40A. ing. A gear 40C fixed to the drive shaft of the motor 40D meshes with the gear 40B. The motor 40D is the driver 6 of the control device 50.
4 is connected.

Similarly to the actuator 40, the actuator 42 also includes a light-shielding cam 42A pivotally supported by the rotary shaft 44, a gear 40B fixed to the light-shielding cam 40A, a motor 42D, and a motor 42D. The gear 40C is fixed to the drive shaft and meshes with the gear 40B. The motor 40D is also connected to the driver 64 of the control device 50. The light of the bulb 32 reflected and condensed by the reflector 38 is reflected by the light-shielding cam 4 of the actuators 40 and 42.
The light is blocked by 0A and 42A, and the other light is emitted from the convex lens 30.

The light shielding cams 40A and 42A are provided on the rotary shaft 4
4 has a cam shape in which the distance from the outer circumference to the outer circumference continuously changes along the circumferential direction, and the motors 40D and 42D are driven in response to a signal from the control device 50 so as to be separately rotated. It With the rotation of the light shielding cams 40A and 42A, the position of the boundary where the light of the bulb 32 is divided into the passing light and the light that has been shielded changes vertically. This boundary appears as a cut line which is a boundary between light and dark in the light distribution in front of the vehicle 10.

As shown in FIG. 24, the boundary formed by the shading cam 40A appears as a cut line 70 on the right side in the vehicle width direction within the irradiation area of the headlamp 18, and the shading cam 40A is rotated. The position of the cut line 70 is from the position corresponding to the uppermost position (the position shown by the solid line as the cut line 70 in FIG. 24, the position below the so-called high beam) to the position corresponding to the lowermost position (the position shown by the imaginary line in FIG. 24, It moves in parallel to the so-called low beam position.

The boundary formed by the light shielding cam 42A appears as a cut line 72 on the left side in the vehicle width direction in the irradiation area, and the position of the cut line 72 is at the uppermost position by rotating the light shielding cam 42A. Position (Fig. 24
Further, it moves in parallel from a position indicated by a solid line as a cut line 72, that is, a position below a so-called high beam) to a lowest position (a position shown by an imaginary line in FIG. 24, a position equivalent to a so-called low beam).

The headlamp 20 is the headlamp 1
Since the configuration is the same as that of 8, the detailed description is omitted,
As shown in FIG. 4, actuators 41 and 43 are attached, and the positions of the cut line on the left side and the position of the cut line on the right side of the irradiation area are moved separately in accordance with the operation of the actuators 41 and 43.

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

A vehicle speed sensor 66 and an image processing device 48 are connected to the input port 58. This image processing device 4
Reference numeral 8 denotes a TV camera 22 and a control device 50 as described later.
The image captured by the TV camera 22 is image-processed based on the signal input from the. The output port 60 is connected to the actuators 40 and 42 of the headlamp 18 and the actuator 4 of the headlamp 20 via the driver 64.
1 and 43 are connected. Also, the output port 60 is
It is also connected to the image processing device 48.

Next, the operation of this embodiment will be described with reference to the flow charts of FIGS. Driver is vehicle 1
When the light switch 0 (not shown) is turned on and the headlamps 18 and 20 are turned on, the control main routine shown in FIG. 5 is executed every predetermined time. In step 100 of this control main routine, the inter-vehicle distance between the host vehicle and the oncoming vehicle or the preceding vehicle, the oncoming vehicle angle θ _T indicating the direction in which the oncoming vehicle exists, the preceding vehicle angle θ _F indicating the direction in which the preceding vehicle exists, A lateral displacement L _E that is a displacement of the oncoming vehicle or the preceding vehicle with respect to the own vehicle in a direction (vehicle width direction) perpendicular to the traveling direction of the own vehicle is obtained. This processing will be described with reference to the flowchart of FIG.

In step 200 shown in FIG. 6, the preceding vehicle recognition processing is executed, and the preceding vehicle traveling ahead of the host vehicle 10 is recognized. This preceding vehicle recognition processing will be described with reference to the flowchart in FIG. 7.

In FIG. 10A, the vehicle 10 is on the road 122.
An example of an image (image 120) that is substantially coincident with the image visually recognized by the driver, which is captured by the TV camera 22 while traveling on the road, is shown. This road 12
The vehicle 2 has white lines 124 on both sides of the lane in which the vehicle 10 travels. The position of each pixel on the image is specified by the coordinates (X _n , Y _n ) of the coordinate system defined by the X axis and the Y axis which are set on the image and are orthogonal to each other. In the following, other vehicles including the preceding vehicle are recognized based on this image.

