JP4715678B2 - Headlamp optical axis control device and control method thereof - Google Patents

Description

  The present invention relates to an optical axis control device for a headlamp that moves a light distribution direction of the headlamp to the left and right according to a steering angle, and a control method thereof.

The following vehicle headlamp apparatus is known as a prior art. A steering angle sensor that detects a steering direction of a vehicle and outputs a signal that changes stepwise is used, and the deflection angle of the ramp is controlled by using an average angle of steering angles detected by a plurality of nearest steering angle sensors. (For example, Patent Document 1).
JP 2002-326534 A

  In the vehicular lighting device described in Patent Document 1, since the steering angle sensor outputs a step signal in units of about 1 ° of the steering wheel, the swivel angle of the lamp is followed even for a minute steering operation. Therefore, there is a problem that the driver feels bothersome.

The present invention detects a steering angle, detects a corner in front of the vehicle position, and if a corner is detected, the corner or the arrival time from the vehicle position to the corner is shorter as compared to the case where the corner is not detected. The predetermined hysteresis value is changed so that the hysteresis value related to the bending direction of the head becomes small, the light distribution direction of the headlight is calculated based on the steering angle and the changed hysteresis value, and the light distribution direction of the headlight Is controlled in the calculated light distribution direction.

  According to the present invention, the light distribution direction of the headlamp is calculated based on the steering angle and the predetermined hysteresis value, and the headlamp is driven in the light distribution direction. The headlight is not driven by the operation. Therefore, the driver does not feel bothered by the minute movement of the headlamp, and is not induced by the minute movement of the headlamp.

  FIG. 1 shows the configuration of a vehicle headlamp apparatus according to an embodiment of the present invention. A vehicle headlamp apparatus 1 includes a swivel control ECU (Electronic Control Unit) 11, an ignition switch 12, a headlamp switch 13, a vehicle speed sensor 14, a steering angle sensor 15, a vehicle height sensor 18, an acceleration sensor 19, and a yaw rate sensor 20. , Turn signal detector 23, swivel lamp actuators (left, right) 16a, 16b, swivel lamps (left, right) 17a, 17b, and navigation system 21.

  The swivel lamp actuators 16a and 16b move the light distribution directions of the swivel lamps 17a and 17b used as the left and right headlamps to the left and right, respectively. Since the left and right swivel lamp actuators 16a and 16b have the same structure, only the left swivel lamp actuator 16a will be described with reference to FIGS. As shown in FIG. 2, the swivel ramp actuator 16 a includes a stepping motor 161, a gear mechanism 162, a position sensor 163, a stopper 164, and a rotating shaft 165.

  The stepping motor 161 is an electric motor used for the purpose of converting the number of pulses into an angular displacement. When one input pulse signal is input, the rotor rotates by a certain angle specific to the motor. Therefore, the rotation angle from the reference position of the rotor is proportional to the number of input pulse signals. The stepping motor 161 receives a drive pulse generated by a drive pulse generation unit 115 described later.

  The gear mechanism 162 is obtained by sequentially meshing several sets of gears in order to transmit the rotational movement of the rotation output shaft 161 a of the stepping motor 161 to the rotation shaft 165. The rotating shaft 165 is driven to rotate at a reduced speed by the gear mechanism 162.

  The position sensor 163 detects the swivel angle of the swivel lamp 17a. As the position sensor 163, a hall sensor or the like is used. The relationship between the sensor output voltage of the position sensor 163 and the swivel angle of the swivel lamp 17a is measured in advance, and the result is stored in the swivel ECU 11 as the sensor output voltage-swivel angle characteristic shown in FIG. Therefore, the swivel angle of the swivel lamp 17a can be detected from the sensor output voltage output from the position sensor 163 by referring to the sensor output voltage-swivel angle characteristic.

  The stopper 164 limits the rotation of the swivel lamp 17a within a predetermined range. The gear mechanism 162 or the swivel lamp 17a is provided with a protrusion (not shown), and when the rotation of the swivel lamp 17a exceeds a predetermined range, the stopper 164 and the protrusion contact each other, and the swivel lamp exceeds the predetermined range. The rotation of 17a is prevented.

  The rotation shaft 165 connects the swivel lamp 17a and the gear mechanism 162, and the swivel lamp 17a is rotated to a predetermined swivel angle position by the rotational drive of the gear mechanism 162.

  Next, the relationship between the rotation direction of the rotation output shaft 161a of the stepping motor 161 and the rotation direction of the swivel lamps 17a and 17b will be described with reference to FIG. FIG. 4A illustrates the swivel lamp 17a on the left side of the vehicle. The right side of the swivel lamp 17a is the vehicle center side, and the left side is the vehicle outer side. FIG. 4B illustrates the swivel lamp 17b on the right side of the vehicle. The right side of the swivel lamp 17a is the vehicle outer side, and the left side is the vehicle center side.

  When the rotation output shaft 161a rotates in the clockwise direction (CW direction), the swivel lamp 17a on the left side of the vehicle rotates in the vehicle center side direction as shown in FIG. 4A. On the other hand, when the rotation output shaft 161a rotates in the counterclockwise direction (CCW direction), as shown in FIG. 4A, the swivel lamp 17a rotates in the vehicle outer direction.

  When the rotation output shaft 161a rotates in the clockwise direction (CW direction), the swivel lamp 17b on the right side of the vehicle rotates in the direction outside the vehicle, as shown in FIG. 4B. On the other hand, when the rotation output shaft 161a rotates in the counterclockwise direction (CCW direction), as shown in FIG. 4B, the swivel lamp 17b rotates in the vehicle center side direction. Thus, the left and right swivel lamp actuators 16a and 16b rotate the optical axes of the left and right swivel lamps 17a and 17b, and the light distribution direction is controlled.

  The navigation system 21 shown in FIG. 1 has a GPS unit and a map data storage unit, and detects the vehicle position that is the current position of the vehicle and the shape of the road in the vehicle traveling direction. The GPS unit is a device that receives a GPS signal from a GPS (Global Positioning System) communication satellite and detects the current position of the vehicle. The map data storage unit stores map data. The map data includes route calculation data used to calculate the recommended route, intersection name, road name, etc., route guidance data used to guide the vehicle to the destination according to the recommended route, and road data representing the road shape. , Background data representing map shapes other than roads, such as coastlines, rivers, railways, buildings, and POI (Point Of Interest) data.

  The vehicle height sensor 18 is attached adjacent to each wheel of the vehicle, detects a change in vehicle height, and outputs it to the swivel control ECU 11. As the vehicle height sensor 18, a suspension displacement sensor that detects displacement of the vehicle height from a change in suspension, an ultrasonic sensor that irradiates the road surface with ultrasonic waves and detects a change in vehicle height from the reflection time, and the like are used. The acceleration sensor 19 detects the vertical acceleration of the vehicle and outputs it to the swivel control ECU 11. The yaw rate sensor 20 detects the yaw rate of the vehicle and outputs it to the swivel control ECU 11.

  The swivel control ECU 11 shown in FIG. 1 includes a microcomputer and its peripheral circuits, and is provided with an ignition switch 12, a headlamp switch 13, a vehicle speed sensor 14, a steering angle sensor 15, a vehicle height sensor 18, and the like every control cycle (for example, 10 ms). It takes in signals output from the acceleration sensor 19, the yaw rate sensor 20, the blinker detection unit 23, the navigation system 21, and the like, and outputs drive pulses to the swivel actuators 16a and 16b. Further, the steering angular velocity is calculated from the change in the steering angle detected by the steering angle sensor 15. As shown in FIG. 1, the swivel control ECU 11 includes a state transition determination unit 111, a steering angle hysteresis processing unit 112, a swivel angle control value calculation unit 113, a step number calculation unit 114, a drive pulse generation unit 115, a road surface condition detection unit, 116 steering angular velocity calculation unit 117, offset processing unit 118, and forward road determination unit 119. These are executed by software processing.

  The state transition determination unit 111 switches the swivel angle control of the swivel lamps 17a and 17b in the swivel control ECU 11 between the vehicle straight traveling direction movement mode and the swivel control mode. Here, the vehicle straight direction movement mode is a mode in which the light distribution direction of the swivel lamps 17a and 17b is directed in the vehicle straight direction, and the swivel angle at this time is 0 °. On the other hand, the swivel control mode is a mode in which the light distribution direction is changed based on the steering angle of the steering. At this time, the swivel angles of the swivel lamps 17a and 17b are controlled according to the steering angle and the like.

  Switching between the vehicle straight direction movement mode and the swivel control mode in the state transition determination unit 111 will be described with reference to FIG. When the state transition determination unit 111 receives the ignition switch ON signal from the ignition switch 12, the swivel angle control is switched from the stop state 51 to the vehicle straight direction movement mode 52. At this time, the swivel lamps 17a and 17b are driven so that the light distribution direction is in the straight traveling direction of the vehicle.

  When the swivel angles of the swivel lamps 17a and 17b become 0 ° and the driving completion of the swivel lamps 17a and 17b is received from the headlight switch 13, the vehicle straight traveling mode 52 is switched to the swivel control mode 53. At this time, based on the steering angle signal from the steering angle sensor 15, the vehicle speed signal from the vehicle speed sensor 14, etc., the swivel angles of the swivel lamps 17a and 17b are controlled so as to ensure the visibility in the steering direction of the vehicle.

  When the headlamp switch OFF signal is received in the swivel control mode 53, the swivel control mode 53 is switched to the vehicle straight direction movement mode 52. Further, when the ignition switch OFF signal is received in the vehicle straight direction movement mode 52, the process returns to the stop state 51.

  The steering angle hysteresis processing unit 112 calculates a steering angle hysteresis processing value based on the steering angle signal from the steering angle sensor 15. Here, the steering angle hysteresis processing value is a parameter for calculating the swivel angle control value. The swivel angle control value is used when controlling the swivel angles of the swivel lamps 17a and 17b. The calculated steering angle hysteresis processing value is output to the swivel angle control value calculation unit 113 or the offset processing unit 118.

  The swivel angle control value calculation unit 113 switches the vehicle speed detected by the vehicle speed sensor 14 and the steering angle hysteresis processing value or the steering angle offset processing value (hereinafter referred to as “steering angle hysteresis processing value, etc.) when switching to the swivel control mode 23. The swivel angle control values of the swivel lamps 17a and 17b are calculated from the above. The swivel angle control value calculation unit 113 stores a target swivel angle Map60 shown in FIG. The target swivel angle Map60 represents an optimum swivel angle at a predetermined vehicle speed and a steering angle hysteresis processing value as target swivel angle curves 61a to 61c. As can be seen from the target swivel angle Map60 shown in FIG. 6, the swivel angle increases as the steering angle hysteresis processing value increases. Based on the steering angle hysteresis processing value and the vehicle speed, a swivel angle control value is calculated from the target swivel angle curves 61a to 61c. The calculated swivel angle control value is output to the step number calculation unit 114.

