Vehicle lamp system, control device, irradiation state suppression method, program, and recording medium

Abstract

A novel lamp is provided. A vehicle lamp system is provided with: a vehicle lamp capable of forming a high beam light distribution pattern in which the irradiation state of some of a plurality of irradiation regions divided in the vehicle width direction in front of a vehicle can be switched; and a control unit capable of controlling the vehicle lamp so as to suppress the irradiation state of a part of the irradiation region on the basis of position information related to the position of the preceding vehicle. The control unit calculates, on the basis of position information newly acquired at a reference time, a position change amount of the preceding vehicle calculated from a plurality of pieces of position information acquired within a predetermined period until the reference time, and information on a travel road on which the preceding vehicle travels, a predicted position at which the preceding vehicle is predicted to move after a certain period of time from the reference time.

Description

Technical Field

[0001] The present invention relates to a vehicle lighting system and various technologies for controlling the vehicle lighting system. Background Art

[0002] In the past, a vehicle lighting system has been designed as follows: by dividing the light distribution pattern for forming the high beam into multiple parts, it is possible to light up a part of the high beam, and additionally add to the light distribution pattern for the low beam, so as to form a light distribution pattern in which a part of the high beam is not illuminated (Patent Document 1). In the case of such a vehicle lighting system, the distance and position of the vehicle ahead where glare should be considered are determined based on information from detection devices such as cameras and radars, and the area is shielded. By performing such control, it is possible to maintain the high beam illumination area as much as possible while suppressing the occurrence of glare.

[0003] However, in the case of conventional vehicle lighting systems, information (data) obtained by a camera, radar, etc. is first transmitted to a processing device, and a calculation is performed in the processing device to calculate the distance to the vehicle in front and its position. Then, based on the result, a light distribution pattern is determined or a region to be shielded is determined, and the lighting unit is controlled. Although the time from obtaining information through a camera, etc. to controlling the lighting unit also depends on the size of the information and the calculation speed, it usually takes a processing time of tens to hundreds of ms. In addition, it is necessary to add the transmission time of information and control signals to the processing time. In other words, even if the vehicle in front that should suppress glare is confirmed by a camera, etc., the actual switching of the light distribution pattern is after the aforementioned processing time. Therefore, in the vehicle lighting system described in Patent Document 1, the time until the information obtained by the camera, etc. is processed and the actual shading control can be performed is obtained in advance through experiments, etc., and the position to which the vehicle in front will move after the time has passed is predicted, and the predicted position is determined as the control target area for shading, and the illumination control is performed.

[0004] Prior art literature

[0005] Patent Literature

[0006] Patent Document 1: Japanese Patent Application Publication No. 2012-001078 Summary of the invention

[0007] Problems to be solved by the invention

[0008] The present inventors have conducted intensive studies on a vehicle lighting system that performs the above-described predictive control, and have found that conventional systems have room for improvement in terms of suppressing glare for the driver of the vehicle ahead.

[0009] The present invention has been made in view of such circumstances, and one of its exemplary objects is to provide a new technology for suppressing glare for a driver of a preceding vehicle.

[0010] Technical solutions to solve problems

[0011] In order to solve the above-mentioned problems, a vehicle lamp system according to a certain technical solution of the present invention comprises: a vehicle lamp capable of forming a high-beam light distribution pattern in which the illumination state of a part of a plurality of illumination areas divided in the vehicle width direction in front of the vehicle can be switched; and a control unit capable of controlling the vehicle lamp in a manner of suppressing the illumination state of a part of the illumination areas based on position information having a correlation with the position of the vehicle ahead. The control unit calculates a predicted position to which the vehicle ahead is predicted to move after a certain time from the reference time based on the position information newly acquired at the reference time, the position change amount of the vehicle ahead calculated based on the plurality of position information acquired within a predetermined period until the reference time, and the information on the road on which the vehicle ahead is traveling.

[0012] According to this aspect, the predicted position at which the leading vehicle is predicted to move after a certain period of time from the reference time can be calculated with high accuracy.

[0013] The control unit may control the vehicle lamp in such a manner as to suppress the illumination state of a portion of the illumination area including the predicted position, thereby suppressing the glare caused to the driver of the preceding vehicle according to the road on which the preceding vehicle is traveling.

[0014] A vehicle lamp may include a light source that can switch the illumination state of more than 100 illumination areas divided in the vehicle width direction of a high beam light distribution pattern. In the case of a light distribution pattern with more than 100 illumination areas divided in the vehicle width direction, each illumination area is often highly precise. Therefore, when an area that should have been suppressed from being illuminated remains in an illuminated state as the vehicle ahead moves, the driver of the vehicle ahead will immediately feel glare. Therefore, by calculating the predicted position with high precision, glare to the driver can be suppressed.

[0015] The control unit may include a counting unit and a driving road determination unit, wherein the counting unit counts the number of cases where the difference between the i+1th (i=1 to n)th position information of the front vehicle and the i-th position information of the front vehicle is positive and the number of cases where the difference is negative, respectively, within a predetermined period until the reference time, and the driving road determination unit determines whether the driving road on which the front vehicle is traveling is a curve based on the count value C1 when the difference is positive and the count value C2 when the difference is negative. The driving road determination unit may determine that the driving road is a curve when |C1-C2|>A (A is a predetermined positive number). Thus, it is possible to determine whether the driving road is a curve based on the difference between the i+1th (i=1 to n)th position information of the front vehicle and the i-th position information of the front vehicle.

[0016] The control unit makes the weighting coefficient of the position change amount used when calculating the predicted position different depending on whether the traveling road is a curve. Thereby, the predicted position can be calculated according to the traveling road.

[0017] The control unit may make the weighting coefficient D1 of the position change amount used when |C1-C2|>A (A is a predetermined positive number) larger than the weighting coefficient D2 of the position change amount used when |C1-C2|≤A. Thus, when there is a high probability that the travel road is a curve, the followability of the suppression control of the irradiation state to the area including a part of the predicted position can be improved.

[0018] The control unit makes the predetermined period T1 used in the calculation of the position change amount in the case of |C1-C2|>A (A is a predetermined positive number) shorter than the predetermined period T2 used in the calculation of the position change amount in the case of |C1-C2|≤A. Thus, for example, when the driving road changes from a straight line to a curve, the influence of the position change amount of the leading vehicle when driving in a straight line is reduced, and the influence of the position change amount when driving in a curve is increased, thereby improving the followability of the suppression control of the irradiation state to the area including a part of the predicted position.

[0019] Another technical solution of the present invention is a control device. The device controls a vehicle lamp, which can form a high-beam light distribution pattern in which the illumination state of a part of the plurality of illumination areas divided in the vehicle width direction in front of the vehicle can be switched, and the control device has a control unit, which can control the vehicle lamp in a manner to suppress the illumination state of a part of the illumination area based on position information that is correlated with the position of the vehicle in front. The control unit calculates a predicted position of the vehicle in front that is predicted to move after a certain time from the reference time based on the position information newly acquired at the reference time, the position change amount of the vehicle in front calculated based on the plurality of position information acquired within a predetermined period until the reference time, and the information on the road on which the vehicle in front is traveling.