In step 300 of the flowchart of FIG. 7, an area having a predetermined width γ on the image is set as the white line detection window area W _sd as shown in FIG. In the present embodiment, considering that only an image of approximately 40 to 50 m in front of the vehicle 10 can be detected when the vehicle 10 is traveling at night, the white line above 60 m in front of the vehicle 10 is not detected. In addition, the lower area in the image is less likely to have a preceding vehicle. Therefore, the white line detection window area W _sd
In order to be able to detect up to 60 m in front of the vehicle 10, a white line detection window region W _sd is set by removing a region above the predetermined horizontal line 140 and a region below the lower limit line 130.

In the next step 302, the window area W _sd
The inside is differentiated with respect to the brightness, and the peak point (maximum point) of this differential value is extracted as the edge point which is the white line candidate point. That is, in the window region W _sd in the vertical direction (arrow A in FIG. 11).
Direction), the brightness of each pixel in the horizontal direction from the pixel at the lowermost position to the pixel at the uppermost position is differentiated, and the peak point of the differential value having a large fluctuation in brightness is extracted as the edge point. Thus, as an example, the window area W _sd of FIG.
Continuous edge points are extracted as indicated by a broken line 132 in the figure.

In step 304, straight line approximation processing is performed.
In this processing, the edge points extracted by the white line candidate point extraction processing are linearly approximated using Hough transform, and approximate straight lines 142 and 144 along the line estimated to be the white line are obtained. In the next step 305, the intersection point P _N (X
The coordinate value = X _N ) is obtained, and the horizontal displacement amount A (A) between the obtained intersection point P _N and the intersection point P ₀ (X coordinate value = X ₀ ) of the approximate straight line in the case of a predetermined straight line as a reference. = X _N −X ₀ ). The displacement amount A corresponds to the degree of the curve of the road 122.

In the next step 306, the displacement amount A is A ₂
Road 1 by determining whether the ≧ A range of ≧ A ₁
It is determined whether 22 is a substantially straight road. This judgment reference value A ₁
Is a reference value representing the boundary between a straight road and a right curve road,
The judgment reference value A ₂ is a reference value representing the boundary between the straight road and the left curved road. When it is determined that the road is a straight road in step 306, the vehicle speed V of the host vehicle 10 is read in step 308.

In the next step 310, in setting the preceding vehicle recognition area W _P for recognizing the preceding vehicle according to the read vehicle speed V, the correction width α for correcting the position of the approximate straight line is set.
Determine _L and α _R. When traveling at high speeds, the radius of curvature of the road on which the vehicle can turn is large, so it can be considered that the vehicle is traveling on a substantially straight road. Even if the road is close to the vehicle, if the radius of curvature of the road is small in the distance, the vehicle may deviate from the preceding vehicle recognition area W _P.
Therefore, the correction widths α _L and α _R are set so that the values increase as the speed V decreases, using the map shown in FIG.

At the next step 312, the lower limit line 130,
An approximate straight line 142 whose position is corrected by the correction widths α _L and α _R ,
The area surrounded by 144 is set as the preceding vehicle recognition area W _P (see FIG. 12). Note that the area of the preceding vehicle recognition area W _P is also increased as the vehicle travels at a lower speed as the correction widths α _L and α _R are changed according to changes in the vehicle speed V (see FIG. 13).

On the other hand, if the determination in step 306 is negative, it is determined in step 314 whether the road is a right curve road or a left curve road by determining whether A> A ₂ . If the determination is affirmative, the road is determined to be a right curve road, the vehicle speed V of the vehicle 10 is read in step 316, and the correction widths α _L , α corresponding to the read vehicle speed V are used by using the map shown in FIG. Correction value for _R α _L ', α _R '
Is determined in step 318. In the next step 320, the gains GL for determining the correction widths α _R , α _L of the left and right approximate straight lines according to the displacement amount A indicating the degree of the curve,
GR is determined using the maps shown in FIGS. 15 and 16,
In step 322, the left and right correction widths α _R and α _L of the final window region are determined based on the determined correction values α _R ′ and α _L ′ and the gains GL and GR.

