Vehicle headlight system

Abstract

The system dynamically controls the light emitted from the vehicle's headlights according to the vehicle's driving conditions. [Solution] The vehicle's headlight system includes a headlight, an actuator that controls the irradiation of multiple beams of light from the headlight to prevent glare to other vehicles in front of the vehicle, and a sensor capable of detecting the brightness of the road surface. The headlight irradiates patterned light superimposed on the irradiation range of multiple beams of light. The actuator changes the irradiation range of the multiple beams of light in response to changes in the positional relationship between multiple intersection points between unevenness on the road surface and the contour of the patterned light, as detected by the sensor.

Description

Technical Field

[0001] This application mainly discloses a headlight device for a vehicle.

Background Art

[0002] A vehicle is provided with a headlight that illuminates the traveling direction of the vehicle. Patent Document 1 discloses adjusting the light distribution of a headlight based on a reference point obtained from a cut-off line during maintenance.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] Basically, it is desirable for a headlight to irradiate light far away in order to improve the driver's visibility at night. It is desirable to adjust the light distribution of the headlight during vehicle maintenance as in Patent Document 1. However, on the other hand, when there are other vehicles such as a preceding vehicle or an oncoming vehicle in front of the vehicle, it is also important to prevent the road surface reflected light or direct light of the headlight from dazzling the driver of the other vehicle. In addition, the road surface on which the vehicle travels is not limited to a flat surface. The vehicle may travel on a road surface with irregularities. Also, the road surface on which the vehicle travels may change from a flat surface to a steep slope. In these driving environments, the light irradiated by the headlight may be excessive or insufficient for the driver.

[0005] Thus, it is required for the headlight device of a vehicle to dynamically control the irradiation of light from the headlight according to the driving situation of the vehicle.

Means for Solving the Problems

[0006] A vehicle headlight device according to one embodiment of the present invention comprises a headlight capable of irradiating a plurality of beams of light forward of the vehicle, an actuator that controls the irradiation of the plurality of beams of light from the headlight to prevent glare to other vehicles in front of the vehicle, and a sensor capable of detecting the brightness of the road surface to which the plurality of beams of light from the headlight are irradiated. The headlight irradiates a pattern light having a predetermined contour shape superimposed on the irradiation range of the plurality of beams of light, and the actuator changes the irradiation range of the plurality of beams of light from the headlight in accordance with the change in the positional relationship between the unevenness generated on the road surface by irradiating the plurality of beams of light, detected by the sensor, and the contour of the pattern light. [Effects of the Invention]

[0007] In a vehicle headlight device according to one embodiment of the present invention, the headlight is capable of illuminating multiple beams of light in front of the vehicle. The headlight also illuminates a pattern light having a predetermined contour shape superimposed on the illumination range of the multiple beams of light. A sensor detects the road surface to which the multiple beams of light from the headlight are illuminating. As a result, the sensor can detect the road surface, including unevenness caused by multiple beams of light irradiated from the headlights, and patterned light having a predetermined contour shape. The actuator then changes the irradiation range of the multiple beams of light from the headlights in response to changes in the positional relationship between the multiple intersection points of the detected unevenness and the contour drawn on the road surface by the patterned light. As a result, when the vehicle's driving conditions change, and consequently the relative positions of multiple intersections change, the headlights can dynamically change their illumination range to accommodate these changes, allowing multiple beams of light to illuminate areas suitable for each driving condition. Thus, a vehicle headlight device according to one embodiment of the present invention can dynamically control the illumination of light from the vehicle's headlights according to the vehicle's driving conditions. [Brief explanation of the drawing]