  The step number calculation unit 114 calculates the number of steps of the stepping motor provided in the swivel lamp actuators 16a and 16b based on the swivel angle control value (step angle) output from the swivel angle control value calculation unit 113. The swivel angle actuators 16a and 16b are driven by the calculated number of steps, and the swivel lamps 17a and 17b rotate to the calculated swivel angle control value.

The number of steps is calculated from the following formula.
Number of steps = swivel angle / (resolution / gear ratio) (Formula 1)
Here, the resolution is the resolution of the stepping motor, and the gear ratio is the gear ratio of the gear mechanism provided in the swivel lamp actuators 16a and 16b. The calculated number of steps is output to the drive pulse generator 115.

  The drive pulse generator 115 generates a drive pulse for driving the stepping motor. The generated drive pulse is output to the swivel lamp actuators 16a and 16b to rotate the swivel lamps 17a and 17b to the swivel angle control value.

  The road surface condition detection unit 116 inputs signals from the vehicle height sensor 18 and the acceleration sensor 19 and determines whether or not the vehicle is traveling on a rough road. For example, the frequency at which the integrated value of the amount of displacement of the vehicle height detected by the vehicle height sensor 18 within a predetermined time exceeds a predetermined value or the vehicle height value exceeds a certain threshold value is measured, and the frequency is predetermined. If the value is exceeded, it is determined that the vehicle is traveling on a rough road. If the acceleration in the vertical direction of the vehicle detected by the acceleration sensor 19 exceeds a predetermined value, it is determined that the vehicle is traveling on a rough road. The detection result is output to the steering angle hysteresis processing unit 112.

  The steering angular velocity calculation unit 117 calculates the steering angular velocity from the amount of change between the steering angle detected by the previous steering angle sensor 15 and the steering angle detected this time. The detected steering angular velocity is output to the steering angle hysteresis processing unit 112 and the offset processing unit 118.

  The offset processing unit 118 performs offset processing on the steering angle hysteresis processing value calculated by the steering angle hysteresis processing unit 112 based on the steering angle detected by the steering angle sensor 15 and the steering angular velocity calculated by the steering angular velocity calculation unit 117. The steering angle offset processing value is calculated. The calculated steering angle offset processing value is output to the swivel angle control value calculation unit 113. Details of the offset processing will be described later.

  The forward road determination unit 119 takes in road data around the vehicle and information on the current position of the vehicle from the navigation system 21 and determines whether there is a corner in the traveling direction of the vehicle. The corner is determined based on the shape of the road in the vehicle traveling direction, particularly the radius of curvature of the road. For example, when the curvature radius of the road in the traveling direction of the vehicle is less than 200 m, it is determined that there is a corner in the traveling direction of the vehicle, and when the curvature radius is 200 m or more, it is determined that there is no corner.

  Next, swivel angle control of the swivel lamps 17a and 17b in the vehicle headlamp device 1 according to the embodiment of the present invention will be described with reference to FIGS.

  In FIG. 7, it is assumed that after the minute steering operation, the driver rotates the steering by a predetermined angle and performs the minute steering operation again.

  FIG. 7A shows the steering angle of the steering and the steering angle hysteresis processing value. A thin line 71 indicates the actual steering angle of the steering, and a thick line 72 indicates the steering angle hysteresis processing value. Between the dotted lines 73a and 73b, hysteresis ranges (73a and 73b) having hysteresis value widths 74a and 74b (hereinafter referred to as hysteresis widths) above and below the steering angle hysteresis processing value 72 are shown. Similarly, between the dotted lines 73c and 73d, hysteresis ranges (73c and 73d) having hysteresis widths 74c and 74d above and below the steering angle hysteresis processing value 72 are shown. Similarly, between the dotted lines 73e and 73f, hysteresis ranges (73e and 73f) having hysteresis widths 74e and 74f above and below the steering angle hysteresis processing value 72 are shown.

  The hysteresis values of the hysteresis widths 74a and 74b are K2a, and the hysteresis values of the hysteresis widths 74c and 74d are K2b. The hysteresis value includes a right hysteresis value in the right direction and a left hysteresis value in the left direction with respect to the traveling direction of the vehicle. Unless otherwise specified, the hysteresis values in both the left and right directions are omitted hereinafter. Therefore, it will be called a “hysteresis value”.

  FIG. 7B shows the steering angular velocity absolute value 101 of the steering. FIG. 7C shows the swivel angle 75 of the swivel lamps 17a and 17b. The time point t0 is a time when the vehicle speed that has been constant starts to increase. The vehicle speed continues to increase until time t1, and becomes constant from time t1. Time t1 is the time when the steering steering angular velocity absolute value 101 becomes a value equal to or greater than J1, and time t2 is the time when the actual steering angle 71 of the steering is out of the hysteresis range (73c, 73d). The time point t3 is a time at which the actual steering angle 71 of the steering out of the hysteresis range (73c, 73d) has changed in a direction to return to the hysteresis range (73e, 73f), that is, has started to decrease.

  Until the time t2, the actual steering angle 71 of the steering fluctuates within the hysteresis range (73a, 73b). In such a case, even if the actual steering angle 71 varies, the steering angle hysteresis processing value 72 is constant. As a result, the swivel angle 75 is also constant.

  Between time t0 and time t1, the vehicle speed increases as it approaches time t1. As shown in FIG. 8, since the hysteresis value decreases as the vehicle speed increases, the hysteresis widths 74a and 74b become narrower and the hysteresis ranges (73a and 73b) become narrower.

  At time t1, the steering angular velocity absolute value 101 of the steering wheel is a value equal to or greater than J1. As shown in FIG. 9, when the absolute value of the steering angular velocity exceeds J1, the hysteresis value changes from K2a to K2b. Therefore, the hysteresis value decreases from K2a to K2b at time t1. The hysteresis range becomes narrower from the hysteresis range (73a, 73b) to the hysteresis range (73c, 73d). In other words, when the steering angular velocity absolute value of the steering exceeds a predetermined value, the hysteresis value becomes small. The values of K2a and K2b are values that vary depending on the vehicle speed as shown in FIG. 8, and these values are hereinafter referred to as specified values (K2).

  At the time t2, the actual steering angle 71 increases and deviates from the hysteresis range (73c, 73d). In such a case, the steering angle hysteresis processing value 72 starts to increase, and the swivel angle 75 also starts to increase. During the time between time points t2 and t3, the steering angle hysteresis processing value 72 also increases according to the actual steering angle 71. As a result, the swivel angle 75 also increases according to the actual steering angle 71.

  At time t3, the increase of the actual steering angle 71 stops. In such a case, the steering angle hysteresis processing value 72 stops increasing, and as a result, the swivel angle 75 also stops increasing. After the time t3, the actual steering angle 71 of the steering fluctuates within the hysteresis range (73e, 73f). In such a case, even if the actual steering angle 71 varies, the steering angle hysteresis processing value 72 is constant. As a result, the swivel angle 75 is also constant.

  In FIG. 10, it is assumed that the driver is traveling on a rough rough road having irregularities such as a rutted road, and has performed a very fast steering operation (corrected rudder) in order to maintain the traveling direction of the vehicle.

  FIG. 10A shows the steering angle of the steering and the steering angle hysteresis processing value. A thin line 71 indicates the actual steering angle of the steering, and a thick line 72 indicates the steering angle hysteresis processing value. The hysteresis widths 74a and 74b up to the time point t4 are the specified values (K2), the hysteresis widths 74g and 74h in the time between the time points t4 and t5 are K4, and the hysteresis widths 74a and 74b after the time point t5 are the specified values ( K2). Therefore, at time t4, the hysteresis range becomes wider from the hysteresis range (73a, 73b) to the hysteresis range (73g, 73h), and at time t5, the hysteresis range is changed from the hysteresis range (73g, 73h) to the hysteresis range. (73a, 73b).

  FIG. 10B shows the steering angular velocity absolute value 101 of the steering. FIG. 10C shows the swivel angle 75 of the swivel lamps 17a and 17b. Time t4 is the time when the wheel is taken immediately and the steering is operated quickly to maintain the traveling direction, and as a result, the steering steering angular velocity absolute value becomes a value equal to or greater than J2. The time point t5 is a time when a predetermined time has elapsed after the steering steering angular velocity absolute value becomes a value equal to or greater than J2.

  Since the actual steering angle 71 of the steering is within the hysteresis range (73a, 73b) until time t4, the steering angle hysteresis processing value 72 is constant even if the actual steering angle 71 varies. Therefore, the swivel angle 75 is also constant until time t4. At time t4, the steering angular velocity absolute value 101 of the steering wheel is a value equal to or greater than a predetermined value J2. As shown in FIG. 11, when the absolute value of the steering angular velocity exceeds J2, the hysteresis value increases from K2 to K4. The hysteresis value is held in a state of K4 for a predetermined time. Therefore, at the time point t4, the hysteresis range expands from the hysteresis range (73a, 73b) to the hysteresis range (73g, 73h).

  In the time between the time points t4 and t5, the actual steering angle 71 has a very large value. However, since the hysteresis range is widened, the actual steering angle 71 is still within the hysteresis range (73g, 73h). Therefore, even if the actual steering angle 71 varies, the steering angle hysteresis processing value 72 remains constant. Therefore, the swivel angle 75 is also constant during the time between the time points t4 and t5. After time t5, the hysteresis range becomes narrower from the hysteresis range (73g, 73h) to the hysteresis range (73a, 73b), but the actual steering angle 71 is within the hysteresis range (73a, 73b). The processing value 72 is constant. Therefore, after time t5, the swivel angle 75 is also constant.

  Note that the hysteresis value K4 during the rough road traveling is also a variable value according to the vehicle speed and the steering angular velocity, similarly to the specified value K2.

  In FIG. 12, it is assumed that the vehicle enters a road followed by a curved road such as an S-shaped curve, and the vehicle enters the left curve from the right curve. The straight steering angle and swivel angles of the swivel lamps 17a and 17b are set to 0 °, the right steering angle and swivel angle with respect to the straight driving direction are plus, and the left steering angle and swivel angle are minus. To do.

  FIG. 12A shows the steering angle and steering angle hysteresis processing value of the steering, the thin line 71 is the actual steering angle of steering, and the thick line 72 is the steering angle hysteresis processing value. At time t6, the actual steering angle 71 is 180. This is the time when the steering angle has passed 45 ° while decreasing at a fast steering angular velocity exceeding / s. Time t7 is the time when the actual steering angle 71 has passed 0 °. FIG. 12B shows the swivel angle 75 of the swivel lamps 17a and 17b.