At this time, since the road is a curved road, the left and right sides are asymmetric, and the approximate straight lines 142 and 144 have different slopes. Therefore, the left and right correction widths α _R and α _L are set to independent values. That is, when the road is a right-curved road and the radius of curvature is small (the displacement amount A is large), the probability that the preceding vehicle is present on the right side is high. Therefore, the correction width α _R is increased by increasing the gain GR on the right side (see FIG. 15).
In addition, by reducing the gain GL on the left side, the correction width α
_{Reduce L} (see FIG. 16). Further, when the road is a right curved road and the radius of curvature is large (the displacement amount A is small), the correction width α _R is reduced by decreasing the gain GR on the right side, and the correction is performed by increasing the gain GL on the left side. Increase the width α _L. This change in the correction width is shown as an image in FIG.

In step 324, the determined correction width α
_The area surrounded by the approximate straight lines 142 and 144 whose positions are corrected by _L and α _R is set as the preceding vehicle recognition area W _P.

On the other hand, if the determination in step 314 is affirmative, it is determined that the road is a left curved road, and step 3
26, and the vehicle speed V of the vehicle 10 is read. In step 328, the read vehicle speed V is read using the map of FIG.
The left and right correction values α _R ′, α _L ′ are determined in accordance with the above, and in step 330 the left and right gains GL, GR corresponding to the displacement amount A are determined. That is, when the road is a left curved road and the radius of curvature is small (the displacement amount A is large), it is highly likely that the preceding vehicle is on the left side. Therefore, the correction width can be reduced by reducing the gain GR on the right side according to the map shown in FIG. The correction width α _L is increased by decreasing α _R and increasing the gain GL on the left side according to the map shown in FIG.

At the next step 332, the left and right correction widths α _R and α _L of the final window region are determined based on the determined correction values α _R 'and α _L ' and the gains GL and GR.
In step 334, the left and right correction widths α _R and α _{L determined}
The area surrounded by the approximate straight lines 142 and 144 whose position is corrected by is set as the preceding vehicle recognition area W _P. When the preceding vehicle recognition area W _P is set as described above, the process proceeds to step 336.

In step 336, horizontal edge detection processing in the preceding vehicle recognition area W _P is performed as the preceding vehicle recognition processing. This horizontal edge detection process is performed in step 3 first.
Similar to the edge detection process of 02, detection of horizontal edge points is performed within the vehicle recognition area W _P. Next, the detected horizontal edge points are laterally integrated to detect a peak point E _P at a position where the integrated value exceeds a predetermined value (see FIG. 10B).
This horizontal edge is likely to appear when a preceding vehicle is present.

At the next step 338, the position coordinates of the preceding vehicle are calculated. First, vertical edge detection processing is performed. When the peak point E _P of the integrated value of the horizontal edge points are multiple, the peak point E _P located below on the image in order, the peak point E _P
The window regions W _R and W _L for detecting the vertical lines are set so as to include both ends of the horizontal edge points included in (see FIG. 10C). Vertical edges are detected in the window regions W _R and W _L , and vertical lines 138R and 138 are detected.
When L is stably detected, window regions W _R and W _L
It is determined that the preceding vehicle exists in the area sandwiched by.

Next, the vehicle width is obtained by obtaining the lateral distance between the vertical lines 138R and 138L detected in each of the window regions W _R and W _L , and the vehicle width is obtained as the coordinates of the position of the vehicle on the image. Find the coordinates of the center. The preceding vehicle recognition process is completed as described above, and the process proceeds to step 202 of the control main routine shown in FIG.

At step 202, oncoming vehicle recognition processing is performed.
U Regarding this oncoming vehicle recognition processing, the flowchart of FIG.
It will be described with reference to FIG. In step 404, the
Intersection point P of the approximate straight line obtained in the traveling vehicle recognition area setting process_N
And the intersection point P of the approximate straight line in the case of the reference straight road₀ When,
Read the horizontal displacement A (see step 305)
It In the next step 406, the displacement amount A is A₂ ≧ A ≧ A
₁ Within the range of, and if the determination is affirmative
The road 122 is determined to be a substantially straight road, and the vehicle is determined in step 408.
The vehicle speed V of 10 is read, and the next step 410 reads it.
Oncoming vehicle recognition area W according to the vehicle speed V_POTo set
Correction width α for correcting the position of the approximate straight line of_RODetermine
It This correction width α_ROIs the preceding vehicle recognition area W_PTo
Α _R, Α_LSimilarly, use the map shown in Fig. 20.
The correction range is large when driving at low speeds and small when driving at high speeds.
To get rid of In the next step 412, the lower limit line 130, the approximation
Straight line 144 and determined correction width α_ROOncoming vehicle
Oncoming vehicle recognition area W for recognizing both_POTo decide
(See Figure 21).