[0020] According to this aspect, the predicted position at which the leading vehicle is predicted to move after a certain period of time from the reference time can be calculated with high accuracy.

[0021] Another technical solution of the present invention is an illumination state suppression method. In this method, based on position information having a correlation with the position of a leading vehicle, a vehicle lamp is controlled in a manner to suppress the illumination state of a part of a plurality of illumination areas divided in the vehicle width direction in front of the own vehicle, and the vehicle lamp can form a high-beam light distribution pattern in which the illumination state of a part of the illumination area can be switched. The illumination state suppression method has the following steps: based on the position information newly acquired at the reference time, the position change amount of the leading vehicle calculated based on the plurality of position information acquired within a predetermined period until the reference time, and the information of the driving road on which the leading vehicle is driving, a predicted position predicted to be moved by the leading vehicle after a certain time from the reference time is calculated.

[0022] According to this aspect, the predicted position at which the leading vehicle is predicted to move after a certain period of time from the reference time can be calculated with high accuracy.

[0023] Any combination of the above-mentioned constituent elements, or a solution in which the expression form of the present invention is transformed between manufacturing methods, control methods, etc., lamps, lighting, control devices, etc., light-emitting modules, light sources, programs, computer-readable recording media, etc., is also effective as a technical solution of the present invention.

[0024] Effects of the Invention

[0025] According to the present invention, it is possible to suppress glare to the driver of the preceding vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 1 is a diagram showing a schematic configuration of a vehicle lighting system according to the present embodiment.

[0027] Figure 2 It is a diagram schematically showing the situation in front of the own vehicle.

[0028] Figure 3 It is schematically shown from Figure 2 The state shown is a diagram of a situation where a vehicle enters a curve.

[0029] Figure 4 1 is a schematic diagram showing an example of predictive control of light blocking of a preceding vehicle when entering a curve.

[0030] Figure 5 It is a schematic diagram for explaining the predictive control of this embodiment.

[0031] Figure 6 This is a schematic diagram for explaining another example of the predictive control according to the present embodiment. DETAILED DESCRIPTION

[0032] Hereinafter, the present invention will be described with reference to the accompanying drawings based on preferred embodiments. The same or equivalent components, members, and processes shown in the respective drawings are marked with the same reference numerals, and repeated descriptions are appropriately omitted. In addition, the embodiments do not limit the invention, but are exemplified, and all the features and combinations thereof described in the embodiments are not necessarily the essential features of the invention.

[0033] Figure 1 1 is a diagram showing a schematic configuration of a vehicle lighting system according to the present embodiment. Figure 1 In the figure, some of the components of the vehicle lighting system 10 are depicted as functional blocks. These functional blocks are implemented as hardware components by components and circuits represented by a CPU and a memory of a computer, and as software components by computer programs, etc. It is understood by those skilled in the art that these functional blocks can be implemented in various forms by combining hardware and software.

[0034] The vehicle lamp system 10 is applied to a vehicle headlamp device having a pair of left and right headlamp units arranged in front of the vehicle. The pair of headlamp units are substantially identical in structure except that they have a left-right symmetrical structure. Figure 1 1 shows the structure of one headlamp unit as the vehicle lamp 12 .

[0035] The vehicle lamp 12 provided in the vehicle lamp system 10 is provided with a light source unit 20 in a lamp chamber 18. In addition, the vehicle lamp system 10 is provided with a photographing unit 22 and a control unit 50 provided outside the vehicle lamp 12. The light source unit 20 is a device capable of independently adjusting the illumination (intensity) of light irradiated to a plurality of separate areas (irradiation areas) arranged in front of the vehicle. The light source unit 20 of the present embodiment is a variable light distribution lamp in which a plurality of semiconductor light emitting elements 20a are arranged in a matrix. The semiconductor light emitting element 20a can use an LED (Light emitting diode), an LD (Laser diode), an EL (Electroluminescence) element, or the like.

[0036] The light beams emitted from the semiconductor light emitting elements 20a of the light source unit 20 are irradiated onto the virtual vertical screen 24 via an optical system (not shown). The optical system may be, for example, a projection lens or a reflector. A light distribution pattern 26 corresponding to the on / off state of the semiconductor light emitting elements 20a is formed on the virtual vertical screen 24.

[0037] Figure 2 Schematically shows the situation in front of the vehicle. As described above, the light source unit 20 has a plurality of semiconductor light emitting elements 20a as individual irradiation units that can independently irradiate light toward the front of the lamp. The light source unit 20 can irradiate light to a plurality of individual regions R arranged in front of the vehicle through the control unit 50. Each individual region R is a region corresponding to the imaging unit 22, more specifically, one pixel or a collection of a plurality of pixels of a camera.

[0038] For ease of explanation, Figure 1 The semiconductor light emitting elements 20a are arranged in a 10-by-10 arrangement, but the number of semiconductor light emitting elements 20a is not particularly limited. For example, the resolution of the light source unit 20 (in other words, the number of semiconductor light emitting elements 20a) is 1,000 to 300,000 pixels. The light source unit 20 of this embodiment has 256 semiconductor light emitting elements 20a arranged in a 10-by-10 arrangement in the vehicle width direction and the height direction of the light distribution pattern. Figure 2 In the figure, for convenience of explanation, a part of the individual regions R among all the individual regions R corresponding to the semiconductor light emitting elements 20a are shown.

[0039] The light emitted from the light source unit 20 travels forward through the optical system to the front of the lamp and irradiates each individual area R corresponding to the semiconductor light emitting element 20a. As a result, a light distribution pattern of a predetermined shape is formed in front of the lamp. Figure 2 The light distribution pattern formed by the plurality of individual regions R shown functions as a high-beam light distribution pattern PH.

[0040] The imaging unit 22 is a device that captures images of the front of the vehicle. The imaging unit 22 includes a camera 38. The camera 38 captures images of all the individual regions R.

[0041] The control unit 50 includes a luminance analyzing unit 42, a target analyzing unit 44, a lamp control unit 46, and a light source control unit 48. The image data acquired by the imaging unit 22 is sent to the luminance analyzing unit 42 and the target analyzing unit 44.

[0042] The brightness analysis unit 42 detects the brightness of each individual area based on the information (image data) obtained from the imaging unit 22. The brightness analysis unit 42 is a high-speed, low-precision analysis unit that performs image analysis with lower accuracy than the target object analysis unit 44 and outputs the analysis result at high speed. The brightness analysis unit 42 of this embodiment detects the brightness of each individual area based on the information obtained from the camera 38. The brightness analysis unit 42 detects the brightness of each individual area R every 0.1 to 5 ms, for example. The detection result of the brightness analysis unit 42, that is, a signal indicating the brightness information of the individual area, is sent to the lighting control unit 46.