  Until the time point t6, the steering angle hysteresis processing value 72 varies based on a predetermined hysteresis value (for example, a specified value K2). At time t6, the hysteresis value is switched to a small value (K5), and accordingly, the steering angle hysteresis processing value 72 is also switched to a small value, which is substantially the same value as the actual steering angle 71. The steering angle hysteresis processing value 72 passes through 0 ° without a large delay at time t7 when the actual steering angle 71 becomes 0 °. The swivel angle 75 also passes through 0 ° without much delay at time t7. Then, the steering angle hysteresis treatment value 72 becomes a negative value without greatly delaying the actual steering angle 71, and the swivel angle 75 also becomes a negative value without significantly delaying the actual steering angle 71.

  The hysteresis value K5 is also a variable value according to the vehicle speed and the steering angular velocity, similarly to the specified value K2.

  In FIG. 13, it is assumed that the vehicle enters a road followed by a curved road such as an S-shaped curve, and the vehicle enters the left curve from the right curve. The straight steering angle and swivel angles of the swivel lamps 17a and 17b are set to 0 °, the right steering angle and swivel angle with respect to the straight driving direction are plus, and the left steering angle and swivel angle are minus. To do.

  FIG. 13A shows the steering angle and steering angle offset processing value of the steering, the thin line 71 is the actual steering angle of steering, and the thick line 131 is the steering angle offset processing value. Here, the steering angle offset processing value is a value obtained by subtracting the offset value from the steering angle hysteresis processing value. Details of the offset value will be described later. The time point t8 is a time when the actual steering angle 71 passes through the steering angle of 45 ° while decreasing at a steering angular velocity exceeding 180 ° / s. In addition, time point t9 is a time when the actual steering angle 71 has passed 0 °. FIG. 13B shows the swivel angle 75 of the swivel lamps 17a and 17b. The swivel angle 75 varies according to the steering angle offset processing value 131.

  The offset value is 0 ° until time t8, and the steering angle offset processing value 131 is the same value as the steering angle hysteresis processing value. At the time point t8, the offset value is switched to a large value, and the steering angle offset processing value 131 becomes small and becomes substantially the same value as the actual steering angle 71. The steering angle offset processing value 131 passes through 0 ° without a large delay at time t9 when the actual steering angle 71 becomes 0 °. The swivel angle 75 also passes through 0 ° without much delay at time t9. Then, the steering angle offset treatment value 131 becomes a negative value without greatly delaying the actual steering angle 71, and the swivel angle 75 also becomes a negative value without largely delaying the actual steering angle 71.

  In FIG. 14, the vehicle travels on a straight road when there is a corner presence / absence information by the navigation system, that is, when a signal regarding the presence / absence of a corner is input from the navigation system 21 to the front road determination unit 119. Assume that you entered the corner from the inside to the left.

  FIG. 14A shows the steering angle of the steering and the steering angle hysteresis processing value. A thin line 71 indicates the actual steering angle of the steering, and a thick line 72 indicates the steering angle hysteresis processing value. The hysteresis values of the hysteresis widths 74a and 74b are specified values (K2), and the left hysteresis value of the hysteresis width 74k is a look-up value (K6min).

  FIG. 14C schematically shows a state in which the vehicle 141 enters the corner C1 at the left turn. Here, L2 is an entry point of the corner C1, that is, a point where the road starts to bend with a radius of curvature of less than 200 m. The point L1 is a point a predetermined distance before the point L2.

  As shown in FIG. 14A, the hysteresis widths 74a and 74b are values of the specified value (K2) until the vehicle 181 moves to the point L1. However, when approaching the point L2 beyond the point L1, the left hysteresis width 74a, which is the direction of turning the corner, is gradually replaced with the table discount value (K6). When the point L2 is reached, the hysteresis width 74k becomes the value of the reference value (K6min).

  Next, swivel angles of swivel lamps 17a and 17b will be described with reference to FIG. Since the actual steering angle 71 of the steering is within the hysteresis range (73a, 73b) up to the point L1, the steering angle hysteresis processing value 72 is constant even if the actual steering angle 71 varies. Therefore, the swivel angle 75 is also constant up to the point L1. The hysteresis width 74a on the left side is gradually narrowed between the point L1 and the point L2 (table lookup value K6), but the actual steering angle 71 of the steering is within the hysteresis range (73a, 73b). The steering angle hysteresis processing value 72 is still constant. Between the point L2 and the point L3, the left hysteresis value of the left hysteresis width 74k is the minimum value (K6min), but the actual steering angle 71 of the steering is within the hysteresis range (73k, 73b). Therefore, the steering angle hysteresis processing value 72 is constant.

  When the vehicle passes through the point L3, the actual steering angle 71 increases and deviates from the hysteresis range (73k, 73b), so that the steering angle hysteresis processing value 72 starts to increase. Therefore, at the point L3, the swivel angle 75 starts to increase. That is, after the point L3, the steering angle hysteresis processing value 72 increases according to the actual steering angle 71, and the swivel angle 75 also increases according to the actual steering angle 71.

  In FIG. 15, when there is no corner presence / absence information by the navigation system, that is, when there is no signal regarding the presence / absence of a corner from the navigation system 21 to the front road determination unit 119, the turn signal is turned on and the vehicle turns left. And

  FIG. 15A shows the steering angle of the steering and the steering angle hysteresis processing value. A thin line 71 indicates the actual steering angle of the steering, and a thick line 72 indicates the steering angle hysteresis processing value. The hysteresis values of the hysteresis widths 74a and 74b are the specified value (K2), and the left hysteresis value of the hysteresis width 74n is the specified value 2 (K8).

  FIG. 15B shows the acceleration of the vehicle. The negative value of the acceleration 151 is the deceleration. The acceleration value -M, that is, the deceleration value M is a criterion for switching the hysteresis value left hysteresis value from the specified value (K2) to the specified value 2 (K8). Since the vehicle decelerates when making a right / left turn, the deceleration of the vehicle speed is a material for judging a right / left turn ahead of the vehicle position. Here, it is assumed that the deceleration of the vehicle becomes M1 or more at time t10. It is assumed that the state where the deceleration is equal to or higher than M1 continues from time t10 to a time exceeding time t12 after a predetermined time has elapsed. The specified value 2 (K8) is a hysteresis value smaller than the specified value (K2).

  FIG. 15C shows ON / OFF of blinker lighting. Since the turn signal lights are turned on when turning left and right at the intersection, turn signal lights are a judgment material for determining approaching a corner. When the ON / OFF curve 152 of the turn signal lighting is on the center line, the turn signal light is not turned on, when the turn signal is above the center line, the left turn signal light is turned on, and when it is lower, the right turn signal light is turned on. Yes. Here, it is assumed that the left turn signal is turned on at time t11, which is the time between time t10 and time t12.

  As shown in FIG. 15A, the hysteresis values of the hysteresis widths 74a and 74b are the specified value (K2) until time t12. However, since the left turn signal is turned on at time t11, the left hysteresis value of the hysteresis width 74n is set to the specified value 2 (K8) at time t12.

  Next, the swivel angles of the swivel lamps 17a and 17b will be described with reference to FIG. Since the actual steering angle 71 of the steering is within the hysteresis range (73a, 73b) until time t12, the steering angle hysteresis processing value 72 is constant even if the actual steering angle 71 varies. Accordingly, the swivel angle 75 is also constant until time t12. Although the hysteresis width 74h is narrowed at time t12, the steering angle hysteresis processing value 72 is still constant because the actual steering angle 71 of the steering is within the hysteresis range (73n, 73b). When the actual steering angle 71 increases and deviates from the hysteresis range (73n, 73b) at time t13, the steering angle hysteresis processing value 72 starts to increase. Therefore, at the time t13, the swivel angle 75 starts to increase. That is, after time t13, the steering angle hysteresis processing value 72 increases according to the actual steering angle 71, and the swivel angle 75 also increases according to the actual steering angle.

  Next, the swivel angle control processing of the swivel lamps 17a and 17b in the vehicle headlamp device 1 according to the embodiment of the present invention will be described with reference to the flowchart of FIG. The process of FIG. 16 is executed in the swivel control ECU 11 by a program that starts when the ignition switch 12 is turned on. Here, the initial value of the steering angle hysteresis processing value is set to 0 °, and the swivel angle in the vehicle straight traveling direction is set to 0 °.

  In step S1601, it is determined whether the headlamp switch 13 is on. If the headlamp switch 13 is on, an affirmative decision is made in step S1601 and the process proceeds to step S1602. If the headlamp switch 13 is off, a negative determination is made in step S1601 and the process proceeds to step S1613. In step S1602, the steering angle of the steering is detected from the steering angle signal from the steering angle sensor 15.

  In step S1603, the steering angular velocity is calculated from the amount of steering angle displacement detected by the steering angle sensor 15. In step S 1604, the vehicle speed is detected from the vehicle speed signal from the vehicle speed sensor 14. In step S1605, a hysteresis value calculation process is performed to calculate a hysteresis value. Details of this hysteresis value calculation processing will be described later. In step S1606, the steering angle hysteresis processing value is calculated by the steering angle hysteresis processing value calculation processing. Details of the steering angle hysteresis processing value calculation processing will be described later.

  In step S1607, it is determined whether an offset processing permission flag is set. If the offset process permission flag is set, an affirmative determination is made in step S1607 and the process proceeds to step S1608. If the offset processing permission flag is not set, a negative determination is made in step S1607, and the process proceeds to step S1614. In step S1608, a steering angle offset processing value is calculated by offset processing, and the process proceeds to step S1609. Details of the offset processing will be described later.

  In step S1609, the offset processing permission flag is cleared, and the process proceeds to step S1610. In step S1610, a swivel angle control value is calculated based on the steering angle offset processing value, and the process proceeds to step S1611. In step S1614, a swivel angle control value is calculated based on the steering angle hysteresis processing value, and the process proceeds to step S1611. In step S1611, the number of steps of the stepping motor 161 for driving the swivel lamps 17a and 17b to the position of the calculated swivel angle control value is calculated. In step S1612, a drive pulse is generated based on the calculated number of steps and is output to swivel lamp actuators 16a and 16b. In step S1613, the swivel angle control value is set to 0 °, and the process proceeds to step S1611.

  Next, the hysteresis value calculation processing in step S1605 will be described with reference to FIG.

  In step S1701, the road surface condition detection unit 116 determines whether the vehicle is traveling on a rough road. If the vehicle is traveling on a rough road, affirmative determination is made in step S1701 and the process proceeds to step S1713. If the vehicle is not traveling on a rough road, a negative determination is made in step S1701 and the process proceeds to step S1702.

  In step S1713, it is determined whether the steering angular velocity absolute value is less than the value of J2 in FIG. If it is less than the value of J2, an affirmative determination is made in step S1713 and the process proceeds to step S1702. If the value is greater than or equal to the value of J2, a negative determination is made in step S1713, and the process proceeds to step S1714. Step S1714 corresponds to FIG. 10, and the left hysteresis value and the right hysteresis value are set to the value of K4 in FIG. Here, the value of K4 is more than twice the value of the specified value (K2). Then, the hysteresis value calculation process ends.