On the other hand, when the determination in step 406 is negative, it is determined in step 414 whether the displacement amount A is A> A ₂ . If the determination in step 414 is affirmative, it is determined that the road is a right curve road, the vehicle speed V of the vehicle 10 is read in step 416, and the next step 418 is
Correction value α for the correction width α _RO according to the read vehicle speed V
_RO 'is determined using the map in FIG. In the next step 420, to determine the gain GR _O for determining the correction width alpha _RO by using the map shown in FIG. 22, step 422
, The determined correction value α _RO 'and the gain GR _O
The correction width α _RO for correcting the position of the approximate straight line 144 is determined based on In step 424, the oncoming vehicle recognition area W _PO for recognizing the oncoming vehicle is determined using the determined correction width α _RO .

On the other hand, the judgment in step 414 is denied.
If the road is a right turn, step
The process proceeds to 426, and the vehicle speed V of the vehicle 10 is read. Next step
At step 428, the read vehicle speed V and the map of FIG.
Based on the correction value α_RO', And in step 430
Gain GR according to unit A_OThe map shown in Figure 23 is used
Decide. In step 432, the determined correction value
α_RO'And gain GR _OFinal correction width α based on_RO
And the correction width α determined in the next step 434.
_ROUsing the preceding vehicle recognition area W_POTo decide.

When the oncoming vehicle recognition area W _PO is determined as described above, the process proceeds to step 436, and the horizontal edge point integration is performed in the determined oncoming vehicle recognition area W _PO as in the preceding vehicle recognition processing described above. The oncoming vehicle is recognized by performing. In step 438, the oncoming vehicle recognition window area W _OO is further added to the oncoming vehicle recognition area W _PO so as to include the integration peak point of the horizontal edge point (see FIG. 21), and the edge points are integrated in the vertical direction to obtain an image on the image. Obtain vehicle position coordinates.

The processing from the next step 440 is performed on all the vehicles detected by the preceding vehicle recognition processing and the oncoming vehicle recognition processing. That is, in step 440, it is determined which of the preceding vehicle recognition area W _P and the oncoming vehicle recognition area W _PO the calculated vehicle position (X-axis coordinate) is included in.
If it is included in the oncoming vehicle recognition area W _PO , step 44.
The determination of 0 is affirmative, and the vehicle is recognized as an oncoming vehicle in step 448. On the other hand, if the vehicle position (X-axis coordinate) is included in the preceding vehicle recognition area W _P , the determination at step 440 is negative, and at step 442 it is determined whether the horizontal edge integration amount exceeds the predetermined value β. judge.

When the horizontal edge integration amount exceeds the predetermined value β, the determination at step 442 is affirmative and the routine proceeds to step 446, where the vehicle is recognized as an oncoming vehicle,
The vehicle recognized as the preceding vehicle is corrected to the oncoming vehicle. Since the oncoming vehicle emits the light of the headlamp toward the own vehicle, the brightness (integral value of the edge point) detected as a vehicle in front of the oncoming vehicle is more than that of the reflected light of the preceding vehicle or the direct light of the tail lamp. The light of the oncoming vehicle, which is the direct light from the headlamp, becomes brighter. Therefore, the preceding vehicle and the oncoming vehicle can be discriminated by setting the predetermined value β to a value corresponding to the light from the headlamp. On the other hand, the horizontal edge integration amount is a predetermined value β
In the following cases, the vehicle is recognized as the preceding vehicle in step 444. This processing is performed for all the recognized vehicles, and this routine is ended.

As described above, even when the recognition area of the preceding vehicle and the recognition area of the oncoming vehicle overlap, the oncoming vehicle recognition window area W _OO is provided to the oncoming vehicle recognition area, and the vehicles in this area are recognized. Since it is determined from the position whether it is a preceding vehicle or an oncoming vehicle, it is possible to reliably include the range in which the oncoming vehicle is highly likely to exist, and to exclude the preceding vehicle and recognize the oncoming vehicle with high accuracy. You can

When the recognition of the preceding vehicle and the oncoming vehicle is completed in this way, step 204 of the control routine of FIG.
Move to. In step 204, the oncoming vehicle angle θ _T representing the direction in which the oncoming vehicle is present is obtained based on the position of the oncoming vehicle detected by the other vehicle recognition process. In addition,
The oncoming vehicle angle θ _T is set such that the value increases as the oncoming vehicle position deviates from the reference to the right or left with the traveling direction of the vehicle 10 (center in the image) as the reference (0 °). . In the next step 206, the radar 80
The actuator 82 is controlled so that is rotated to a position corresponding to the oncoming vehicle angle θ _T. As a result, the radar 8
The oncoming vehicle is accommodated in the detection area of 0. In step 208, the radar 80 is operated to measure the inter-vehicle distance L _T with the oncoming vehicle.