[0043] The target object analysis unit 44 detects the target object existing in front of the own vehicle based on the information obtained from the imaging unit 22. The target object analysis unit 44 is a low-speed and high-precision analysis unit that performs image analysis with higher accuracy than the brightness analysis unit 42 and outputs the analysis result at a low speed. The target object analysis unit 44 of the present embodiment detects the target object based on the information obtained from the camera 38. The target object analysis unit 44 detects the target object every 50 ms, for example. As the target object detected by the target object analysis unit 44, the leading vehicle traveling in front of the own vehicle (the leading vehicle traveling in the own lane, the oncoming vehicle traveling in the oncoming lane), pedestrians, etc. can be exemplified. In addition, the target object also includes obstacles, road signs, road markings, road shapes, etc. that hinder the travel of the own vehicle.

[0044] The object analysis unit 44 can detect the object using a conventionally known method including algorithm recognition, deep learning, etc. For example, the object analysis unit 44 stores feature points representing the preceding vehicle 100 in advance. Furthermore, when the data including feature points representing the preceding vehicle is included in the captured data of the camera 38, the object analysis unit 44 identifies the position of the preceding vehicle. The aforementioned "feature points representing the preceding vehicle" are, for example, light points with a predetermined light intensity or higher that appear in the estimated existence area of ​​the taillights of the preceding vehicle. Or light points with a predetermined light intensity or higher that appear in the estimated existence area of ​​the headlights of the oncoming vehicle. Similarly, the object analysis unit 44 stores feature points representing pedestrians and other objects in advance, and when the data including these feature points is included in the captured data of the camera 38, the position of the object corresponding to the feature point is identified. The detection result of the object analysis unit 44, i.e., a signal representing the information of the object in front of the own vehicle, is sent to the lighting control unit 46.

[0045] The lamp control unit 46 uses the detection results of the brightness analysis unit 42 and / or the target object analysis unit 44 to perform the determination of a specific target object, the displacement detection of a specific target object, the setting of a specific individual area, the setting of a target brightness value for each individual area including a specific target brightness value for the specific individual area, the setting of an illuminance value of light irradiated to each individual area, and the like. As an example, the lamp control unit 46 includes a tracking unit 52, a storage unit 53, and an illuminance setting unit 54. The storage unit 53 stores programs required for executing various light distribution controls, the position prediction control of the leading vehicle described later, and the like in a memory. The tracking unit 52 determines a specific target object from the targets detected by the target object analysis unit 44. In addition, the tracking unit 52 detects the displacement of a specific target object based on the detection results of the brightness analysis unit 42. In the present embodiment, as an example, the leading vehicle is set as a specific target object.

[0046] Specifically, the tracking unit 52 integrates the detection results of the brightness analysis unit 42 and the detection results of the target object analysis unit 44. And, among the brightness of each individual area detected by the brightness analysis unit 42, the brightness of the individual area R where the light spot 102 of the preceding vehicle 100 as a specific target object is located is associated with the preceding vehicle 100. The tracking unit 52 can detect the displacement of the preceding vehicle 100 as a specific target object by identifying the position of the brightness associated with the preceding vehicle 100 in the detection results of the brightness analysis unit 42 obtained later. The tracking unit 52 performs the determination processing of the specific target object, for example, every 50 ms. In addition, the tracking unit 52 performs the displacement detection processing (tracking) of the specific target object, for example, every 0.1 to 5 ms.

[0047] The illumination setting unit 54 sets the illumination value of the light irradiated to each individual area, including the specific illumination value for the specific individual area determined according to the existence position of the specific target object, based on the detection result of the brightness analysis unit 42 and the detection result of the tracking unit 52. For example, the illumination setting unit 54 sets the target brightness value of each individual area and the illumination value of the light irradiated to each individual area corresponding to the target brightness value. The specific target brightness value is set for the specific individual area in each individual area. Therefore, the specific illumination value is an illumination value determined according to the specific target brightness value.

[0048] First, the illumination setting unit 54 sets the specific single area R1 based on the location of the preceding vehicle 100 as the specific target object. For example, the illumination setting unit 54 sets the specific single area R1 based on the location information of the preceding vehicle 100 included in the detection result of the tracking unit 52. Regarding the setting of the specific single area R1, for example, the illumination setting unit 54 sets the horizontal distance a between the two light spots 102 corresponding to the tail lights of the preceding vehicle 100 (see Figure 2 ), set a predetermined ratio of the vertical distance b, and set the single area R overlapping the horizontal a×vertical b size range as the specific single area R1 (refer to Figure 2 ). The specific individual region R1 includes an individual region R that overlaps with the driver of the preceding vehicle.

[0049] Furthermore, the illumination setting unit 54 sets a specific target luminance value for the specific individual region R1. In addition, the illumination setting unit 54 also sets target luminance values ​​for other individual regions R except the specific individual region R1. For example, the illumination setting unit 54 sets the target luminance value to the same value for the individual regions R except the specific individual region R1, whose luminance detected by the luminance analyzing unit 42 is within a predetermined range. That is, luminance constant control is performed.

[0050] The illumination setting unit 54 recognizes the displacement of the specific individual region R1 based on the detection result of the tracking unit 52, and updates the position information of the specific individual region R1. In addition, the target luminance value of each individual region R including the specific target luminance value for the specific individual region R1 is updated. The processing of the tracking unit 52 and the processing of the illumination setting unit 54 are executed in parallel at least for a certain period of time.

[0051] In addition, the illuminance setting unit 54 sets the illuminance value of the light irradiated from the light source unit 20 to each individual region R based on the target illuminance value of each individual region R and the detection result of the illuminance analysis unit 42. The illuminance setting unit 54 sends a signal indicating the illuminance value of each individual region R to the light source control unit 48. The illuminance setting unit 54 sets the target illuminance value and the illuminance value, for example, every 0.1 to 5 ms.

[0052] In addition, the illumination setting unit 54 may also change the target brightness value according to the brightness around the own vehicle, etc. That is, the target brightness value may be set separately in the urban area and the suburbs, or in the daytime, evening, and nighttime, so that the brightness in front of the own vehicle is optimal. In addition, the illumination setting unit 54 may also make the target brightness value of the separate area R other than the specific separate area R1 different.

[0053] The light source control unit 48 controls the light source unit 20 based on the illuminance value set by the illuminance setting unit 54. The light source control unit 48 controls the lighting and extinguishing of the semiconductor light emitting element 20a. The light source control unit 48 may also adjust the conduction time ratio (width, density) of each semiconductor light emitting element 20a based on the illuminance value of the light irradiated to each individual region R. In this way, the illuminance of the light irradiated to each individual region R can be adjusted.

[0054] The light source unit 20 emits light based on the illuminance value set by the illuminance setting unit 54, and the actual luminance value of each individual region R as a result is detected by the luminance analyzing unit 42. And based on the detection result, the illuminance setting unit 54 sets the illuminance value again.

[0055] Through the above configuration, the vehicle lamp system 10 can form a light distribution pattern composed of a plurality of local irradiation areas (a plurality of individual areas R). Each of the plurality of local irradiation areas is formed when the corresponding semiconductor light emitting element 20a is turned on. The vehicle lamp system 10 can form light distribution patterns of various shapes by switching the on / off of each semiconductor light emitting element 20a.