[0008] [Figure 1] Figure 1 is an explanatory diagram showing a vehicle according to the first embodiment of the present invention traveling on a flat road surface with its headlights turned on. [Figure 2] Figure 2 is an explanatory diagram illustrating the case where there is an oncoming vehicle in front of the vehicle shown in Figure 1. [Figure 3] Figure 3 is an explanatory diagram illustrating the driving state of the vehicle in Figure 1, where the front wheels are riding on a protrusion on a flat road surface. [Figure 4] Figure 4 is an explanatory diagram illustrating the driving state of the vehicle in Figure 1, where the front wheels are driven into a recess in a flat road surface. [Figure 5] Figure 5 is a diagram showing an example of the configuration of the headlight device of the vehicle shown in Figure 1. [Figure 6] Figure 6 is a schematic diagram illustrating the basic illumination ranges of multiple beams of light from the left and right headlights of a vehicle. [Figure 7] Figure 7 is a schematic diagram illustrating the illumination range of multiple beams of light, including patterned light, from the left and right headlights. [Figure 8] Figure 8 is a flowchart of the actuator control by the control unit shown in Figure 5. [Figure 9] Figure 9 is an explanatory diagram illustrating an example of a detection pattern for multiple intersections in the driving state shown in Figure 1. [Figure 10] Figure 10 is an explanatory diagram illustrating an example of a detection pattern for multiple intersections in the driving state shown in Figure 3. [Figure 11] Figure 11 is an explanatory diagram illustrating an example of a detection pattern for multiple intersections in the driving state shown in Figure 4. [Figure 12] Figure 12 is an explanatory diagram illustrating the vehicle in Figure 1 traveling uphill. [Figure 13] Figure 13 is an explanatory diagram showing the vehicle in Figure 1 traveling downhill. [Figure 14] Figure 14 is an explanatory diagram illustrating an example of a detection pattern for multiple intersections in the driving state shown in Figure 13. [Figure 15]FIG. 15 is an explanatory diagram of a driving state in which a preceding vehicle is in front of the vehicle of FIG. 1. [Figure 16] FIG. 16 is an explanatory diagram of one unit corresponding to one beam light of the headlight of the vehicle according to the second embodiment of the present invention. [Figure 17] FIG. 17 is a schematic explanatory diagram of an irradiation range for irradiating pattern light having a predetermined contour shape, overlapping a part of the irradiation range of the high beam.

Embodiments for Carrying Out the Invention

[0009] Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the first embodiment, after explaining the outline of the first embodiment, a specific example will be described. The description of the specific example will explain, in order, an example of the driving state and problems of the vehicle, an example of the configuration, an irradiation state of the high beam, an example of the pattern light, and an example of the control. Thereafter, a specific example of the detection of a plurality of intersections in various driving states will be described. In the second embodiment, a specific example in which the light source of the pattern light is provided separately from the light source for the high beam will be described. The second embodiment will be described in the order of the outline of the second embodiment and an example of the configuration. Note that the descriptions and drawings of the following embodiments are examples of the invention disclosed in the present application and do not limit the invention disclosed in the present application.

[0010] [First Embodiment] (Overview) The irradiation ranges of a plurality of beam lights irradiated forward by the headlight of the vehicle vary depending on changes in the posture of the vehicle and unevenness of the road surface. Therefore, in the vehicle, it is desirable to control the irradiation ranges of a plurality of beam lights from the headlight according to the driving state of the vehicle in order to prevent glare from other vehicles in front of the vehicle. Therefore, the headlights emit patterned light with a predetermined contour shape, overlapping the illumination ranges of multiple beams of light. The vehicle's sensors detect the brightness of the road surface illuminated by the multiple beams of light and the patterned light from the headlights. The actuator then changes the illumination range of the multiple beams of light from the headlights in response to changes in the positional relationship between the unevenness on the road surface caused by the overlapping illumination of parts of the multiple beams of light detected by the sensors and the contours of the multiple intersection points of the patterned light. Here, the actuator may be controlled to dynamically switch between multiple units provided in the headlights to emit each of the multiple beams of light, unit by unit. As a result, the illumination range of the multiple beams of light projected forward by the headlights can be dynamically controlled according to the vehicle's driving conditions, effectively suppressing glare for other vehicles in front of the vehicle while ensuring sufficient brightness in the area required by the driver. Here, the vehicle's sensor can be a camera positioned at a different height than the headlights on the vehicle. The camera's captured image can extract multiple intersection points between the unevenness that changes according to the vehicle's driving conditions and the patterned light.

[0011] (Examples of vehicle driving conditions and issues) Figure 1 is an explanatory diagram showing a vehicle 1 according to the first embodiment of the present invention traveling on a flat road surface 100 with its headlights turned on. Figure 2 is an explanatory diagram illustrating the case where there is an oncoming vehicle 90 in front of vehicle 1 in Figure 1. As shown in Figures 1 and 2, vehicle 1 has a left headlight 3 and a right headlight 4. The left headlight 3 and the right headlight 4 emit multiple beams of light 42 forward, which is the direction of travel of vehicle 1, illuminating the road surface in front of vehicle 1. The left headlight 3 and the right headlight 4 constitute the vehicle's headlights.