In the next step 210, the lateral displacement L _E , which is the displacement of the oncoming vehicle with respect to the vehicle 10 in the direction (vehicle width direction) perpendicular to the traveling direction of the vehicle 10 (center in the image),
It is determined by substituting the oncoming vehicle angle θ _T and the on-vehicle distance L _T with the oncoming vehicle into the following equation (1). L _E = L _T · SIN (θ _T ) ... (1) In the next step 212, based on the position of the preceding vehicle detected in the preceding vehicle recognition process, the preceding vehicle representing the direction in which the preceding vehicle is present is detected. Determine the vehicle angle θ _F. Step 21
At 4, the actuator 82 is controlled so that the radar 80 rotates to a position corresponding to the preceding vehicle angle θ _F. As a result, the preceding vehicle is housed within the detection area of the radar 80. In step 216, the radar 80 is operated to measure the inter-vehicle distance L _F with the preceding vehicle.

In the next step 218, the lateral displacement L _E , which is the displacement of the preceding vehicle with respect to the vehicle 10 in the direction (vehicle width direction) perpendicular to the traveling direction of the vehicle 10 (center in the image),
It is determined by substituting the preceding vehicle angle θ _F and the inter-vehicle distance L _F with the preceding vehicle into the following equation (2). L _E = L _F · SIN (θ _F ) ... (2) When the lateral displacement L _E is obtained as described above, the control main routine (see FIG. 5) proceeds to step 102.

In step 102, the obtained lateral displacement L _E is 1
It is determined whether it is smaller than 0 [m]. When there are a plurality of obtained lateral displacements L _E , the minimum lateral displacement L among them is
_It is determined whether _E is smaller than 10 [m]. If the lateral displacement L _E is 10 [m] or more in this determination, in step 108, the target value CDEG _R of the angle of the light shielding cam 40A is set so that the cut line is located at the uppermost position, that is, the high beam position. And the target value CDEG _L of the angle of the light shielding cam 42A is set. On the other hand, in this judgment, the lateral displacement is 1
If it is smaller than 0 [m], step 104
Then, control is performed to position the cut line at a position that does not give glare to the driver of another vehicle. This processing will be described with reference to the flowchart shown in FIG.

In step 500 shown in FIG. 9, the process shown in FIG.
In step 208 of the flowchart shown in FIG. 7, it is determined whether or not the measurement of the inter-vehicle distance L _T has succeeded. The millimeter-wave radar used as the radar 80 of the present embodiment has a high possibility that the detection capability will be sharply deteriorated and the measurement will fail if the non-detection object is at a long distance of, for example, 100 m or more. Therefore, when the measurement of the inter-vehicle distance fails, it can be determined that the inter-vehicle distance to the oncoming vehicle is 100 m or more.

The distance to the oncoming vehicle is, for example, 100 m.
In the following cases, the inter-vehicle distance is successfully measured, and step 50
Move to 2. Since the inter-vehicle distance L _T is measured by the radar 80, an accurate value is obtained.
Therefore, in this step 502, the measured inter-vehicle distance L
The angle DG _R of the light blocking cam 40A and the angle DG _L of the light blocking cam 42A are obtained based on _T and the oncoming vehicle angle θ _T.