  In step S1702, it is determined using the steering angle and the yaw rate whether the vehicle is traveling on a straight road. If the vehicle is traveling on a straight road, an affirmative determination is made in step S1702 and the process proceeds to step S1703. If the vehicle is traveling on a curve, a negative determination is made in step S1702 and the process proceeds to step S1710. In step S1710, it is determined whether the absolute value of the steering angular velocity is greater than a predetermined value. If it is greater than the predetermined value, an affirmative determination is made in step S1710, and the process proceeds to step S1711. If it is equal to or smaller than the predetermined value, a negative determination is made in step S1710, and the process proceeds to step S1712.

  In step S1711, an offset processing permission flag is set. Step S1712 corresponds to FIG. 12, the hysteresis value is calculated based on the later-described “hysteresis calculation C” flowchart, and the process of S1605 ends.

  In step S1703, it is determined whether corner presence / absence information is transmitted from the navigation system 21 to the swivel control ECU 11. If corner presence / absence information is transmitted, an affirmative decision is made in step S1703 and the process proceeds to step S1704. If not transmitted, a negative determination is made in step S1703, and the process proceeds to step S1705. Step S1704 corresponds to FIG. 14, the hysteresis value is calculated based on the later-described “hysteresis calculation A” flowchart, and the process of S1605 ends.

  In step S1705, based on detection of turn signal lighting by the turn signal detection unit 23, it is determined whether the turn signal light is on. If it is lit, an affirmative decision is made in step S1705 and the process proceeds to step S1706. If the blinker is not lit, a negative determination is made in step S1705 and the process proceeds to step S1708. Step S1706 corresponds to FIG. 15, the hysteresis value is calculated based on the later-described “hysteresis calculation B” flowchart, and the process of S1605 ends.

  In step S1708, the left / right hysteresis variable flag B is cleared, and the process proceeds to step S1709. The left / right hysteresis variable flag B is a flag set in step S2104 and step S2105 in FIG. 21 in hysteresis calculation B in step S1706 described later. Step S1709 corresponds to FIG. 7, and the hysteresis value is set to the specified value (K2), and the process of S1605 ends.

  The hysteresis calculation A in step S1704 will be described with reference to FIGS.

  In step S1801, it is detected whether there is a corner in the vehicle traveling direction from the current position of the vehicle detected by the navigation system 21 and road data around the vehicle. In step S1802, it is determined whether there is a corner in the vehicle traveling direction. If yes, step S1802 is affirmed and the process proceeds to step S1803. If not, the determination in step S1802 is negative and the process proceeds to step S1806. In step S1803, it is determined whether the corner is a right turn. If it is a right turn, an affirmative decision is made in step S1803 and the process proceeds to step S1804. If it is not a right turn, that is, if it is a left turn, a negative determination is made in step S1803, and the process proceeds to step S1805.

  In step S1804, the right hysteresis variable flag is set. In step S1805, the left hysteresis variable flag is set. In step S1806, the right hysteresis variable flag and the left hysteresis variable flag are cleared. Here, the right hysteresis variable flag is a flag for determining whether or not the hysteresis width in the right direction is decreased with respect to the traveling direction of the vehicle. The left hysteresis variable flag is relative to the traveling direction of the vehicle. This is a flag for determining whether to decrease the hysteresis width in the left direction.

  In step S1807, it is determined whether the right hysteresis variable flag is set. If it is set, an affirmative decision is made in step S1807 and the process proceeds to step S1808. If not set, a negative determination is made in step S1807, and the process proceeds to step S1809. In step S1808, the hysteresis value of the hysteresis width in the right direction with respect to the traveling direction of the vehicle (hereinafter referred to as the right hysteresis value) is set as the reference value (K6). The table discount value (K6) is a hysteresis value calculated from a predetermined relationship between the distance to the corner shown in FIG. 20 and the hysteresis value. In FIG. 20, the hysteresis value becomes smaller as the distance to the corner becomes shorter. Then, the hysteresis calculation A process in step S1704 is terminated.

  In step S1809, the right hysteresis value is set to a specified value (K2). Then, the process proceeds to step S1901 in FIG.

  In step S1901 in FIG. 19, it is determined whether the left hysteresis variable flag is set. If it is set, an affirmative decision is made in step S1901 and the process proceeds to step S1902. If not set, a negative determination is made in step S1901 and the process proceeds to step S1903. In step S1902, the hysteresis value of the hysteresis width in the left direction with respect to the traveling direction of the vehicle (hereinafter referred to as the left hysteresis value) is set to the look-up value (K6) in FIG. Then, the hysteresis calculation A process in step S1704 is terminated.

  In step S1903, the left hysteresis value is set to a specified value (K2). Then, the hysteresis calculation A process in step S1704 is terminated.

  The hysteresis calculation B in step S1706 will be described with reference to FIGS.

  In step S2101, it is determined whether the left hysteresis variable flag B and the right hysteresis variable flag B are cleared. If cleared, an affirmative decision is made in step S2101 and the process proceeds to step S2102. If not cleared, that is, if the left hysteresis variable flag B or the right hysteresis variable flag B is set, a negative determination is made in step S2101 and the process proceeds to step S2109.

  In step S2109, it is determined whether the acceleration of the vehicle is equal to or greater than a predetermined value. If it is greater than or equal to the predetermined value, an affirmative decision is made in step S2109 and the process proceeds to step S2110. If it is less than the predetermined value, a negative determination is made in step S2109 and the process proceeds to step S2106.

  In step S2102, it is determined from the vehicle speed detected by the vehicle speed sensor 14 whether the condition that the vehicle is traveling at a deceleration greater than a predetermined value for a predetermined time or more is satisfied. If the condition is satisfied, an affirmative determination is made in step S2102 and the process proceeds to step S2103. If the above condition is not satisfied, a negative determination is made in step S2102 and the process proceeds to step S2106.

  In step S2103, it is determined whether the blinker that is lit is the right blinker. If it is the right turn signal, an affirmative determination is made in step S2103, and the process proceeds to step S2104. If the turn signal indicator that is lit is the left turn indicator, a negative determination is made in step S2103, and the process proceeds to step S2105. In step S2104, the right hysteresis variable flag B is set. In step S2105, the left hysteresis variable flag B is set. In step S2110, the right hysteresis variable flag B and the left hysteresis variable flag B are cleared. Here, the right hysteresis variable lag B is a flag for determining whether or not the right hysteresis width is reduced with respect to the traveling direction of the vehicle, and the left hysteresis variable flag B is the traveling direction of the vehicle. Is a flag for determining whether or not to decrease the hysteresis width in the left direction.

  In step S2106, it is determined whether the right hysteresis variable flag B is set. If it is set, an affirmative decision is made in step S2106, and the process proceeds to step S2107. If not set, a negative determination is made in step S2106, and the process proceeds to step S2108.

  In step S2107, the right hysteresis value is set to a specified value 2 (K8). Then, the hysteresis calculation B process in step S1706 ends.

  In step S2108, the right hysteresis value is set to a specified value (K2). Then, the process proceeds to step S2201 in FIG.

  In step S2201 of FIG. 22, it is determined whether the left hysteresis variable flag is set. If it is set, an affirmative decision is made in step S2201 and the process proceeds to step S2202. If it is not set, a negative determination is made in step S2201 and the process proceeds to step S2203. In step S2202, the left hysteresis value is set to a specified value 2 (K8). Then, the hysteresis calculation B process in step S1706 ends.

  In step S2203, the left hysteresis value is set to a specified value (K2). Then, the hysteresis calculation B process in step S1706 ends.

  The hysteresis calculation C in step S1712 will be described with reference to FIGS.

  Here, the special mode value K5 refers to a hysteresis value calculated from the curve 231 of the special mode value indicating the relationship between the hysteresis value and the absolute value of the steering angle in FIG. For comparison, a curve 232 of the prescribed value K2 is shown by a dotted line in FIG. 23, but the special mode value is smaller than the prescribed value (K2) obtained with the same steering angular velocity absolute value.

  In step S2401 in FIG. 24, it is determined whether the steering direction is rightward or leftward. In the case of the right direction, the process proceeds to step S2402. In the case of the left direction, the process proceeds to step S2501 in FIG. In step S2402, it is determined whether the hysteresis variable flag is cleared or set. Here, the hysteresis variable flag is used to determine whether or not to switch the hysteresis value to the special mode value. If it has been cleared, the process proceeds to step S2403. If it is set, the process advances to step S2408.

  In step S2403, it is determined whether the previously detected steering angle is greater than 45 ° and the currently detected steering angle is less than 45 °. If the previously detected steering angle is greater than 45 ° and the currently detected steering angle is less than 45 °, an affirmative determination is made in step S2403 and the process proceeds to step S2404. Otherwise, a negative determination is made in step S2403, and the process proceeds to step S2406. In step S2404, it is determined whether the steering angular velocity absolute value is greater than 180 ° / s. If greater than 180 ° / s, an affirmative determination is made in step S2404 and the process proceeds to step S2405. If it is 180 ° / s or less, a negative determination is made in step S2404, and the process proceeds to step S2406. In step S2405, a hysteresis variable flag is set.

  In step S2406, it is determined whether the hysteresis variable flag is set or cleared. If it is set, the process advances to step S2407. If cleared, the process advances to step S2410. In step S2407, the hysteresis value is set to the special mode value K5. Then, the hysteresis calculation C process in step S1712 is terminated.

  In step S2408, it is determined whether the steering angular velocity absolute value is less than 180 ° / s. If it is less than 180 ° / s, an affirmative decision is made in step S2408 and the process proceeds to step S2409. In the case of 180 ° / s or more, a negative determination is made in step S2408, and the process proceeds to step S2406. In step S2409, the hysteresis variable flag is cleared. Then, the process proceeds to step S2406.

  In step S2410, it is determined whether the previously calculated hysteresis value is less than a specified value (K2). If it is less than the specified value (K2), an affirmative decision is made in step S2410 and the process proceeds to step S2411. If it is equal to or greater than the specified value (K2), a negative determination is made in step S2410, and the process proceeds to step S2412. In step S2411, the hysteresis value is set to a value obtained by adding 2 ° to the previous hysteresis value. Then, the hysteresis calculation C process in step S1712 is terminated.

  In step S2412, the hysteresis value is set to a specified value (K2). Then, the hysteresis calculation C process in step S1712 is terminated.

  In step S2501 in FIG. 25, it is determined whether the hysteresis variable flag is cleared or set. If it has been cleared, the process advances to step S2502. If it is set, the process advances to step S2505. In step S2502, it is determined whether the previously detected steering angle is less than −45 ° and the currently detected steering angle is greater than −45 °. If the previously detected steering angle is less than −45 ° and the currently detected steering angle is greater than −45 °, an affirmative determination is made in step S2502 and the process proceeds to step S2503. Otherwise, a negative determination is made in step S2502, and the process proceeds to step S2406 in FIG.