[0012] Furthermore, the headlights 3 and 4 of vehicle 1 are, in principle, designed to project beam light 42 over a long distance in order to improve the visibility of the driver of vehicle 1 at night, as shown in Figure 1. However, on the other hand, when other vehicles such as a preceding vehicle or an oncoming vehicle 90 are present in front of vehicle 1, it is also important to ensure that the road-reflected or direct light from the beam 42 of the headlights 3 and 4 does not dazzle the drivers of the other vehicles. In Figure 2, the headlights 3 and 4 of vehicle 1 reduce the beam 42 in the area where the oncoming vehicle 90 is located, illuminating only the hatched area with beam 42. This makes it less likely for the driver of the oncoming vehicle 90 to be dazzled by the light from the headlights 3 and 4 of vehicle 1 in Figure 1.

[0013] Furthermore, the road surface on which Vehicle 1 travels is not limited to flat surfaces. Vehicle 1 may travel on uneven road surfaces. Also, the road surface on which Vehicle 1 travels may change from flat to a steep slope. In these driving conditions, the light emitted by headlights 3 and 4 may be too much or too little for the driver. In Figure 3, the vehicle 1 in Figure 1 has its front wheels mounted on a protrusion 101 on a flat road surface 100. In this case, the vehicle 1 is in a nose-up position. As a result, the multiple beams of light 42 from the headlights 3 and 4 are projected further away compared to the case in Figure 1. It becomes difficult for the driver to see the vehicle 1 up close while it is in a nose-up position. In Figure 4, the vehicle 1 in Figure 1 has its front wheels mounted on a recess 102 in the flat road surface 100. In this case, the vehicle 1 is in a downward-sloping position. As a result, the multiple beams 42 of the headlights 3 and 4 are directed more towards the immediate vicinity compared to the case in Figure 1. The driver will have difficulty seeing distant objects of the vehicle 1 while it is in a downward-sloping driving position.

[0014] Thus, vehicle 1 is required to dynamically control the illumination of light from headlights 3 and 4 according to the driving conditions of vehicle 1.

[0015] (Example configuration) Figure 5 is a diagram showing an example of the configuration of the headlight device 20 of vehicle 1 shown in Figure 1. The headlight device 20 in Figure 5 includes a left headlight 3, a right headlight 4, an actuator 22, a control unit 21, and a camera 5.

[0016] As shown in Figures 1 and 2, the left headlight 3 and the right headlight 4 are located on both the left and right ends of the front nose of the vehicle body of the vehicle 1. Figure 5 shows a single unit 30, which is provided in either the left headlight 3 or the right headlight 4, for emitting a single beam of light 42. Multiple units 30 shown in Figure 5 are provided in the left headlight 3, arranged in a left-to-right direction. Multiple units 30 shown in Figure 5 are provided in the right headlight 4, arranged in a left-to-right direction.

[0017] The unit 30 in Figure 5 for irradiating a single beam of light 42 includes a light source module 31, a reflector 32, a cover member 33, an upper shade member 34, and a lower shade member 35. The light source module 31 has multiple LED elements. The reflective member 32 may be a mirror formed on a basically concave curved surface that reflects the light from the light source module 31. The light source module 31 is inserted into the hole in the center of the reflective member 32. The cover member 33 covers the light source module 31 and the reflector member 32. The portion of the cover member 33 through which the beam light 42 passes may be lens-shaped. The light source module 31 emits light. The concave curved reflective member 32 reflects the light from the light source module 31. The light output through the cover member 33 can be output as beam light 42. The upper shade member 34 shields the upper side of the beam light 42 output through the cover member 33, cutting it off. The lower shade member 35 shields the lower side of the beam light 42 output through the cover member 33, cutting it off. As a result, the beam light 42 output through the cover member 33 is cut off at the top and bottom, and illuminates a predetermined area of ​​the road surface. Note that the upper shade member 34 and the lower shade member 35 do not necessarily have to be provided on the left headlight 3 or the right headlight 4.