[0056] The vehicle lighting system 10 performs ADB (Adaptive Driving Beam) control to form an optimal light distribution pattern according to the position of a specific target object in front of the own vehicle. As an example, the illumination setting unit 54 sets a specific target brightness value of "0" for a specific single area R1 determined according to the existence position of the leading vehicle 100, and sets a target brightness value of "1" for other single areas R. This setting is set as the first brightness information. In addition, the illumination setting unit 54 sets a target brightness value of "2" for all single areas R according to constant brightness control. This setting is set as the second brightness information. In addition, the illumination setting unit 54 performs a logical AND operation on the first brightness information and the second brightness information. Thus, brightness information is generated in which the specific target brightness value for the specific single area R1 is "0" and the target brightness value for other single areas R is "2".

[0057] Furthermore, the illumination setting unit 54 sets the specific illumination value to "0" for the specific individual area R1 whose specific target luminance value is "0". That is, the specific individual area R1 is shielded (the illumination state is suppressed). In addition, among the individual areas R other than the specific individual area R1, the luminance of the individual area R where there are objects that emit light by themselves, such as street lamps, does not deviate from the target luminance value, or is greater than the target luminance value. Therefore, the illumination setting unit 54 sets the luminance value to "0" for the individual area R and shields it. In addition, compared with other individual areas R, the luminance of the individual area R where there are objects with high light reflectivity, such as road signs, delineators, and reflective plates, deviates less from the target luminance value, so a lower illumination value is set. That is, the individual area R is dimmed. By forming a light distribution pattern in which the luminance of each area is set in front of the own vehicle in this way, the driver of the leading vehicle 100 is not irradiated by light, and the individual areas R other than the specific individual area R1 appear to have the same brightness to the driver of the own vehicle or the camera 22.

[0058] In addition, shading (suppressing the illumination state) of a specific individual area includes not only shading the area without irradiating light at all, but also includes dimming the area by making the amount of irradiated light less than before, or shortening the lighting ratio when repeatedly lighting and extinguishing in a certain period (for example, PWM dimming).

[0059] Then, if Figure 2 As shown in FIG. 1 , the light distribution control when the preceding vehicle 100 traveling in front of the own vehicle enters a curve will be described. Figure 3 It is schematically shown from Figure 2Generally, a delay of about 100 to 200 ms occurs until the image capturing unit 22 captures the area in front of the own vehicle, the control unit 50 detects the target object from the acquired image data, and the light source control unit 48 controls the light source unit 20 to illuminate the area in front of the own vehicle where the leading vehicle 100 is located with a desired light distribution pattern.

[0060] Therefore, if Figure 3 As shown in the figure, even if the preceding vehicle 100 enters the curve, the single area R2 adjacent to the previously shielded specific single area R1 cannot be immediately shielded. Therefore, there is a possibility that glare will be caused to the occupants (driver, fellow passengers) of the preceding vehicle 100. Therefore, the following predictive control is considered: based on the previous movement of the preceding vehicle 100 (the movement amount of the camera detection angle, the change amount of the target object coordinates on the image data), the position of the preceding vehicle 100 after a predetermined time (for example, 200ms) is calculated, and the specific single area including the position is shielded.

[0061] Figure 4 FIG. 1 is a schematic diagram showing an example of predictive control of shading of a preceding vehicle when entering a curve. Figure 4 , a case where the leading vehicle 100 located in front of the vehicle is traveling on a straight road during a period of at least 200 ms past the reference time 0 is shown. In addition, for the sake of convenience, the position of the leading vehicle is represented by an X coordinate with 0 as the center and the X direction to the left as positive. In this case, at time T = 0 [ms] (hereinafter referred to as T = 0), the center coordinate of the leading vehicle 100 is X = 0, and the moving average (the average of 4 X coordinates obtained every 50 ms) of the past 200 ms is 0.

[0062] In the following description, an example is shown in which the leading vehicle 100 entering the curve moves 10 in the positive direction of the X coordinate every 50 ms. In addition, in terms of the size of the X coordinate, the size (light shielding range) of the X direction of a specific single area R1 is set to 80, but for convenience, the actual size can be appropriately selected. In addition, the detection angle of the camera can also be used instead of the coordinate.

[0063] Considering the system delay of 200ms, the specific single area R1 (X=40 to -40) calculated based on the image data obtained by the imaging unit 22 when the preceding vehicle 100 in this state is photographed is reflected at the time point of T=200. Therefore, during the period of T=0 to 200, the position of the specific single area R1 does not change. Figure 4 As shown, there is a possibility that glare may be caused to the members of the preceding vehicle 100 during the period of T=150 to 200.

[0064] Next, at time T=50, the leading vehicle 100 enters the curve and moves in the X direction (X=10), and the moving average of the past 200ms from T=-150 to 50 is 2.5. Therefore, the expected coordinates of the leading vehicle at T=250 after the system delay of 200ms are X=12.5, and the specific independent area R1 is in the range of X=12.5±40.

[0065] Next, at time T=100, the leading vehicle 100 further moves in the X direction (X=20), and the moving average of the past 200 ms from T=-100 to 100 is 5. Therefore, the expected coordinates of the leading vehicle at T=300 after a system delay of 200 ms are X=25, and the specific independent area R1 is in the range of X=25±40.

[0066] Next, at time T=150, the leading vehicle 100 further moves in the X direction (X=30), and the moving average of the past 200ms from T=-50 to 150 is 7.5. Therefore, the expected coordinates of the leading vehicle at T=350 after the system delay of 200ms are X=37.5, and the specific independent area R1 is in the range of X=37.5±40.

[0067] Next, at time T=200, the leading vehicle 100 further moves in the X direction (X=40), and the moving average of the past 200 ms from T=0 to 200 is 10. Therefore, the estimated coordinates of the leading vehicle at T=400 after a system delay of 200 ms are X=50, and the specific independent area R1 is in the range of X=50±40.

[0068] Next, at time T=250, the leading vehicle 100 further moves in the X direction (X=50), and the moving average of the past 200 ms from T=50 to 250 is 10. Therefore, the expected coordinates of the leading vehicle at T=450 after a system delay of 200 ms are X=60, and the specific independent area R1 is in the range of X=60±40.

[0069] Next, at time T=300, the leading vehicle 100 further moves in the X direction (X=60), and the moving average of the past 200 ms from T=100 to 300 is 10. Therefore, the expected coordinates of the leading vehicle at T=500 after a system delay of 200 ms are X=70, and the specific independent area R1 is in the range of X=70±40.

[0070] The above control has been described in which the preceding vehicle is subjected to shading control when entering a curve based only on the position information of the preceding vehicle at the reference time. Figure 4As shown in FIG. 1 , the position information of the preceding vehicle obtained at T=50 when the vehicle starts to enter the curve is X=10. Therefore, the best specific single area R1 is calculated to be X=10±40 when the position of the preceding vehicle is X=10. However, under the calculated conditions, the timing of irradiating the front is T=250 after the system delay of 200ms. Therefore, the specific single area R1 at T=250 is X=10±40 ( Figure 4 dashed line).