Specifically, the oncoming vehicle angle θ_TIs 0 ° to the right
If it is within the range of the maximum value on the side, in the map shown in FIG.
Inter-vehicle distance L_TCam angle to DG_R, DG_LRelationship
The inter-vehicle distance L is determined by using the upper straight line of the two straight lines
_TCam angle to DG_R, DG_LAsk for. Also, the corner
Degree θ_TIs the maximum value on the left side, the lower one of the two straight lines
Cam angle DG using the line on the side_R, DG_LAsk for. Furthermore
, Θ_TBut 0 ° <θ _T<If it is within the maximum value on the left side
In case of_TParallel to the movement amount according to the value of
Cam angle DG using the moved straight line_R, DG_LSeeking
It

Incidentally, the cut line 70 of the headlamp,
The position of 72 is increased as the cam angles DG _R and DG _L increase. In this way, when the oncoming vehicle angle θ _T exists on the left side of the vehicle 10, the relationship between the cam angles DG _R and DG _L with respect to the inter-vehicle distance L _T is changed.
As shown in FIG. 24, the cut line 72 on the left side in the vehicle width direction of the headlamp irradiation region is inclined downward to the left, and even if the inter-vehicle distance L _T is the same, as the position of another vehicle moves to the left side. This is because the position of the cut line with respect to the other vehicle may rise, which may cause glare. Actuator 4 using DG _R and DG _L obtained above
By controlling 0, 41, 42, 43, it is possible to surely prevent the oncoming vehicle from giving glare.

On the other hand, the inter-vehicle distance L_TIf the measurement fails
Is the distance L_TIs judged to be 100 m or more, for example
However, the headlamp glare has an inter-vehicle distance of 100 m or less.
It happens even on top. Therefore, in step 504, the car
Oncoming vehicle angle θ regardless of the distance_TBased on cam 4
Angle DG of 0A and 42B_R, DG_LAsk for. Specifically
Is the cam angle DG_RFor the
Oncoming vehicle angle θ _TCam angle DG based on_RSeeking
Meru. Also, the cam angle DG_LFor shown in Figure 28
Oncoming vehicle angle θ using map_TCam angle D based on
G_LAsk for. This map is 100m away from other vehicles
Is set to a level that does not give glare to other vehicles.
Has been.

When the measurement of the inter-vehicle distance L _T fails, it is necessary to control the cut line to a position where the glare is not reliably given to the oncoming vehicle. For this reason,
7 and FIG. 28, when there is a vehicle whose inter-vehicle distance cannot be detected in the area on the right side of the vehicle 10 with a high probability of an oncoming vehicle, the cut line 70 on the right side of the vehicle is the cut line on the left side. It is defined to be controlled to a position lower than 72.

In the next step 506, the process shown in FIG.
In step 216 of the flowchart, the inter-vehicle distance L_FMeasurement of
It is determined whether the setting has been successful. Distance between the preceding vehicle and
For example, the distance is less than 100 m, and the distance L is_FMeasurement of success
If so, the determination in step 506 is affirmative and the step
Move to page 508. In addition, this inter-vehicle distance L_Fabout
Is also measured by the radar 80,
Has been obtained. Therefore, in this step 508,
Distance L_FAnd the preceding vehicle angle θ_FFigure based on
Using the map shown in 26,
Angle DEG of 40A_RAnd the angle DE of the shading cam 42A
G_LAsk for. The map shown in FIG. 26 shows the angle DEG.
_R, DEG_LThe angle DG of the map shown in FIG._R, DG
_LIt is a map that is changed in the same manner as. Determined by the above
DEG _R, DEG_LActuators 40, 4
Controlling 1, 42, 43 gives glare to the preceding vehicle
Is reliably prevented. In addition, the judgment of step 506
If the determination is denied, in step 510, the vehicle angle
Degree θ_FBased on the above, the maps shown in FIGS.
The angle D of the cams 40A and 42B is used regardless of the distance between vehicles.
EG_R, DEG_LAsk for.

As described above, step 508 or 5
At 10 the shade cam angle DE with respect to the preceding vehicle angle θ _F
When G _R and DEG _L are obtained, in step 512, the angle DG _R of the light blocking cam 40A with respect to the oncoming vehicle position and the angle DEG _R of the light blocking cam 40A with respect to the preceding vehicle position are compared, and the target value CDEG of the angle of the light blocking cam 40A is compared. _{As R}
Set the one with the smaller value. Furthermore, the angle the DEG _L of the light-shielding cam 42A with respect to the counter vehicle position, with respect to the preceding vehicle position is compared with the angle the DEG _L of shading cam 42A, as a target value CDEG _L angle of the light blocking cams 42A, sets the smaller value Then, the process proceeds to step 106 of the control main routine (see FIG. 5).