[0018] Camera 5 captures images of the road surface illuminated by multiple beams of light 42 from the left headlight 3 and the right headlight 4. Camera 5 detects visible light containing the wavelengths of the beams of light 42 emitted by the left headlight 3 and the right headlight 4 using multiple pixels. The image captured by Camera 5 may show the road surface that is brightened by the multiple beams of light 42 emitted from the headlights 3 and 4. As shown in Figure 1, camera 5 is mounted on the vehicle body of vehicle 1 at roof height, facing forward. Camera 5 is mounted on vehicle 1 at a higher position than headlights 3 and 4. Camera 5 is mounted at a different height than headlights 3 and 4. Camera 5 captures and detects the road surface illuminated by the multiple beams 42 of headlights 3 and 4 from a viewpoint at a different height than headlights 3 and 4. The headlight device 20 may use a sensor for ADAS (Advanced Driver Assistance Systems), such as LiDAR (Light Detection and Ranging), instead of the camera 5. LiDAR can scan and detect the area in front of the vehicle 1 with a laser to detect point cloud information of the space in front of the vehicle 1. The point cloud information may include point clouds of other vehicles or pedestrians in front of the vehicle 1. However, the camera 5 used in the vehicle 1 is generally less expensive than LiDAR.

[0019] The actuator 22 controls multiple beams of light 42 emitted from the left headlight 3 and multiple beams of light 42 emitted from the right headlight 4. The actuator 22 may individually control each unit 30 for emitting each beam of light 42. The actuator 22 may control the illumination range of multiple beams of light 42 emitted from the headlights 3 and 4 to prevent glare from other vehicles in front of the vehicle 1. For example, the actuator 22 controls the vertical orientation of the reflective member 32 of each unit 30 for each unit 30. The actuator 22 may control the vertical orientation of the reflective member 32 to a downward direction to prevent glare from other vehicles in front of the vehicle 1. The actuator 22 may control the vertical position of the upper shade member 34 and the vertical position of the lower shade member 35. The actuator 22 may control the position of the upper shade member 34 downward to prevent glare from other vehicles in front of vehicle 1. The actuator 22 may control the vertical orientation of the entire unit 30. The actuator 22 may also control the entire unit 30 downwards to prevent glare from other vehicles in front of vehicle 1. The actuator 22 controls the illumination range of the multiple beams 42 emitted from the left headlight 3 and the illumination range of the multiple beams 42 emitted from the right headlight 4, for each unit 30 corresponding to each beam 42, by any of these controls. The control of the illumination range may include control of the illumination position and control of the spread of the illumination range.

[0020] (High beam illumination state) Figure 6 is a schematic diagram illustrating the basic illumination range of multiple beams of light 42 from the left headlight 3 and right headlight 4 of vehicle 1. In Figure 6, the left headlight 3 has two units 30 for the high beam. The two units 30 are arranged in the left-right direction of the vehicle 1. The right headlight 4 also has two units 30 for the high beam. The two units 30 are arranged in the left-right direction of the vehicle 1. Multiple high-beam units 30 can project four beams 42 for high beams onto the road surface, corresponding to multiple dashed circular illumination areas 43 in Figure 6. The illumination areas 43 of the four beams 42 are arranged in the left-right direction of the vehicle 1 such that they partially overlap with the illumination areas 43 of adjacent beams 42. The multiple beams 42 of the headlights can brightly illuminate the entire illumination area 43 without leaving any gaps between their illumination areas 43. Furthermore, as shown in Figure 2, if there is an oncoming vehicle 90 in front of vehicle 1, the multiple high-beam units 30 should emit multiple beams of light 42 into the illumination area 43, which is hatched in Figure 6. The hatched area in Figure 6 corresponds to the hatched area in Figure 2.

[0021] Incidentally, the multiple beams of light 42 from the left headlight 3 and right headlight 4 of vehicle 1 are projected onto the road surface in a line aligned in the left-right direction of vehicle 1, as shown in Figure 6. The multiple adjacent beams of light 42 are projected onto the road surface in such a way that parts of them overlap. As a result, the road surface that is illuminated by the multiple beams of light 42 becomes brighter overall. The overall visibility of the road surface may be improved. Here, areas where multiple beams of light 42 overlap are generally brighter than areas where the beams of light 42 do not overlap. Brightness unevenness 46 occurs on the road surface in areas where multiple beams of light 42 overlap. In Figure 6, streaks extending in the longitudinal direction of the vehicle 1 are shown as an example of brightness unevenness 46. The road surface areas where streaks occur are brighter than, for example, the road surface areas illuminated by only a single beam of light 42. Other types of light unevenness may also occur in the brightness unevenness 46 on the road surface caused by irradiating the road surface with multiple beams of light 42. By irradiating the road surface with multiple beams of light 42, brightness unevenness 46 may occur on the road surface in a pattern corresponding to the irradiation. Such unevenness in brightness 46 is unlikely to affect the driver's visibility of the road surface. In contrast, in the image captured by camera 5, the areas of unevenness 46 where multiple beams of light 42 overlap may be captured with a different brightness than, for example, areas illuminated by only a single beam of light 42.