  In step S2503, it is determined whether the steering angular velocity absolute value is greater than 180 ° / s. If greater than 180 ° / s, an affirmative determination is made in step S2503, and the process proceeds to step S2504. If it is 180 ° / s or less, a negative determination is made in step S2503, and the process proceeds to step S2406 in FIG.

  In step S2504, a hysteresis variable flag is set. Then, the process proceeds to step S2406 in FIG.

  In step S2505, it is determined whether the steering angular velocity absolute value is less than 180 ° / s. If it is less than 180 ° / s, an affirmative determination is made in step S2505 and the process proceeds to step S2506. In the case of 180 ° / s or more, a negative determination is made in step S2505, and the process proceeds to step S2406 in FIG. In step S2506, the hysteresis variable flag is cleared. Then, the process proceeds to step S2406 in FIG.

  Next, with reference to FIG. 26, the steering angle hysteresis processing value calculation processing in step S1606 of FIG. 16 will be described in detail. Here, the hysteresis value is a value of a hysteresis width (for example, widths such as 74a, 74b, 74c, and 74d in FIG. 7).

  In step S2601, it is determined whether the value obtained by subtracting the steering angle hysteresis processing value from the steering angle is equal to or greater than the hysteresis value. If it is greater than or equal to the hysteresis value, an affirmative decision is made in step S2601 and the process proceeds to step S2602. If it is less than the hysteresis value, a negative determination is made in step S2601 and the process proceeds to step S2603. In step S2602, a value obtained by subtracting the hysteresis value from the steering angle is set as a steering angle hysteresis processing value. Then, the steering angle hysteresis process value calculation process ends.

  In step S2603, it is determined whether the value obtained by subtracting the steering angle from the steering angle hysteresis processing value is greater than the hysteresis value. If it is greater than the hysteresis value, an affirmative decision is made in step S2603 and the process proceeds to step S2604. If it is equal to or less than the hysteresis value, a negative determination is made in step S2603, the steering angle hysteresis process value is not changed, and the steering angle hysteresis process value calculation process ends as it is.

  In step S2604, the steering angle hysteresis processing value is set as an addition value of the steering angle and the hysteresis value. Then, the steering angle hysteresis process value calculation process ends.

  Next, the offset processing in step S1608 in FIG. 16 will be described with reference to the flowcharts in FIGS. The offset process corresponds to FIG.

  In step S2701, it is determined whether the steering direction is rightward or leftward. In the case of the right direction, the process proceeds to step S2702. In the case of the left direction, the process proceeds to step S2801 in FIG. In step S2702, it is determined whether the previously detected steering angle is greater than 45 ° and the currently detected steering angle is less than 45 °. If the previously detected steering angle is greater than 45 ° and the currently detected steering angle is less than 45 °, an affirmative determination is made in step S2702 and the flow proceeds to step S2703. Otherwise, a negative determination is made in step S2702 and the process proceeds to step S2708.

  In step S2703, it is determined whether the steering angular velocity absolute value is greater than 180 ° / s. If greater than 180 ° / s, an affirmative determination is made in step S2703 and the process proceeds to step S2704. In the case of 180 ° / s or less, a negative determination is made in step S2703, and the process proceeds to step S2708.

  In step S2704, an offset processing flag is set. In step S2705, it is determined whether the offset processing flag is set or cleared. If it is set, the process advances to step S2706. If it has been cleared, the process advances to step S2709.

  In step S2706, the offset value is set as a calculated value. Here, the offset value is a value for controlling the operation angle offset processing value so that the swivel angles of the swivel lamps 17a and 17b are not delayed from the steering angle of the steering wheel. The calculated value is an offset value calculated from the steering angular velocity absolute value from the steering angular velocity absolute value-offset value curve 291 in FIG. Here, the steering angular velocity absolute value-offset value curve 291 in FIG. 29 is obtained by calculating an offset value necessary for the light distribution direction of the swivel lamps 17a and 17b not to be delayed from the steering operation. Therefore, the calculated offset value increases as the steering angular velocity absolute value increases. Then, in order to prevent the light distribution direction of the swivel lamps 17a and 17b from proceeding further forward than the steering operation and rotating, when a predetermined steering angular velocity absolute value is exceeded, it approaches a constant value. In step S2707, a value obtained by subtracting the offset value from the steering angle hysteresis processing value is set as the steering angle offset processing value. Then, the offset process ends.

  In step S2708, the offset processing flag is cleared. Then, the process proceeds to step S2705.

  In step S2709, it is determined whether the offset value calculated in the previous process is greater than 0 °. If it is greater than 0 °, an affirmative decision is made in step S2709, and the flow proceeds to step S2710. If the angle is 0 ° or less, negative determination is made in step S2709, and the process proceeds to step S2711. In step S2710, a value obtained by subtracting 2 ° from the offset value calculated in the previous process is set as the offset value. Then, the process proceeds to step S2707.

  In step S2711, the offset value is set to 0 °. Then, the process proceeds to step S2707. When the offset value is 0 °, the steering angle hysteresis processing value becomes the steering angle offset processing value.

  In step S2801 of FIG. 28, it is determined whether the previously detected steering angle is less than −45 ° and the currently detected steering angle is greater than −45 °. If the previously detected steering angle is less than -45 ° and the currently detected steering angle is greater than -45 °, an affirmative determination is made in step S2801, and the flow proceeds to step S2802. Otherwise, a negative determination is made in step S2801 and the process proceeds to step S2807.

  In step S2802, it is determined whether the steering angular velocity absolute value is greater than 180 ° / s. If greater than 180 ° / s, an affirmative decision is made in step S2802 and the process proceeds to step S2803. If it is 180 ° / s or less, negative determination is made in step S2802 and the process proceeds to step S2807. In step S2803, an offset processing flag is set. Then, the process proceeds to step S2804.

  In step S2807, the offset processing flag is cleared. Then, the process proceeds to step S2804.

  In step S2804, it is determined whether the offset processing flag is set or cleared. If it is set, the process advances to step S2805. If not set, the process advances to step S2808. In step S2805, the offset value is set to a value calculated from the steering angular velocity absolute value-offset value curve 291 in FIG. In step S2806, a value obtained by adding the offset value to the steering angle hysteresis processing value is set as the steering angle offset processing value. Then, the offset process ends.

  In step S2808, it is determined whether the previously calculated offset value is greater than 0 °. If the previously calculated offset value is greater than 0 °, an affirmative determination is made in step S2808, and the process proceeds to step S2809. If the previously calculated offset value is 0 ° or less, a negative determination is made in step S2808, and the process proceeds to step S2810. In step S2809, a value obtained by subtracting 2 ° from the previously calculated offset value is set as the offset value. Then, the process proceeds to step S2806.

  In step S2810, the offset value is set to 0 °. Then, the process proceeds to step S2806.

The vehicle headlamp device 1 according to the embodiment described above has the following operational effects.
(1) Even if the actual steering angle of the steering changes within the hysteresis range, the swivel lamps 17a and 17b are not driven, so that the swivel lamps 17a and 17b are not driven even by a slight steering operation by the driver. Therefore, the driver does not feel bothered by the minute movement of the headlamp and is not induced by the minute movement.

(2) When the actual steering angle of the steering is out of the hysteresis range, the swivel lamps 17a and 17b are driven according to the actual steering angle until the actual steering angle changes in a direction to return to the hysteresis range. By the way, if the hysteresis range is set around the actual steering angle deviating from the hysteresis range and the swivel lamps 17a and 17b are further driven when the actual steering angle deviates from the hysteresis range, the swivel lamps 17a and 17b are Driving in a stepwise manner causes the driver to feel uncomfortable. On the other hand, in the present invention, the driver is smoothly driven according to the steering angle, so that the driver does not feel uncomfortable as described above.

(3) When the steering angular velocity absolute value 101 becomes equal to or greater than a predetermined value, the hysteresis width is narrowed. Therefore, when the driver quickly operates the steering wheel, the swivel lamps 17a and 17b start to drive immediately, and the light distribution direction of the swivel lamps 17a and 17b is directed to the driver's view direction without being delayed from the driver's view. Can do.

(4) The hysteresis widths 74a and 74b are reduced as the vehicle speed increases. For this reason, when the vehicle speed is high, the swivel lamps 17a and 17b can quickly start rotating according to the steering operation of the driver. Therefore, it is possible to direct the irradiation direction and light distribution of the swivel lamps 17a and 17b in the driver's field of view without delaying the driver's field of view.

(5) The hysteresis range is increased when the steering angular velocity absolute value 101 of the steering wheel exceeds a predetermined value during driving on a rough road. For this reason, even if the driver performs a quick steering operation so as not to take the steering wheel on a rough road, the swivel lamps 17a and 17b do not rotate unnecessarily in response to the operation. Therefore, the driver does not feel bothered by the unnecessary movement of the headlamp, and is not induced by the unnecessary movement of the swivel lamps 17a and 17b.

(6) Detecting that the vehicle has entered from a right curve road to a left curve road or from a left curve road to a right curve road, calculating the light distribution direction taking the detection result into consideration, The swivel lamps 17a and 17b are controlled in the light distribution direction. Hereinafter, the approach to such a curve is called reverse curve approach. Therefore, the light distribution direction of the swivel lamps 17a and 17b quickly follows the driver's line of sight movement, and the driver's field of view can be secured.

(7) The steering angle of the steering is an angular velocity of an absolute value of steering angular velocity greater than a predetermined value, and has passed a predetermined steering angle rightward with respect to the straight traveling direction toward the left, or an absolute steering angular velocity greater than a predetermined value. The reverse curve approach can be detected by detecting that the predetermined steering angle in the left direction with respect to the straight traveling direction is passed in the right direction at the angular velocity of the value. When such a reverse curve approach is detected, the hysteresis value is set as a special mode value and the hysteresis width is narrowed. Therefore, the response of rotation of the swivel lamps 17a and 17b to the steering operation until the reverse curve approach is improved. . Therefore, the light distribution direction of the swivel lamps 17a and 17b quickly follows the driver's line of sight movement, and the driver's field of view can be secured.

(8) The hysteresis value decreases as the steering angular velocity absolute value increases. Therefore, even if the driver's steering operation is fast, the light distribution direction of the swivel lamps 17a and 17b can quickly follow the movement of the driver's line of sight.

(9) The approach of the corner ahead of the vehicle position is detected, and the hysteresis width in the direction of turning at the corner is reduced as the distance to the corner is shorter. As a result, the response of the light distribution direction of the swivel lamps 17a and 17b to the steering angle of the steering is enhanced at the corner, and the light distribution direction of the swivel lamps 17a and 17b can quickly follow the movement of the driver's line of sight. it can. Therefore, the visibility of the driver can be ensured.