[0071] Similarly, the specific single area R1 calculated based on the position information of the preceding vehicle obtained at T=100 is 20±40, and the timing of irradiating the front under the calculated conditions is T=300 after the system delay of 200ms. Therefore, the specific single area R1 at T=300 is X=20±40 ( Figure 4 dashed line).

[0072] Similarly, the specific individual region R1 at T = 350 is X = 30 ± 40, the specific individual region R1 at T = 400 is X = 40 ± 40, the specific individual region R1 at T = 450 is X = 50 ± 40, and the specific individual region R1 at T = 500 is X = 60 ± 40 ( Figure 4 dashed line).

[0073] Therefore, by using predictive control to determine Figure 4 The specific single area R1 shown by the solid line and the decision not to perform predictive control are determined by Figure 4 Compared with the case of the specific single area R1 indicated by the dotted line, the tracking accuracy of the light shielding when the leading vehicle enters the curve is improved.

[0074] Based on the above insights, the inventors of the present application and others conducted further research and came up with the following aspects: based on the newly acquired position information of the front vehicle as the control object at a predetermined reference time (T[ms]=0, 50, 100, ...), the position change of the front vehicle calculated based on multiple position information acquired within a predetermined period up to the reference time, and the information of the road (curve / straight road) on which the front vehicle is traveling, the predicted position of the front vehicle predicted to move after a certain time from the reference time is calculated, thereby enabling higher-precision shading tracking.

[0075] First, a method for determining whether a driving road is a curve (whether it is a straight road) is described. As described above, when the taillight of the preceding vehicle 100 is detected as a feature point by the target object analysis unit 44, the displacement of the taillight is continuously detected by the tracking unit 52. In addition, in order to simplify the description, the displacement of the left and right lights of the taillight is processed as a group of light points instead of being processed separately. In addition, the displacement uses only the coordinates in the horizontal direction (X direction: left is positive) in front of the vehicle, and compares the X1 coordinate calculated based on the information obtained by the shooting unit 22 this time with the X0 coordinate calculated based on the information obtained by the shooting unit 22 last time. In addition, the coordinate detection is performed, for example, every 50 ms.

[0076] If X1>X0, the count value of the left curve counter LC is increased by 1, and the count value of the right curve counter RC is reset. On the contrary, if X1<X0, the count value of the left curve counter LC is reset, and the count value of the right curve counter RC is increased by 1. When this process is repeated, when the count values ​​of LC and RC are greater than a predetermined value (for example, greater than 3), it is determined that the road on which the front vehicle is traveling is a curve. In addition, when the count values ​​of LC and RC are less than a predetermined value (for example, less than 2), it is determined that the road on which the front vehicle is traveling is a straight road. Here, the result of the determination contributes to the improvement of the accuracy of the shading tracking in the predictive control described later.

[0077] Next, the outline of the prediction control of the present embodiment will be described. The prediction coordinate X in the present embodiment is expressed by the following equations (1) to (3).

[0078] Prediction coordinates X = (target coordinates_change amount during t [ms]) × prediction coefficient α + input coordinates of this time (reference time) ... Formula (1)

[0079] Target object coordinate change during t [ms] = Σ (target object coordinate change during 50 [ms]) ... Formula (2)

[0080] The target object coordinate change during 50 [ms] = the current input coordinate - the last input coordinate ... Formula (3)

[0081] Figure 5 is a schematic diagram for explaining the predictive control of this embodiment. Figure 5 In, with Figure 4 Similarly, the preceding vehicle 100 located in front of the own vehicle is traveling on a straight road during a period of at least 200 ms after the reference time 0. Figure 4Similarly, the position of the leading vehicle is represented by an X coordinate with 0 as the center and the left X direction as the positive. In this case, at T = 0, the center coordinate of the leading vehicle 100 is X = 0, and the change in the past 200ms (the change in the 4 X coordinates obtained every 50ms) is 0. In addition, the following conditions and contents not specifically mentioned are the same as those in Figure 4 The contents described in are the same.

[0082] like Figure 5 As shown, considering the system delay of 200 ms, the specific single area R1 (X=40 to -40) calculated based on the image data of the preceding vehicle 100 captured by the imaging unit 22 is reflected at the time point of T=200. Therefore, during the period of T=0 to 200, the position of the specific single area R1 does not change.

[0083] Next, the preceding vehicle 100 enters the curve at time T=50 and moves in the X direction (X=10), and the target object coordinate change amount (accumulated value every 50 ms) during the past 200 ms from T=-150 to 50 is 10. In addition, 1 is used as the prediction coefficient corresponding to the curve below. Therefore, the predicted coordinates of the preceding vehicle at time T=250 after the system delay of 200 ms are X=10 (target object coordinate change amount during 200 ms)×1 (prediction coefficient)+10 (current input coordinates)=20, and the specific independent area R1 is in the range of X=20±40.

[0084] Next, at time T=100, the leading vehicle 100 further moves in the X direction (X=20), and the target object coordinate change amount during the past 200ms from T=-100 to 100 is 20. Therefore, the expected coordinates of the leading vehicle at T=300 after the system delay of 200ms are X=20 (target object coordinate change amount during 200ms)×1 (prediction coefficient)+20 (current input coordinates)=40, and the specific independent area R1 is in the range of X=40±40.

[0085] Next, at time T=150, the leading vehicle 100 further moves in the X direction (X=30), and the target object coordinate change amount during the past 200ms from T=-50 to 150 is 30. Therefore, the expected coordinates of the leading vehicle at T=350 after the system delay of 200ms are X=30 (target object coordinate change amount during 200ms)×1 (prediction coefficient)+30 (current input coordinates)=60, and the specific independent area R1 is in the range of X=60±40.

[0086] Next, at time T=200, the leading vehicle 100 further moves in the X direction (X=40), and the target object coordinate change amount during the past 200ms from T=0 to 200 is 40. Therefore, the expected coordinates of the leading vehicle at T=400 after the system delay of 200ms are X=40 (target object coordinate change amount during 200ms)×1 (prediction coefficient)+40 (current input coordinates)=80, and the specific independent area R1 is in the range of X=80±40.

[0087] Next, at time point T=250, the leading vehicle 100 further moves in the X direction (X=50), and the target object coordinate change amount during the past 200ms from T=50 to 250 is 40. Therefore, the expected coordinates of the leading vehicle at T=450 after the system delay of 200ms are X=40 (target object coordinate change amount during 200ms)×1 (prediction coefficient)+50 (current input coordinates)=90, and the specific independent area R1 is in the range of X=90±40.

[0088] Next, at time T=300, the leading vehicle 100 further moves in the X direction (X=60), and the target object coordinate change amount during the past 200ms from T=100 to 300 is 40. Therefore, the expected coordinates of the leading vehicle at T=500 after the system delay of 200ms are X=40 (target object coordinate change amount during 200ms)×1 (prediction coefficient)+60 (current input coordinates)=100, and the specific independent area R1 is in the range of X=100±40.