[0022] (Example of patterned lighting) In this embodiment, each unit 30 of the left headlight 3 and the right headlight 4 not only irradiates the road surface with multiple beams of light 42, but also irradiates the road surface with patterned light. Figure 7 is a schematic diagram illustrating the illumination range 43 of multiple beams of light 42, including patterned light, from the left headlight 3 and the right headlight 4. In Figure 7, the multiple beams 42 are arranged in the left-right direction of the vehicle 1, similar to Figure 6, so that they partially overlap with other adjacent beams 42.

[0023] In Figure 7, the patterned light is emitted in the same number as the beam light 42. Each patterned light has a circular outline illumination area 51 that falls within the illumination area 43 of the corresponding beam light 42. Each patterned light illuminates the circular outline and its interior more brightly than its surroundings. The outline shape of the patterned light is not fundamentally restricted. The patterned light should overlap with the unevenness 46 that occurs in the area where multiple beams of light 42 overlap, and the outline of the patterned light and the outline of the unevenness 46 should intersect as long as the outline shape allows them to cross. In Figure 7, each of the circular outlines of the multiple patterned lights intersects with each of the outlines of the multiple irregularities 46 that occur in the overlap of the multiple adjacent beams 42.

[0024] Each unit 30 of the left headlight 3 and the right headlight 4 emits a beam of light 42 for the high beam, as well as a pattern of light having a circular contour shape. Here, the center of the pattern of light and the center of the beam of light 42 may coincide. For example, in the unit 30 of Figure 5, the concave curved reflective member 32 has a high-curvature concave curved portion 36 in the central part surrounding the light source module 31, which has a higher curvature than the remaining concave curved portion around it. As a result, the unit 30 can emit beam light 42 for the high beam and also emit pattern light having a circular contour shape that fits inside the irradiation range 43 of the beam light 42. In addition, for example, unit 30 has a concave lens portion 37 that focuses light on the optical axis portion of the beam light 42 with respect to the cover member 33. As a result, unit 30 can irradiate a beam light 42 for the high beam and also irradiate a pattern light that generates a circular contoured irradiation area 51 that fits inside the irradiation area 43 of the beam light 42. Each unit 30 of the left headlight 3 and the right headlight 4 can emit a beam of light 42 for the high beam and also emit patterned light that generates a circular contoured illumination area 51, by having either of these structures or other structures.

[0025] Camera 5 captures the road surface area shown in Figure 7, where multiple beams of light 42 are illuminating from the left headlight 3 and the right headlight 4. The area of ​​the road surface illuminated by the multiple beams of light 42 is brighter than the surrounding area. In particular, the areas 51 on the road surface illuminated by patterned light and the areas 46 where unevenness 46 occurs are brighter than the areas illuminated by only one beam of light 42. The area where the patterned light and the unevenness 46 overlap is the brightest. Camera 5 captures images of the road surface, where the brightness differs due to patterned lighting and unevenness 46.

[0026] (Control example) Figure 8 is a flowchart showing the control of the actuator 22 by the control unit 21 in Figure 5. The control unit 21 repeatedly executes the flowchart in Figure 8. In steps ST3, ST10, ST12, and ST13, the control unit 21 sets the parameters for controlling the multiple beams of light 42. Under the control of the control unit 21, the actuator 22 performs control in step ST14 to dynamically switch between the multiple beams of light 42 from the headlights 3 and 4.

[0027] In step ST1, the control unit 21 acquires the latest captured image from the camera 5.

[0028] In step ST2, the control unit 21 analyzes the acquired image to determine whether or not there is another vehicle in front of the vehicle. The control unit 21 may determine whether or not there is another vehicle in front of the vehicle within the range affected by the road surface reflected light or direct light of the high beams. If other vehicles are present, the control unit 21 proceeds to step ST3. If no other vehicles are present, the control unit 21 proceeds to step ST4.

[0029] In step ST3, the control unit 21 sets the cutoff line for fendering other vehicles, as determined in step ST2. The cutoff line set here should be such that, under the relative positional relationship between the vehicle 1 and other vehicles when the vehicle 1 is traveling on a flat road surface as shown in Figure 1, it is difficult for road-reflected or direct high beam light to be directed towards other vehicles. By setting such a cutoff line, fendering by other vehicles can usually be suppressed.