In step 106, the shading cams 40A, 4A,
The actuators 40, 41, 42, 43 are controlled so that the angle of 2A becomes the target values CDEG _R , CDEG _L. As a result, when the preceding vehicle or the oncoming vehicle exists outside the irradiation range of the headlamp in the left-right direction, that is, when the lateral displacement of the preceding vehicle or the oncoming vehicle is 10 [m] or more,
This is because the position of the cut line is controlled so as to be located at the high beam position. Therefore, when the detected position of the other vehicle is outside the irradiation range of the headlamp of the own vehicle in the left-right direction as shown in FIG.
The cut line position is not unnecessarily controlled as shown in (b). Further, when the preceding vehicle or the oncoming vehicle exists within the irradiation range of the headlamp, that is, when the lateral displacement of the preceding vehicle or the oncoming vehicle is smaller than 10 [m],
The positions of the cut lines 70 and 72 are controlled so as not to give glare to either the preceding vehicle or the oncoming vehicle. Note that steps 300 to 304 in FIG.
If the white line cannot be detected with, the above control is not performed,
The cut lines 70 and 72 are controlled so as to move to positions corresponding to so-called low beams.

In the present embodiment described above, whether or not another vehicle is within the irradiation range of the headlamps of the own vehicle in the left-right direction is determined by the maximum irradiation range of the headlamps of the own-vehicle being 18 [m]. ] It is judged whether or not the lateral displacement of another vehicle is smaller than 10 [m] with reference to a general passenger car, but this value is not limited to 10 [m], and It can be arbitrarily set according to the irradiation range of the headlamp.

In the above embodiment, as shown in FIGS. 25 and 26, the angles DG _R and DEG _R of the light shielding cam 40A with respect to the other vehicle position and the light shielding cam 4 with respect to the other vehicle position.
The angles DG _L and DEG _{L of} 2A are controlled in the same manner, and as a result, the positions of the cut lines 70 and 72 at the boundary of the cut lines 70 and 72 are the same, but the present invention is not limited to the above. However, as shown in FIGS. 29 and 30, for example, the angle D of the light shielding cam 40A
G _R and DEG _R are controlled according to only the inter-vehicle distances L _T and L _F regardless of the angles θ _T and θ _F , and the shading cam 42A is controlled.
Angles DG _L, for the DEG _L, similarly to the conventional angle theta _T, the inter-vehicle distance according to θ _F L _T, L _F and the angle DG _L,
The relationship with DEG _L may be changed.

Also, if the measurement of the inter-vehicle distance fails,
Angle DG of optical cam 40A_R, DEG _R2 for
As shown by the broken line in Fig. 7, it becomes constant regardless of the vehicle angle.
You may control it.

Further, in the above embodiment, the light distribution in front of the vehicle is controlled by the light blocking cam, but the light of the headlamp may be blocked by a light blocking plate or a shutter. Further, although the light distribution is controlled by blocking the light of the headlamp, the emission optical axis of the headlamp may be deflected.

Further, although the millimeter wave radar is used as the measuring means in the above embodiment, the present invention is not limited to this, and a radar device such as a laser radar can be applied. Alternatively, a geodimeter or a tellurometer may be used.

Further, although the above embodiments have been described on the premise of left-hand traffic, it goes without saying that the present invention can also be applied to the case of right-hand traffic. In this case, the cut line 72 is horizontal and the cut line 70 is inclined upward to the right,
An oncoming vehicle recognition area W _PO is set on the left side of the preceding vehicle recognition area W _P.

[0068]

As described above, according to the present invention, when the other vehicle exists within the irradiation range of the headlamp of the own vehicle in the left-right direction, the cut line is placed at a position that does not give glare to the driver of the other vehicle. When the other vehicle is not within the irradiation range of the headlamp of the own vehicle in the left-right direction, the cut line is set at a predetermined position, for example,
Since the vehicle is located at the high beam position, it is possible to improve the forward visibility of the driver of the own vehicle, which is an excellent effect.

[Brief description of drawings]

FIG. 1 is a perspective view of a front portion of a vehicle used in the present embodiment as seen obliquely from the front of the vehicle.

FIG. 2 is a perspective view showing a schematic configuration of a headlamp to which the present invention can be applied.

FIG. 3 is a sectional view taken along line III-III in FIG.

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

FIG. 5 is a flowchart illustrating a control main routine of this embodiment.

FIG. 6 is a flowchart illustrating a control routine for obtaining a lateral displacement.

FIG. 7 is a flowchart illustrating a preceding vehicle recognition process.

FIG. 8 is a flowchart illustrating an oncoming vehicle recognition process.