[0089] The result of the shading tracking of the predictive control of the present embodiment described above is different from that of Figure 4 As can be seen from the comparison of the shading tracking results shown by the solid line, in the predictive control of the present embodiment, the leading vehicle 100 is substantially included in the specific independent region R1 after T=250, and the glare to the members of the leading vehicle 100 is suppressed.

[0090] On the other hand, the target object coordinate change amount in the past 200ms is used in the calculation of the expected coordinates. Therefore, the coordinates of the preceding vehicle on the straight road from T = -150 to 0 (X = 0) have a great influence on the expected coordinates based on the current input coordinates at T = 50 of the preceding vehicle just after entering the curve. In other words, the influence of the coordinates of the preceding vehicle on the straight road in the past will remain before T = 200. Therefore, there is room for improvement in the calculation of the specific single area R1 in T = 250 to 400 after the system delays 200ms.

[0091] Therefore, after the above-mentioned method for distinguishing the driving road determines that it is a curve, the accuracy of the shading tracking can be further improved by changing the cumulative time of the target object coordinate change amount from the past 200ms to the past 100ms. In addition, the determination of the curve is not limited to the above-mentioned method, and it is also possible to determine whether the leading vehicle has entered (is about to enter) the curve based on the image data of the front captured by the camera, GPS and other information.

[0092] In the calculation of the expected coordinates in this case, specifically, the change amount (X1-X0) of the X coordinate obtained every 50 ms in the past 100 ms may be accumulated, and the same sampling may be used twice to supplement the calculation, considering that the number of samples has changed from 4 (200 / 50) to 2 (100 / 50). Alternatively, the change amount of the X coordinate may be obtained every 25 ms so that the number of samples is 4. Figure 5 The control for changing the accumulated time after receiving the curve determination in this way will be described.

[0093] like Figure 5 As shown, at the time point T = 50, the leading vehicle 100 enters the curve and moves in the X direction (X = 10), and the target object coordinate change amount (accumulated value every 50ms × 2) during the past 100ms from T = -50 to 50 is 20. In addition, 1 is used as the prediction coefficient corresponding to the curve. Therefore, the expected coordinates of the leading vehicle at T = 250 after the system delay of 200ms are X = 20 (target object coordinate change amount during 100ms) × 1 (prediction coefficient) + 10 (current input coordinates) = 30, and the specific single area R1 is within the range of X = 30 ± 40 ( Figure 5 dashed line).

[0094] Next, at time T=100, the leading vehicle 100 further moves in the X direction (X=20), and the target object coordinate change amount during the past 100ms from T=0 to 100 is 40. Therefore, the predicted coordinates of the leading vehicle at T=300 after the system delay of 200ms are X=40 (target object coordinate change amount during 100ms)×1 (prediction coefficient)+20 (current input coordinates)=60, and the specific independent area R1 is within the range of X=60±40 ( Figure 5 dashed line).

[0095] Next, at time T=150, the leading vehicle 100 further moves in the X direction (X=30), and the target object coordinate change amount during the past 100ms from T=50 to 150 is 40. Therefore, the predicted coordinates of the leading vehicle at T=350 after the system delay of 200ms are X=40 (target object coordinate change amount during 100ms)×1 (prediction coefficient)+30 (current input coordinates)=70, and the specific independent area R1 is within the range of X=70±40 ( Figure 5dashed line).

[0096] Next, at time T=200, the leading vehicle 100 further moves in the X direction (X=40), and the target object coordinate change amount in the past 100ms from T=100 to 200 is 40. Therefore, the predicted coordinates of the leading vehicle at T=400 after the system delay of 200ms are X=40 (target object coordinate change amount in 100ms)×1(prediction coefficient)+40 (current input coordinates)=80, and the specific independent area R1 is within the range of X=80±40. Figure 5 The same is true for the specific individual region R1 indicated by the solid line.

[0097] By making the integration time for calculating the estimated coordinates during curve driving shorter than the integration time during straight road driving in this way, the responsiveness of the light blocking tracking can be improved.

[0098] Next, the predictive control of the leading vehicle while traveling on a straight road will be described. Figure 6 FIG. 1 is a schematic diagram for explaining another example of predictive control according to the present embodiment. Figure 6 In, with Figure 4 Similarly, the preceding vehicle 100 located in front of the own vehicle is traveling on a straight road during a period of at least 200 ms after the reference time 0. Figure 4 Similarly, the position of the leading vehicle is represented by an X coordinate with 0 as the center and the left X direction as the positive. In this case, at T = 0, the center coordinate of the leading vehicle 100 is X = 0, and the change in the past 200ms (the change in the 4 X coordinates obtained every 50ms) is 0. In addition, the following conditions and contents not specifically mentioned are the same as those in Figure 4 The contents described in are the same.

[0099] like Figure 6 As shown, considering the system delay of 200 ms, the specific single area R1 (X = 40 to -40) calculated based on the image data of the preceding vehicle 100 captured by the imaging unit 22 is reflected at the time point of T = 200. Therefore, during the period of T = 0 to 200, the position of the specific single area R1 does not change.

[0100] Next, at time T=50, the leading vehicle 100 moves in the X direction (X=10) by winding on a very gentle curve and a straight road, and the target object coordinate change amount (accumulated value every 50 ms) during the past 200 ms from T=-150 to 50 is 10. In addition, 1 is used as the prediction coefficient below. Therefore, the expected coordinates of the leading vehicle at T=250 after the system delay of 200 ms are X=10 (target object coordinate change amount during 200 ms)×1 (prediction coefficient)+10 (current input coordinates)=20, and the specific independent area R1 is in the range of X=20±40.

[0101] Next, at time T=100, the leading vehicle 100 further moves in the X direction (X=20), and the target object coordinate change amount during the past 200ms from T=-100 to 100 is 20. Therefore, the expected coordinates of the leading vehicle at T=300 after the system delay of 200ms are X=20 (target object coordinate change amount during 200ms)×1 (prediction coefficient)+20 (current input coordinates)=40, and the specific independent area R1 is in the range of X=40±40.

[0102] Next, at the time point T=150, the leading vehicle 100 does not move in the X direction (X=20), and the target object coordinate change amount during the past 200ms from T=-50 to 150 is 20. Therefore, the expected coordinates of the leading vehicle at T=350 after the system delay of 200ms are X=20 (target object coordinate change amount during 200ms)×1 (prediction coefficient)+20 (current input coordinates)=40, and the specific independent area R1 is in the range of X=40±40.

[0103] Next, at time T=200, the leading vehicle 100 moves in the -X direction (X=10), and the target object coordinate change amount during the past 200ms from T=0 to 200 is 10. Therefore, the expected coordinates of the leading vehicle at T=400 after the system delay of 200ms are X=10 (target object coordinate change amount during 200ms)×1 (prediction coefficient)+10 (current input coordinates)=20, and the specific independent area R1 is in the range of X=20±40.