[0030] In steps ST4 to ST6, the control unit 21 extracts the intersection points of the illumination area 51 by the pattern light and the unevenness 46 within the illumination area 43 in the image captured by the camera 5. For example, in step ST4, the control unit 21 performs spatial differentiation processing on the captured image based on the degree of change in brightness. As a result, even in an image of a flat road surface 100, for example, brightness boundaries can be generated between areas where the brightness differs due to multiple beams of light 42 and multiple pattern lights. The differentiated captured image is expected to include components of the contour lines of the pattern light illumination range 51 shown by the dashed line in Figure 7, and components of the contour lines of the unevenness 46. In step ST5, the control unit 21 identifies the position and range of the contour lines of the pattern light illumination area 51 in the differentiated captured image. The control unit 21 may identify a pattern in the differentiated captured image that matches the previously acquired contour shape of the pattern light, and based on that identification, identify the position and range of the contour lines of the pattern light illumination area 51 in the image. In step ST6, the control unit 21 further identifies the position and range of the contour lines of the unevenness 46 in the image. The control unit 21 also extracts the positions where the contour lines of the identified pattern light illumination range 51 intersect with the contour lines of the unevenness 46 as the positions of intersection points 58 and 59 in the image. Here, the unevenness 46 is caused by the overlapping of parts of multiple adjacent beams 42, and occurs in the area sandwiched between the contour lines of the illumination ranges 43 of the multiple adjacent beams 42. In addition, the contour lines of the multiple adjacent pattern lights intersect inside the contour line of the unevenness 46. In this case, the contour line of the illumination range 51 of the pattern light and the contour line of the unevenness 46 intersect at two points in the front-to-back direction, on the front and back sides. This allows the control unit 21 to extract the positions of multiple intersections 58 and 59. In the example shown in Figure 7, the control unit 21 can extract the in-image positions of six front and rear intersections arranged in three rows in the vehicle width direction.

[0031] In step ST7, the control unit 21 determines whether it was able to extract the positions of a predetermined number of intersections arranged in the front-to-back direction as multiple intersections. In the example of the driving state in Figure 7, the number of intersections is 6. In contrast, in the example of the driving environment in Figures 13 and 15, which will be described later, only the rear intersection 59 is extracted from the multiple intersections arranged in the front-to-back direction. The position of the front intersection 58 is not extracted. If the positions of the multiple intersection points 58 and 59 aligned in the front-to-back direction cannot be extracted, the control unit 21 proceeds to step ST13. If the positions of multiple intersection points 58 and 59 aligned in the front-to-back direction can be extracted, the control unit 21 proceeds to step ST8.

[0032] In step ST8, the control unit 21 determines whether the distance between the multiple intersections extracted in the front-rear direction falls within an acceptable range relative to a predetermined distance standard. The distance between the intersections in the front-rear direction may be the actual distance on the road surface, but it may be substituted with the distance within the image, using the image positions of the front intersection 58 and the rear intersection 59. When vehicle 1 is traveling on a flat road surface 100 as shown in Figure 1, the distance between intersections in the longitudinal direction is approximately constant. This distance between intersections may be used as a predetermined distance standard. Furthermore, the permissible range relative to the predetermined distance standard should be such that, for example, even if changes in the vehicle's posture occur during normal driving, it can be judged that the change remains within the permissible range relative to the predetermined distance standard. If the distance between intersections in the front-to-back direction is within the acceptable range, the control unit 21 proceeds to step ST14. If the distance between intersections in the front-to-back direction is not within the acceptable range, the control unit 21 proceeds to step ST9.

[0033] In step ST9, the control unit 21 determines whether the distance between intersections in the front-rear direction is longer than an acceptable range based on a predetermined distance. For example, in the driving condition shown in Figure 3, the distance between intersections in the longitudinal direction becomes longer than the allowable range based on a predetermined distance. In contrast, in the driving conditions shown in Figures 4 and 12, the distance between intersections in the longitudinal direction becomes shorter than the allowable range based on a predetermined distance. If the distance between intersections in the front-to-back direction exceeds the allowable range, the control unit 21 proceeds to step ST10. If the distance between intersections in the front-to-back direction is not longer than the allowable range, that is, if the distance between intersections in the front-to-back direction is shorter than the allowable range, the control unit 21 proceeds to step ST11.