(10) Since the road corner is detected using the map data of the navigation system 21 in which the shape of the road is stored, the corner in front of the vehicle position can be detected with high accuracy.

(11) The steering angle of the steering is greater than the predetermined value and the angular velocity of the absolute value of the steering angular velocity has passed through the predetermined steering angle in the right direction toward the left direction (the steering angle has decreased). Alternatively, the vehicle enters the reverse curve by detecting that the predetermined steering angle in the left direction with respect to the straight traveling direction is passed in the right direction (increase in the steering angle) at an angular velocity of the absolute value of the steering angular velocity larger than the predetermined value. Steering operation can be detected. When such a change in the steering angle is detected, if the steering angle is decreasing, the swivel angles of the swivel lamps 17a and 17b are calculated based on the value obtained by subtracting the offset value from the steering angle hysteresis processing value, and the steering When the angle increased, the swivel angles of the swivel lamps 17a and 17b were calculated based on the steering angle hysteresis processing value and the added value of the offset value. For this reason, the responsiveness of rotation of swivel lamps 17a and 17b with respect to a steering operation when entering a reverse curve is improved. Therefore, the light distribution direction of the swivel lamp quickly follows the driver's line of sight movement, and the driver's field of view can be secured.

(12) The offset value increases as the steering angular velocity absolute value increases. Therefore, even if the driver's steering operation is fast, the light distribution direction of the swivel lamps 17a and 17b can quickly follow the movement of the driver's line of sight.

(13) The right / left turn in the vehicle traveling direction is detected, and the hysteresis width related to the right / left turn direction is reduced. Therefore, the light distribution direction of the swivel lamps 17a and 17b quickly follows the driver's line-of-sight movement when the vehicle turns right and left, and the driver's field of view can be secured.

(14) Since a right / left turn can be detected by a vehicle speed sensor and a turn signal provided in a vehicle in general, it is not necessary to provide a new device for detecting a right / left turn.

-Modification 1-
In the embodiment, the hysteresis value (the specified value K2 or the like) was reduced in a stepwise manner from K2a to K2b when the steering angular velocity absolute value 101 of the steering became J1 or more (see FIG. 9). As shown in FIG. 30, the absolute value of the steering angular velocity of the steering may be gradually decreased as it increases. The swivel angle control of the swivel lamps 17a and 17b when the hysteresis value gradually changes as shown in FIG. 30 will be described with reference to FIG. Here, it is assumed that the driver rotates the steering wheel after a small steering operation.

  FIG. 31A shows the steering angle of the steering and the steering angle hysteresis processing value. A thin line 71 indicates the actual steering angle of the steering, and a thick line 72 indicates the steering angle hysteresis processing value. The hysteresis widths 74a and 74b become narrower as the steering angular velocity absolute value increases. FIG. 31B shows the steering angular velocity absolute value 101 of the steering. FIG. 31 (c) shows the swivel angle 75 of the swivel lamps 17a, 17b. Time t2 is the time when the actual steering angle 71 of the steering is out of the hysteresis range (73a, 73b).

  Since the actual steering angle 71 of the steering is within the hysteresis range (73a, 73b) until time t2, the steering angle hysteresis processing value 72 is constant even though the actual steering angle 71 varies. Therefore, the swivel angle 75 remains constant until time t2. As the time point t2 is approached, the steering angular velocity absolute value 101 increases, and the hysteresis value decreases accordingly. And the hysteresis range (73a, 73b) becomes narrow.

  At the time t2, the actual steering angle 71 increases and deviates from the hysteresis range (73a, 73b), so the steering angle hysteresis processing value 72 starts to increase. Therefore, the swivel angle 75 also starts increasing at the time point t2. After time t2, the steering angle hysteresis processing value 72 increases according to the actual steering angle 71. Therefore, after time t2, swivel angle 75 also increases.

  As described above, since the hysteresis widths 74a and 74b are gradually narrowed as the steering angular velocity absolute value 101 increases, when the driver quickly operates the steering wheel, the optimum state in accordance with the steering angular velocity at that time Thus, the swivel lamps 17a and 17b start to drive immediately, and the light distribution direction of the swivel lamps 17a and 17b can be directed to the driver's view direction without being delayed from the driver's view. Further, the hysteresis value can be constant regardless of the absolute value of the steering angular velocity.

-Modification 2-
In the embodiment, when calculating the swivel angle control value, the target swivel angle Map60 of the target swivel angle curves 61a to 61c representing the optimum swivel angle corresponding to the steering angle hysteresis processing value or the like for each vehicle speed is used (see FIG. 6). . However, the swivel angle control value may be calculated using a target swivel angle Map that represents an optimum swivel angle corresponding only to the steering angle hysteresis processing value or the like as a target swivel angle curve.

-Modification 3-
In the embodiment, the swivel angle control value is calculated using the steering angle offset processing value obtained by offsetting the steering angle hysteresis processing value (see FIG. 16), but the steering angle is offset and the steering angle hysteresis processing is performed from the processing value. The swivel angle control value may be calculated by calculating the value and using the steering angle hysteresis processing value (step S3202). The swivel angle control in this case is as shown in the flowchart of FIG.

  Compared with the flowchart of swivel angle control of the vehicle headlamp device 1 of FIG. 16, the flowchart of FIG. 32 differs in that the offset process (step S3201) is performed before the hysteresis value calculation process of S1605. Further, the offset process in step S3201 when the steering angle is offset is as shown in the flowcharts of FIGS. Here, the steering angle offset processing value in step S3307 in FIG. 33 is a value obtained by subtracting the offset value from the steering angle, and the steering angle offset processing value in step S3406 in FIG. 34 is an addition value of the steering angle and the offset value. .

  In the hysteresis value calculation process in step S1605 of FIG. 32, as shown in FIG. 35, the steps (FIG. 17, S1710, S1711) relating to the setting of the offset process permission flag are eliminated from the embodiment.

  In the steering angle hysteresis processing value calculation processing in step S1606 of FIG. 32, as shown in FIG. 36, the steering angle hysteresis processing value is calculated using the steering angle offset processing value instead of the steering angle. In FIG. 36, for convenience, the steering angle offset processing value is OF and the steering angle hysteresis processing value is HY. In step S3202 of FIG. 32, a swivel angle control value is calculated from the steering angle hysteresis processing value HY. Even in this case, similarly to the vehicle headlamp device 1 of the third embodiment, the light distribution direction of the swivel lamps 17a and 17b quickly follows the movement of the driver's line of sight to ensure the driver's field of view. There is an effect that it can be performed.

-Modification 4-
In the embodiment, as shown in FIG. 29, the offset value increases as the steering angular velocity absolute value increases, but may be constant. In addition, as shown in FIG. 29, the offset value increases continuously as the steering angular velocity absolute value increases, but it may be increased stepwise.

-Modification 5-
In the embodiment, the steering angle of the steering is an angular velocity of an absolute value of the steering angular velocity larger than a predetermined value, and a predetermined steering angle in the right direction with respect to the straight traveling direction is passed toward the left direction, or steering larger than the predetermined value is performed. By detecting that the vehicle has passed the predetermined steering angle in the left direction toward the right direction toward the right direction with the angular velocity of the angular velocity absolute value, the reverse curve approach of the vehicle is detected (FIGS. 24, 25, and 25). 27, see FIG. 28), and the steering angle within a predetermined section (near 0 °, for example, within a section between −45 ° and + 45 °) is larger than a predetermined steering angular velocity absolute value (for example, 180 ° / s). By detecting the steering angular velocity, a reverse curve approach of the vehicle may be detected.

  With reference to FIGS. 37 and 37, the offset processing in step S1608 of FIG. 16 in the case where the steering angular velocity in the predetermined section (the steering angle section from −45 ° to + 45 °) is detected to detect the reverse curve approach will be described. explain. 27 and 28 will be described mainly. In steps S3702 and 3801, it is determined whether the steering angle is within the range of −45 ° to + 45 °. In steps S3703 and 3802, the steering angular velocity absolute value is determined. Is greater than 180 ° / s. Even if it does in this way, reverse curve approach can be detected and the light distribution direction of the swivel lamps 17a and 17b quickly follows the driver's line-of-sight movement as in the vehicle headlamp device 1 of the embodiment. There is an effect that the driver's view can be secured.

-Modification 6
The table lookup value of the embodiment is calculated from the relationship between the distance to the corner and the hysteresis value (see FIG. 20), but may be calculated from the relationship between the arrival time to the corner and the hysteresis value. The arrival time to the corner is calculated by dividing the distance to the corner by the current vehicle speed. Then, a look-up value is calculated from the relationship between the arrival time to the corner shown in FIG. 39 and the hysteresis value. In FIG. 39, the hysteresis value becomes smaller as the arrival time to the corner becomes shorter.

-Modification 7-
In the first embodiment, the deceleration of the vehicle is detected by the vehicle speed sensor 14 (see FIG. 1), but instead of the vehicle speed sensor, it may be detected from the state of the brake switch or the state of the accelerator pedal. It may be detected from a plurality of states.

-Modification 8-
In the embodiment, a left / right turn in front of the vehicle position is detected by deceleration of the vehicle and turn-on of the turn signal (see FIGS. 21 and 22), but a right / left turn may be detected only by turning on the turn signal. In this case, when the left operation of the turn signal is detected, the hysteresis value in the left direction is decreased, and when the right operation is detected, the hysteresis value in the right direction is decreased.

  The present invention is not limited to the embodiment described above as long as it has the characteristic configuration.

The correspondence between the elements of the claims and the embodiments will be described.
The vehicle speed detection means of the present invention corresponds to the speed sensor 14, and the steering angle detection means corresponds to the steering angle sensor 15. The optical axis driving means corresponds to the swivel lamp actuators 16a and 16b, and the light distribution direction calculating means corresponds to the swivel control ECU 11. The control means corresponds to the swivel control ECU 11 and the swivel lamp actuators 16a and 16b. The rough road traveling determination means corresponds to the swipe control ECU 11, the steering angle sensor 15, the vehicle speed sensor 14, the vehicle height sensor 18, and the acceleration sensor 19. The hysteresis value changing means corresponds to the swivel control ECU 11. The reverse curve approach detection means, steering angle hysteresis processing value calculation means, steering angular velocity calculation means, and steering angle offset processing value calculation means correspond to the swivel control ECU 11 and the steering angle sensor 15. The corner detection means corresponds to the swivel control ECU 11 and the navigation system 21, and the right / left turn detection means corresponds to the swivel control ECU 11, the vehicle speed sensor 14, and the blinker detection unit 23. The deceleration detection means corresponds to the vehicle speed sensor 14. In addition, the above description is an example to the last, and when interpreting invention, it is not limited to the correspondence of the component of said embodiment and the component of this invention at all.