[0104] Next, at time T=250, the leading vehicle 100 further moves in the -X direction (X=0), and the target object coordinate change amount during the past 200ms from T=50 to 250 is -10. Therefore, the expected coordinates of the leading vehicle at T=450 after the system delay of 200ms are X=-10 (target object coordinate change amount during 200ms)×1 (prediction coefficient)+0 (current input coordinates)=-10, and the specific independent area R1 is in the range of X=-10±40.

[0105] Next, at time T=300, the leading vehicle 100 moves in the X direction (X=10), and the target object coordinate change amount during the past 200ms from T=100 to 300 is -10. Therefore, the expected coordinates of the leading vehicle at T=500 after the system delay of 200ms are X=-10 (target object coordinate change amount during 200ms)×1 (prediction coefficient)+-10 (current input coordinates)=0, and the specific independent area R1 is in the range of X=0±40.

[0106] In the above-described shading following of the predictive control of the present embodiment, the preceding vehicle 100 is substantially contained in the specific individual region R1. However, the left-right movement of the specific individual region R1 is greater than the left-right movement of the preceding vehicle 100, and the predictive control of shading following may be excessively performed.

[0107] Therefore, when it is determined by the above-mentioned method of distinguishing the travel road that the road is not a curve (but a straight road), the influence of the prediction control of the shading following can be weakened by reducing the prediction coefficient. Specifically, 0.3 is used as the prediction coefficient.

[0108] In this case, the expected coordinates of the leading vehicle at T=250 after a system delay of 200ms are X=10(target object coordinate change during 200ms)×0.3(prediction coefficient)+10(current input coordinates)=13, and the specific single area R1 is in the range of X=13±40.

[0109] By the same calculation, the predicted coordinates of the preceding vehicle at T=300 are X=26, and the specific independent region R1 is in the range of X=26±40. In addition, the predicted coordinates of the preceding vehicle at T=350 are X=26, and the specific independent region R1 is in the range of X=26±40. In addition, the predicted coordinates of the preceding vehicle at T=400 are X=26, and the specific independent region R1 is in the range of X=13±40. In addition, the predicted coordinates of the preceding vehicle at T=450 are X=-3, and the specific independent region R1 is in the range of X=-3±40. The predicted coordinates of the preceding vehicle at T=500 are X=7, and the specific independent region R1 is in the range of X=7±40.

[0110] In this way, when driving on a straight road, the prediction coefficient when calculating the expected coordinates is made smaller than the prediction coefficient when driving on a curve, so that the responsiveness of the shading tracking can be eased. This reduces the situation where the driver of the own vehicle feels annoyed by the overly sensitive movement of the shading position (specific single area R1) while driving while observing the front of the vehicle.

[0111] As described above, the vehicle lamp system 10 of the present embodiment includes: a vehicle lamp 12 capable of forming a high beam light distribution pattern PH in which the illumination state of a part of the illumination area (specific single area R1) among a plurality of illumination areas (single area R) divided in the vehicle width direction in front of the own vehicle can be switched; and a control unit 50 capable of controlling the vehicle lamp 12 in a manner of suppressing the illumination state of a part of the illumination area based on position information (current input coordinates) correlated with the position of the front vehicle. Thus, the predicted position predicted to be moved by the front vehicle after a certain time from the reference time can be calculated with higher accuracy.

[0112] The control unit 50 calculates the predicted position of the front vehicle that is predicted to move a certain time after the reference time (after a system delay of 200ms) based on the newly acquired position information at the reference time (current input coordinates), the position change of the front vehicle calculated based on multiple position information acquired within a predetermined period (for example, 100 to 200ms) up to the reference time (current input coordinates minus previous input coordinates), and the information on the road on which the front vehicle is traveling (whether it is a curve).

[0113] This makes it possible to calculate with higher accuracy the predicted position of the vehicle ahead that is predicted to move a certain period of time after a reference time (for example, T=200 and above).

[0114] The control unit 50 controls the illuminance setting unit 54 so as to suppress the irradiation state to a part of the irradiation area (specific individual area R1) including the predicted position. This can suppress glare to the driver of the preceding vehicle according to the road on which the preceding vehicle is traveling.

[0115] In addition, the vehicle lamp 12 may include a light source unit 20 that can switch the illumination state of the high beam light distribution pattern divided into more than 100 illumination areas (individual areas R) in the vehicle width direction. In the case of a light distribution pattern divided into more than 100 illumination areas in the vehicle width direction, each illumination area (individual area R) is often highly refined. Figure 3 As shown, when the area (individual area R2) where illumination should be suppressed is still illuminated as the preceding vehicle 100 moves, the driver of the preceding vehicle 100 will immediately feel glare. Therefore, by calculating the predicted position with high accuracy, glare to the driver can be suppressed.

[0116] In addition, in the aforementioned curve determination method, when the vehicle moves in the same direction for more than a predetermined number of times in succession, the driving road is determined to be a curve, and when the number of shifts to the left or right direction is greater than a predetermined value, the vehicle is determined to be a curve. For example, the control unit 50 may include a counting unit and a driving road determination unit, wherein the counting unit counts the number of positive cases and the number of negative cases of the difference between the i+1th (i=1 to n)th position information of the vehicle ahead and the i-th position information of the vehicle ahead during a predetermined period until the reference time, respectively, and the driving road determination unit determines whether the driving road on which the vehicle ahead is traveling is a curve based on the count value C1 when the difference is positive and the count value C2 when the difference is negative. The driving road determination unit may determine that the driving road is a curve when |C1-C2|>A (A is a predetermined positive number). Thus, it is possible to determine whether the driving road is a curve based on the difference between the i+1th (i=1 to n)th position information of the vehicle ahead and the i-th position information of the vehicle ahead.

[0117] The control unit 50 makes the weighting coefficient (prediction coefficient) of the position change amount used when calculating the predicted position different depending on whether the traveling road is a curve. In this way, the predicted position can be calculated according to the traveling road.

[0118] The control unit 50 may make the weighting coefficient D1 (in this embodiment, 1) of the position change amount used in the case of |C1-C2|>A (A is a predetermined positive number) (in the case where it is determined to be a curve) larger than the weighting coefficient D2 (in this embodiment, 0.3) of the position change amount used in the case of |C1-C2|≤A (in the case where it is determined to be a straight road). In this way, the followability of the suppression control of the irradiation state to the area including a part of the predicted position can be improved in the case where the probability of the traveling road being a curve is high.

[0119] The control unit 50 makes the predetermined period T1 (100 ms in the present embodiment) used in the calculation of the position change amount in the case of |C1-C2|>A (A is a predetermined positive number) (the case where it is determined to be a curve) shorter than the predetermined period T2 (200 ms in the present embodiment) used in the calculation of the position change amount in the case of |C1-C2|≤A (the case where it is determined to be a straight road). Thus, for example, in the case where the driving road changes from a straight line to a curve, the influence of the position change amount of the leading vehicle when driving in a straight line is reduced, and the influence of the position change amount when driving in a curve is increased, thereby improving the followability of the suppression control of the irradiation state to the area including a part of the predicted position.