FIG. 9 is a flowchart for setting the rotation angle of the light shielding cam.

10A is an image diagram of an image captured by a TV camera during the day, FIG. 10B is a conceptual diagram for explaining horizontal edge point integration processing, and FIG. 10C is a vertical edge detection processing. It is a conceptual diagram of.

FIG. 11 is a diagram showing a window area at the time of recognizing a white line.

FIG. 12 is a diagram showing a vehicle recognition area.

FIG. 13 is an image diagram for explaining that the vehicle recognition area is changed according to the vehicle speed.

FIG. 14 is a diagram showing a relationship between a vehicle speed and a correction width of an approximate straight line.

FIG. 15 is a diagram showing the relationship between the degree of a right curve road and the gain that determines the correction width of the approximate straight line on the right side.

FIG. 16 is a diagram showing the relationship between the degree of a right curve road and the gain that determines the correction width of an approximate straight line on the left side.

FIG. 17 is an image diagram showing window regions and correction widths for curved roads having different curvatures.

FIG. 18 is a diagram showing the relationship between the degree of a left curved road and the gain that determines the correction width of an approximate straight line on the right side.

FIG. 19 is a diagram showing the relationship between the degree of a left curved road and the gain that determines the correction width of the left approximate straight line.

FIG. 20 is a diagram showing a relationship between vehicle speed and window region correction widths α _RO and α _RO ′.

FIG. 21 is an image diagram showing an oncoming vehicle recognition area.

FIG. 22 is a diagram showing the relationship between the degree of a right curve road and the gain that determines the correction width on the right side of the window.

FIG. 23 is a diagram showing the relationship between the degree of a left curved road and the gain that determines the correction width on the right side of the window.

FIG. 24 is an image diagram for explaining a cut line displaced by an actuator.

FIG. 25 is a diagram showing a relationship between an inter-vehicle distance and a light-shielding cam angle when the inter-vehicle distance with an oncoming vehicle is successfully measured.

FIG. 26 is a diagram showing a relationship between an inter-vehicle distance and a light-shielding cam angle when the inter-vehicle distance with a preceding vehicle is successfully measured.

FIG. 27 is a diagram showing the relationship between the vehicle angle and the angle of the light shielding cam 40A when the inter-vehicle distance measurement fails.

FIG. 28 is a diagram showing the relationship between the vehicle angle and the angle of the light shielding cam 42A when the inter-vehicle distance measurement fails.

FIG. 29 is a diagram showing the relationship between the inter-vehicle distance and the angle of the light-shielding cam 40A when the inter-vehicle distance is successfully measured as another example of the present invention.

FIG. 30 is a diagram showing the relationship between the inter-vehicle distance and the angle of the light shielding cam 42A when the inter-vehicle distance is successfully measured as another example of the present invention.

FIG. 31A is a diagram showing an irradiation range of a headlamp in a low beam, and FIG. 31B is a diagram showing an irradiation range of a headlamp in a high beam.

FIG. 32 is a diagram showing the relationship between the position of another vehicle and the irradiation range of the headlamp of the related art that controls the headlamp even when another vehicle exists outside the irradiation range of the headlamp in the left-right direction. .

[Explanation of Codes] 18 Head Lamp 20 Head Lamp 22 TV Camera 40 Actuator 42 Actuator 48 Image Processing Device 50 Control Device 80 Radar 82 Actuator

Claims (1)

[Claims] 1. An image detecting means for detecting an image in front of the own vehicle; a detecting direction of the other vehicle based on the detected image; and a distance between the other vehicle and the own vehicle. A calculating means for obtaining the distance, a boundary line changing means for changing a boundary line between the irradiation range and the non-irradiation range of the headlamp of the own vehicle, and another vehicle based on the detection direction and the inter-vehicle distance calculated by the calculating means. If it is determined whether the vehicle is within the irradiation range of the headlamp of the host vehicle, and if it is determined that another vehicle is within the irradiation range of the headlamp of the host vehicle in the left-right direction, the irradiation range of the headlamp of the host vehicle is determined. Controls the boundary line changing means so that the boundary line is located at a position where does not give glare to the driver of the other vehicle, and the other vehicle is a headlamp of the own vehicle. When it is determined that the boundary line does not exist within the irradiation range in the left-right direction of the headlamp, the control unit controls the boundary line changing unit so that the boundary line is located at a predetermined position, and the headlamp light distribution including: Control device.