It is a block diagram which shows the structure of the vehicle headlamp apparatus of embodiment of this invention. It is a figure for demonstrating the structure of the swivel lamp actuator of embodiment of this invention. It is a figure for demonstrating the sensor output voltage-swivel angle characteristic of the position sensor of embodiment of this invention. It is a figure for demonstrating the relationship between the rotation direction of the rotation output shaft of the stepping motor of embodiment of this invention, and the rotation direction of a swivel lamp. It is a figure for demonstrating switching between the vehicle straight direction moving mode and swivel control mode in the state transition judgment part of embodiment of this invention. It is a figure for demonstrating the target swivel angle Map in embodiment of this invention. It is a figure for demonstrating the swivel angle control of the swivel lamp in the vehicle headlamp apparatus of embodiment of this invention (standard value K2). It is a figure for demonstrating the relationship between the vehicle speed and hysteresis value in embodiment of this invention (regulated value K2). It is a figure for demonstrating the other relationship of the steering angular velocity absolute value and hysteresis value in embodiment of this invention (regulated value K2). It is a figure for demonstrating the swivel angle control of the swivel lamp of the vehicle headlamp apparatus when the vehicle of the embodiment of the present invention is traveling on a rough road (specified value K2). It is a figure for demonstrating the relationship between the steering angular velocity absolute value and hysteresis value when the vehicle of embodiment of this invention is driving on a rough road. It is a figure for demonstrating the swivel angle control of the swivel lamp in the vehicle headlamp apparatus of embodiment of this invention (hysteresis calculation C). It is a figure for demonstrating the swivel angle control of the swivel lamp in the vehicle headlamp apparatus of embodiment of this invention (offset process). It is a figure for demonstrating the swivel angle control of the swivel lamp in the vehicle headlamp apparatus of embodiment of this invention (hysteresis calculation A). It is a figure for demonstrating the swivel angle control of the swivel lamp in the vehicle headlamp apparatus of embodiment of this invention (hysteresis calculation B). It is a flowchart for demonstrating the swivel angle control of the swivel lamp in the vehicle headlamp apparatus of embodiment of this invention. It is a flowchart for demonstrating the hysteresis value calculation process in the vehicle headlamp apparatus of embodiment of this invention. It is a flowchart for demonstrating the hysteresis calculation A in FIG. It is a flowchart for demonstrating the hysteresis calculation A in FIG. It is the figure which showed the relationship between the distance to a corner, and a hysteresis value (hysteresis calculation A). It is a flowchart for demonstrating the hysteresis calculation B in FIG. It is a flowchart for demonstrating the hysteresis calculation B in FIG. It is a figure for demonstrating the relationship between the steering angular velocity absolute value in the embodiment of this invention, and the normal mode value of a hysteresis value (hysteresis calculation C). It is a flowchart for demonstrating the hysteresis calculation C in FIG. It is a flowchart for demonstrating the hysteresis calculation C in FIG. It is a flowchart for demonstrating the steering angle hysteresis process value calculation process in the vehicle headlamp apparatus of embodiment of this invention. It is a flowchart for demonstrating the offset process in embodiment of this invention. It is a flowchart for demonstrating the offset process in embodiment of this invention. It is a figure for demonstrating the relationship between the steering angular velocity absolute value and offset value in embodiment of this invention. It is a figure for demonstrating the other relationship of the steering angular velocity absolute value and hysteresis value in the modification 1 of this invention. It is a figure for demonstrating the swivel angle control of the swivel lamp in the hysteresis value of FIG. 30 (modification 1). It is a flowchart for demonstrating the swivel angle control of the swivel lamp by the offset process of the steering angle in the vehicle headlamp apparatus of the modification 3 of this invention. It is a flowchart for demonstrating the offset process of the steering angle in the modification 3 of this invention. It is a flowchart for demonstrating the offset process of the steering angle in the modification 3 of this invention. It is a flowchart for demonstrating the hysteresis value calculation process in the modification 3 of this invention. 14 is a flowchart for explaining a steering angle hysteresis process value calculation process of a steering angle offset process value calculated by performing an offset process on a steering angle in Modification 3 of the present invention. It is a figure for demonstrating the offset process by the reverse curve approach detection means in the modification 5 of this invention. It is a figure for demonstrating the offset process by the reverse curve approach detection means in the modification 5 of this invention. It is the figure which showed the relationship between the arrival time to a corner, and a hysteresis value (modification 6).

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Vehicle headlamp apparatus 11 Swivel control ECU
12 Ignition switch 13 Headlight switch 14 Vehicle speed sensor 15 Steering angle sensors 16a and 16b Swivel lamp actuators 17a and 17b Swivel lamp 18 Vehicle height sensor 19 Acceleration sensor 20 Yaw rate sensor 21 Navigation system 22 Forward road determination unit 23 Turn signal detection unit 111 State Transition determination unit 112 Steering angle hysteresis processing unit 113 Swivel angle calculation unit 114 Step calculation unit 115 Drive pulse generation unit 116 Road surface condition detection unit 117 Steering angular velocity calculation unit 118 Offset processing unit 119 Front road determination unit 161 Stepping motor 162 Gear mechanism 163 Position Sensor 164 Stopper 165 Rotating shaft

Claims (42)