[0120] The invention of the control executed in the vehicle lighting system of this embodiment can be obtained as an invention of a control device or a control method. In addition, it can also be obtained as an invention of a program that causes the aforementioned control unit to execute, and as an invention of a computer-readable recording medium that records the program. In addition, the vehicle-mounted program for executing this invention can also be installed so that it can be updated by OTA (Over the air) via an on-vehicle communicator or the like.

[0121] The present invention has been described above with reference to the above-mentioned embodiments, but the present invention is not limited to the above-mentioned embodiments, and the solutions obtained by appropriately combining and replacing the configurations of the embodiments are also included in the present invention. In addition, it is also possible to appropriately reorganize the combination in the embodiments, the order of processing, and to apply various design changes to the embodiments based on the knowledge of those skilled in the art, and such modified embodiments can also be included in the scope of the present invention.

[0122] The present international application claims the priority based on Japanese Patent Application No. 2022-146513 filed on September 14, 2022, the entire contents of which are hereby incorporated by reference into the present international application.

[0123] The above descriptions of specific embodiments of the present invention are provided for illustrative purposes. They are not intended to be exhaustive, nor are they intended to limit the present invention to the described embodiments as such. A large number of variations and modifications can be obtained with reference to the above-described contents, which will be apparent to those skilled in the art.

[0124] Description of Reference Numerals

[0125] 10 vehicle lighting system, 12 vehicle lighting, 20 light source unit, 22 shooting unit, 42 brightness analysis unit, 44 target object analysis unit, 46 lighting control unit, 48 light source control unit, 50 control unit, 52 tracking unit, 54 illumination setting unit, 100 leading vehicle.

Claims

1. A vehicle lighting system, characterized in that: have: A vehicle lamp capable of forming a high-beam light distribution pattern in which the illumination state of a part of a plurality of illumination areas divided in a vehicle width direction in front of the own vehicle can be switched; and The control unit is capable of controlling the vehicle lamp in a manner that suppresses the illumination state of the partial illumination area based on the position information having correlation with the position of the preceding vehicle, The control unit calculates a predicted position where the leading vehicle is predicted to move a certain time after the reference time based on the position information newly acquired at the reference time, the position change of the leading vehicle calculated based on multiple pieces of position information acquired within a predetermined period up to the reference time, and information on the road on which the leading vehicle is traveling.

2. The vehicle lighting system according to claim 1, characterized in that: The control unit controls the vehicle lamp so as to suppress an irradiation state to a portion of an irradiation area including the predicted position.

3. The vehicle lighting system according to claim 2, characterized in that: The vehicle lamp includes a light source capable of switching an irradiation state of each of 100 or more irradiation areas divided into the high-beam light distribution pattern in the vehicle width direction.

4. The vehicle lighting system according to any one of claims 1 to 3, characterized in that: The control unit includes a counting unit and a driving road determination unit. The counting unit counts the number of positive and negative differences between the i+1th position information of the preceding vehicle and the ith position information of the preceding vehicle, respectively, within a predetermined period until the reference time, where i=1 to n, The traveling road determination unit determines whether the traveling road on which the preceding vehicle is traveling is a curve based on the count value C1 when the difference is positive and the count value C2 when the difference is negative. The traveling road determination unit determines that the traveling road is a curve when |C1-C2|>A, where A is a predetermined positive number.

5. The vehicle lighting system according to claim 4, characterized in that: The control unit varies a weighting coefficient of the position change amount used when calculating the predicted position, depending on whether the traveling road is a curve.

6. The vehicle lighting system according to claim 5, characterized in that: The control unit makes the weighting coefficient D1 of the position change amount used when |C1-C2|>A larger than the weighting coefficient D2 of the position change amount used when |C1-C2|≤A, where A is a predetermined positive number.

7. The vehicle lighting system according to claim 5, characterized in that: The control section makes a predetermined period T1 used in calculating the position change amount in the case of |C1-C2|>A shorter than a predetermined period T2 used in calculating the position change amount in the case of |C1-C2|≤A, where A is a predetermined positive number.

8. A control device for controlling a vehicle lamp, The vehicle lamp can form a high-beam light distribution pattern in which the illumination state of a part of a plurality of illumination areas divided in the vehicle width direction in front of the vehicle can be switched. The control device is characterized in that A control unit is provided, which can control the vehicle lamp in a manner to suppress the illumination state of the part of the illumination area based on position information having a correlation with the position of the preceding vehicle, The control unit calculates a predicted position where the leading vehicle is predicted to move a certain time after the reference time based on the position information newly acquired at the reference time, the position change of the leading vehicle calculated based on multiple pieces of the position information acquired within a predetermined period up to the reference time, and information on the road on which the leading vehicle is traveling.

9. A method for suppressing an irradiation state, Based on position information having a correlation with the position of a preceding vehicle, the vehicle lamp is controlled in such a manner as to suppress the illumination state of a part of a plurality of illumination areas divided in the vehicle width direction in front of the own vehicle, The vehicle lamp can form a high-beam light distribution pattern whose illumination state toward the partial illumination area can be switched, The irradiation state suppression method is characterized by comprising the following steps: Based on the position information newly acquired at the reference time, the position change of the leading vehicle calculated based on multiple pieces of position information acquired within a predetermined period up to the reference time, and the information on the road on which the leading vehicle is traveling, the predicted position of the leading vehicle predicted to move a certain time after the reference time is calculated.

10. A program for causing a control unit to execute control, The program causes the control unit to control the vehicle lamp in a manner to suppress the illumination state of a part of a plurality of illumination areas divided in the vehicle width direction in front of the own vehicle based on position information having a correlation with the position of the preceding vehicle, The vehicle lamp can form a high-beam light distribution pattern whose illumination state toward the partial illumination area can be switched, The program is characterized in that the control unit is caused to execute the following steps: Based on the position information newly acquired at the reference time, the position change of the leading vehicle calculated based on multiple pieces of position information acquired within a predetermined period up to the reference time, and the information on the road on which the leading vehicle is traveling, the predicted position of the leading vehicle predicted to move a certain time after the reference time is calculated.

11. A computer-readable recording medium having recorded thereon a program for causing a control unit to execute control, The program causes the control unit to control the vehicle lamp in a manner to suppress the illumination state of a part of a plurality of illumination areas divided in the vehicle width direction in front of the own vehicle based on position information having a correlation with the position of the preceding vehicle, The vehicle lamp can form a high-beam light distribution pattern whose illumination state toward the partial illumination area can be switched, The computer-readable recording medium is characterized in that the program causes the control unit to execute the following steps: Based on the position information newly acquired at the reference time, the position change of the leading vehicle calculated based on multiple pieces of position information acquired within a predetermined period up to the reference time, and the information on the road on which the leading vehicle is traveling, the predicted position of the leading vehicle predicted to move a certain time after the reference time is calculated.

Images