Steering angle detection means for detecting the steering angle;
Optical axis driving means for adjusting the light distribution direction of the headlamp;
A light distribution direction calculating means for calculating a light distribution direction of the headlamp based on the detected steering angle and a predetermined hysteresis value;
Control means for controlling the light distribution direction of the headlamp to the calculated light distribution direction by the optical axis driving means ;
Hysteresis value changing means for changing the hysteresis value;
A corner detection means for detecting a corner in front of the vehicle position,
When the corner is detected by the corner detection unit, the hysteresis value changing unit has a hysteresis value related to a direction in which the corner is bent as the distance from the vehicle position to the corner is shorter than when the corner is not detected. An optical axis control device for a headlamp , wherein the hysteresis value is changed so as to decrease . The optical axis control device for a headlamp according to claim 1 ,
With a navigation system,
The corner detection means detects a distance to the corner and a direction in which the corner bends based on the vehicle position detected by the navigation system and map data stored in the navigation system. Optical axis control device for headlamps. Steering angle detection means for detecting the steering angle;
Optical axis driving means for adjusting the light distribution direction of the headlamp;
A light distribution direction calculating means for calculating a light distribution direction of the headlamp based on the detected steering angle and a predetermined hysteresis value;
Control means for controlling the light distribution direction of the headlamp to the calculated light distribution direction by the optical axis driving means;
Hysteresis value changing means for changing the hysteresis value;
A corner detection means for detecting a corner in front of the vehicle position,
The hysteresis value changing means has a shorter arrival time from the vehicle position to the corner when the corner is detected by the corner detecting means than when the corner is not detected.
The optical axis control device for a headlamp, wherein the hysteresis value is changed so that the hysteresis value with respect to the direction in which the corner is bent becomes smaller. In the optical axis control device of the headlamp according to claim 3 ,
With a navigation system,
The corner detection means detects an arrival time to the corner and a direction in which the corner bends based on a vehicle position detected by the navigation system and map data stored in the navigation system. Optical axis control device for headlamps. The optical axis control device for a headlamp according to any one of claims 1 to 4 ,
A steering angular velocity calculating means for calculating a steering angular velocity from a steering angle detected by the steering angle detecting means;
The optical axis control device for a headlamp, wherein the hysteresis value changing means changes the hysteresis value based on a steering angular velocity. In the optical axis control device of the headlamp according to claim 5 ,
The optical axis control device for a headlamp, wherein the hysteresis value changing means reduces the hysteresis value when an absolute value of an angular velocity of the steering angle becomes larger than a predetermined value. In the optical axis control device of the headlamp according to claim 5 ,
The optical axis control device for a headlamp, wherein the hysteresis value changing means decreases the hysteresis value as the absolute value of the angular velocity of the steering angle increases. The optical axis control device for a headlamp according to any one of claims 1 to 7 ,
The optical axis control device for a headlamp, wherein the hysteresis value changing means changes the hysteresis value based on the vehicle speed. The optical axis control device for a headlamp according to claim 8 ,
The optical axis control device for a headlamp, wherein the hysteresis value changing means changes the hysteresis value so that the hysteresis value decreases as the vehicle speed increases. The optical axis control device for a headlamp according to any one of claims 1 to 9 ,
Including a rough road traveling determination means for determining whether the vehicle is traveling on a rough road,
The optical axis control device for a headlamp, wherein the hysteresis value changing means increases the hysteresis value when an absolute value of an angular velocity of the steering angle becomes larger than a predetermined value when it is determined that the vehicle is traveling on a rough road. . The optical axis control device for a headlamp according to any one of claims 1 to 10 ,
Equipped with reverse curve approach detection means for detecting the reverse curve approach of the vehicle,
The optical axis control device for a headlamp, wherein the hysteresis value changing means changes the hysteresis value based on a detection result of the reverse curve approach of the vehicle. The optical axis control device for a headlamp according to claim 11 ,
The optical axis control device for a headlamp according to claim 1, wherein the hysteresis value changing means reduces the hysteresis value when the reverse curve approach detecting means detects the reverse curve approach of the vehicle. The optical axis control device for a headlamp according to claim 11 or 12 ,
A steering angular velocity calculating means for calculating a steering angular velocity from a steering angle detected by the steering angle detecting means;
The reverse curve approach detection means passes a predetermined steering angle in the right direction with respect to the straight traveling direction of the vehicle in the left direction at a steering angular velocity larger than a predetermined absolute value of the steering angular velocity, or the straight traveling direction of the vehicle When the vehicle passes a predetermined steering angle in the left direction toward the right at a steering angular velocity greater than a predetermined absolute value of the steering angular velocity, it detects that the vehicle has entered a reverse curve. Optical axis control device. The optical axis control device for a headlamp according to claim 11 or 12 ,
A steering angular velocity calculating means for calculating a steering angular velocity from a steering angle detected by the steering angle detecting means;
The reverse curve approach detection means detects that the vehicle has entered a reverse curve when a steering angular velocity greater than a predetermined steering angular velocity absolute value is detected at a steering angle within a predetermined section. Optical axis control device. The optical axis control device for a headlamp according to any one of claims 1 to 14 ,
A right / left turn detecting means for detecting a right / left turn direction of the vehicle by turn signal operation;
The hysteresis value changing means changes the detected hysteresis value related to the right / left turn direction so that when the right / left turn detection means detects a right / left turn, the hysteresis value changing means has a smaller value than when the right / left turn is not detected. An optical axis control device for a headlamp. The optical axis control device for a headlamp according to claim 15 ,
Furthermore, it has a deceleration detection means for detecting the deceleration of the vehicle,
The optical axis control device for a headlamp characterized in that the right / left turn detection means executes right / left turn detection processing when the deceleration is equal to or greater than a predetermined value. The optical axis control device for a headlamp according to any one of claims 1 to 16 ,
The light distribution direction calculating means has a constant light distribution direction even if the steering angle fluctuates within a hysteresis range having a width of the hysteresis value up and down with reference to a predetermined value calculated based on the steering angle. And calculating a light distribution direction according to the steering angle until the steering angle changes in a direction returning to the hysteresis range when the steering angle is outside the hysteresis range. Optical axis control device. The optical axis control device for a headlamp according to any one of claims 1 to 17 ,
Vehicle speed detection means for detecting the vehicle speed,
The light distribution direction calculating means further calculates the light distribution direction of the headlamp based on the detected vehicle speed. The optical axis control device for a headlamp according to any one of claims 1 to 18 ,
A steering angular velocity calculating means for calculating a steering angular velocity from a steering angle detected by the steering angle detecting means;
The light distribution direction calculating means further calculates the light distribution direction of the headlamp based on the detected steering angular velocity. The optical axis control device for a headlamp according to any one of claims 1 to 19 ,
Steering angle hysteresis processing value calculating means for calculating a steering angle hysteresis processing value based on the steering angle and the hysteresis value,
The optical axis control device for a headlamp, wherein the light distribution direction calculation means calculates a light distribution direction of the headlamp based on the steering angle hysteresis processing value. The optical axis control device for a headlamp according to claim 20 ,
When the value obtained by subtracting a predetermined steering angle hysteresis processing value from the steering angle is equal to or greater than the hysteresis value, the steering angle hysteresis processing value calculation means calculates a value obtained by subtracting the hysteresis value from the steering angle. An optical axis control device for a headlamp characterized by having a value. The optical axis control device for a headlamp according to claim 20 ,
When a value obtained by subtracting a predetermined steering angle hysteresis processing value from the steering angle is less than the hysteresis value, and a value obtained by subtracting the steering angle from the predetermined steering angle hysteresis processing value is larger than the hysteresis value, An optical axis control device for a headlamp, wherein an addition value of a steering angle and the hysteresis value is a steering angle hysteresis processing value. The optical axis control device for a headlamp according to claim 20 ,
When a value obtained by subtracting a predetermined steering angle hysteresis processing value from the steering angle is less than the hysteresis value, and a value obtained by subtracting the steering angle from the predetermined steering angle hysteresis processing value is equal to or less than the hysteresis value, An optical axis control device for a headlamp, wherein a predetermined steering angle hysteresis processing value is used as a steering angle hysteresis processing value. The optical axis control device for a headlamp according to any one of claims 1 to 4, 11 to 14 ,
Reverse curve approach detection means for detecting the reverse curve approach of the vehicle;
Steering angle hysteresis processing value calculating means for calculating a steering angle hysteresis processing value based on the steering angle and the hysteresis value;
Steering angle offset processing value calculating means for calculating a steering angle offset processing value based on the steering angle hysteresis processing value, the offset value, and the detection result of the reverse curve approach, and
The optical axis control device for a headlamp, wherein the light distribution direction calculation means calculates a light distribution direction of the headlamp based on the steering angle offset processing value. The optical axis control device for a headlamp according to claim 24 ,
The steering angle offset processing value calculation means uses the steering angle hysteresis processing value as a steering angle offset processing value, and when the reverse curve approach detection means detects the reverse curve approach of the vehicle, the steering angle is decreased. Is a steering angle offset processing value obtained by subtracting an offset value from the steering angle hysteresis processing value. The optical axis control device for a headlamp according to claim 25 ,
A steering angular velocity calculating means for calculating a steering angular velocity from a steering angle detected by the steering angle detecting means;
The optical axis control device for a headlamp, wherein the offset value increases as the absolute value of the steering angular velocity increases. The optical axis control device for a headlamp according to claim 24 ,
The steering angle offset processing value calculation means uses the steering angle hysteresis processing value as a steering angle offset processing value, and when the reverse curve approach detection means detects the reverse curve approach of the vehicle, the steering angle is increased. The optical axis control device for a headlamp is characterized in that an addition value of the steering angle hysteresis processing value and the offset value is used as a steering angle offset processing value. The optical axis control device for a headlamp according to claim 27 ,
A steering angular velocity calculating means for calculating a steering angular velocity from a steering angle detected by the steering angle detecting means;
The optical axis control device for a headlamp, wherein the offset value increases as the absolute value of the steering angular velocity increases. The optical axis control device for a headlamp according to any one of claims 1 to 4, 11 to 14 ,
Reverse curve approach detection means for detecting the reverse curve approach of the vehicle;
Steering angle offset processing value calculating means for calculating a steering angle offset processing value based on the steering angle, the offset value, and the detection result of the reverse curve approach;
Steering angle hysteresis processing value calculating means for calculating a steering angle hysteresis processing value based on the steering angle offset processing value and the hysteresis value;
The optical axis control device for a headlamp, wherein the light distribution direction calculation means calculates a light distribution direction of the headlamp based on the steering angle hysteresis processing value. The optical axis control device for a headlamp according to claim 29 ,
The steering angle offset processing value calculation means uses the steering angle as a steering angle offset processing value, and when the reverse curve approach detection means detects the reverse curve approach of the vehicle, when the steering angle is reduced, An optical axis control device for a headlamp, wherein a value obtained by subtracting an offset value from a steering angle is set as a steering angle offset processing value. The optical axis control device for a headlamp according to claim 29 ,
The steering angle offset processing value calculation means uses the steering angle as a steering angle offset processing value, and when the reverse curve approach detection means detects the reverse curve approach of the vehicle, when the steering angle is increased, An optical axis control device for a headlamp, wherein an addition value of a steering angle and an offset value is used as a steering angle offset processing value. The optical axis control device for a headlamp according to claim 29 ,
The steering angle hysteresis processing value calculation means subtracts the hysteresis value from the steering angle offset processing value when a value obtained by subtracting a predetermined steering angle hysteresis processing value from the steering angle offset processing value is equal to or greater than the hysteresis value. An optical axis control device for a headlamp, wherein the value is a steering angle hysteresis processing value. The optical axis control device for a headlamp according to claim 29 ,
A value obtained by subtracting a predetermined steering angle hysteresis processing value from the steering angle offset processing value is less than the hysteresis value, and a value obtained by subtracting the steering angle offset processing value from the predetermined steering angle hysteresis processing value is the hysteresis value. When larger, the added value of the steering angle offset processing value and the hysteresis value is used as the steering angle hysteresis processing value. The optical axis control device for a headlamp according to claim 29 ,
A value obtained by subtracting a predetermined steering angle hysteresis processing value from the steering angle offset processing value is less than the hysteresis value, and a value obtained by subtracting the steering angle offset processing value from the predetermined steering angle hysteresis processing value is the hysteresis value. In the following cases, the optical axis control device for a headlamp is characterized in that the predetermined steering angle hysteresis processing value is a steering angle hysteresis processing value. Steering angle detection means for detecting the steering angle, control means for controlling the light distribution direction of the headlamp, and optical axis control of the headlamp executed in the optical axis control apparatus of the headlamp provided with a computer A method,
A steering angle is detected by the steering angle detection means ,
The computer detects a corner in front of the vehicle position, and when the corner is detected, the hysteresis related to the direction in which the corner is bent is shorter as the distance from the vehicle position to the corner is shorter than when the corner is not detected. Change the predetermined hysteresis value so that the value becomes smaller,
The computer calculates a light distribution direction of the headlamp based on the detected steering angle and the changed hysteresis value,
An optical axis control method for a headlamp , wherein the control means controls the light distribution direction of the headlamp to the calculated light distribution direction. Steering angle detection means for detecting the steering angle, control means for controlling the light distribution direction of the headlamp, and optical axis control of the headlamp executed in the optical axis control apparatus of the headlamp provided with a computer A method,
A steering angle is detected by the steering angle detection means,
The computer detects a corner in front of the vehicle position, and when the corner is detected, as compared with a case in which the corner is not detected, the shorter the arrival time from the vehicle position to the corner, the more the corner is bent. Change the predetermined hysteresis value so that the hysteresis value becomes smaller,
The computer calculates a light distribution direction of the headlamp based on the detected steering angle and the changed hysteresis value,
An optical axis control method for a headlamp, wherein the control means controls the light distribution direction of the headlamp to the calculated light distribution direction. The optical axis control method for a headlamp according to claim 35 or 36 ,
The optical axis control device for the headlamp further comprises vehicle speed detection means for detecting the vehicle speed,
The vehicle speed detection means detects the vehicle speed,
An optical axis control method for a headlamp, wherein the light distribution direction of the headlamp is calculated by the computer based on the detected vehicle speed and steering angle and a predetermined hysteresis value. The optical axis control method for a headlamp according to any one of claims 35 to 37 ,
The computer detects a reverse curve approach of the vehicle,
An optical axis control method for a headlamp, wherein the light distribution direction of the headlamp is calculated by the computer based on the steering angle, the hysteresis value, and a detection result of approaching a reverse curve. The method of controlling an optical axis of a headlamp according to claim 38 ,
The computer calculates a steering angle hysteresis processing value based on the steering angle, the hysteresis value, and the detection result of the reverse curve approach,
An optical axis control method for a headlamp , wherein the computer calculates a light distribution direction of the headlamp based on the steering angle hysteresis processing value. 40. The headlamp optical axis control method according to any one of claims 35 to 39 ,
The computer detects a reverse curve approach of the vehicle,
The computer calculates a steering angle hysteresis processing value based on the steering angle and the hysteresis value,
The computer calculates a steering angle offset processing value based on the steering angle hysteresis processing value, the offset value, and the detection result of the reverse curve approach,
An optical axis control method for a headlamp , wherein the computer calculates a light distribution direction of the headlamp based on the steering angle offset processing value. In the optical axis control method of a headlamp according to any one of claims 35 to 39,
The computer detects a reverse curve approach of the vehicle,
The computer calculates a steering angle offset processing value based on the steering angle, the offset value, and the detection result of the reverse curve approach,
The computer calculates a steering angle hysteresis processing value based on the steering angle offset processing value and the hysteresis value,
An optical axis control method for a headlamp , wherein the computer calculates a light distribution direction of the headlamp based on the steering angle hysteresis processing value. The method of controlling an optical axis of a headlamp according to any one of claims 35 to 41 ,
The optical axis control device of the headlamp further includes a right / left turn direction detecting means for detecting a right / left turn direction of the vehicle by a winker operation,
The right / left turn direction detecting means detects the right / left turn direction of the vehicle,
A method for controlling an optical axis of a headlamp , wherein the computer calculates a hysteresis value related to a detected right / left turn direction, which is a smaller value when a right / left turn is detected than when not detected.

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