[0034] In step ST10, the control unit 21 makes a setting to reduce the brightness at a distance because the distance between intersections in the front-to-back direction is longer than the allowable range. After that, the control unit 21 proceeds to step ST14.

[0035] Step ST11 is performed when the distance between intersections in the front-rear direction is shorter than the allowable range based on a predetermined distance. Then, in step ST12, the control unit 21 makes a setting to increase the brightness at a distance because the distance between intersections in the front-rear direction is shorter than the allowable range. After that, the control unit 21 proceeds to step ST14.

[0036] In step ST13, the control unit 21 cannot extract the positions of multiple intersections aligned in the front-to-back direction, so it sets a setting to reduce the brightness of distant objects. After that, the control unit 21 proceeds to step ST14.

[0037] In step ST14, the control unit 21 performs control to dynamically switch the illumination range 43 of the multiple beams 42 from the headlights 3 and 4 based on the settings made by the process in Figure 8. In steps ST3, ST10, ST12, and ST13, the control unit 21 performs control to dynamically switch the illumination range 43 of the multiple beams 42 from the headlights 3 and 4 based on one or more settings that have been made. Under the control of the control unit 21, the actuator 22 dynamically switches the irradiation range 43 of multiple beams of light 42 from the headlights 3 and 4 for each unit 30. As a result, the actuator 22 can be controlled to dynamically switch the illumination range 43 of the multiple beams 42 from the headlights 3 and 4 for each unit 30, according to the positional relationship of multiple intersection points between the unevenness 46 that occurs on the road surface due to the illumination of multiple beams 42 from the headlights 3 and 4 detected by the camera 5, and the contour drawn on the road surface by the pattern light. The contour of the road surface area illuminated by the multiple beams 42 can be adaptively changed in response to changes in the driving state of the vehicle 1, as shown by the dashed line example in Figure 2.

[0038] Next, we will explain examples of various driving conditions.

[0039] (Example of detecting multiple intersections: Under normal circumstances when driving on a flat road surface) Figure 9 is an explanatory diagram illustrating an example of a detection pattern for multiple intersections in the driving state shown in Figure 1. Figure 9 shows multiple unevennesses 46 in the front-to-back direction for multiple high-beam beams 42, the irradiation range 51 of patterned light with a predetermined contour shape, and their intersections 58 and 59. The unevennesses 46 are schematically shown by dashed lines in the front-to-back direction. The irradiation range 51 of the patterned light is schematically shown by a rectangular contour that spans the multiple beams 42.

[0040] The driving conditions of Vehicle 1 in Figure 1 are those of a normal vehicle traveling on a flat road surface. In this driving condition, the distance between two intersections aligned in the front-to-back direction falls within a predetermined allowable range, based on a predetermined reference distance D1. If the control unit 21 determines in step ST2 that an oncoming vehicle 90 exists as shown in Figure 2, it sets a normal cutoff line in step ST3 as shown in Figure 8. Furthermore, in step ST8, the control unit 21 determines that the distance between intersections is within a predetermined allowable range based on a predetermined reference distance D1. Under the control of the control unit 21 in step ST14, the actuator 22 performs control to make it difficult for the beam of light 42 directed towards the oncoming vehicle 90 to travel far away, in order to fender the oncoming vehicle 90, as shown in Figure 2.

[0041] Thus, in normal circumstances, when the distance between the intersections of multiple intersections aligned in the longitudinal direction of the vehicle 1 is within an acceptable range based on a predetermined distance, the actuator 22 estimates that the vehicle 1 is traveling on a flat road surface and performs only normal cutoff line control for preventing glare from other vehicles.

[0042] (Example of detecting multiple intersections: when vehicle 1 is in a forward-upward position) Figure 10 is an explanatory diagram illustrating an example of a detection pattern for multiple intersections in the driving state shown in Figure 3. Figure 10 schematically shows, in the same manner as in Figure 9, multiple unevennesses 46 in the front-to-back direction for multiple high-beam beams 42, the irradiation range 51 of patterned light with a predetermined contour shape, and their intersection points 58 and 59.

[0043] In Figure 3, the vehicle 1 is in a state where its front wheels are on a protrusion 101 on a flat road surface 100. In this driving condition, the distance between two intersections aligned in the front-to-back direction is longer than the predetermined allowable range based on a predetermined reference distance D1. If the control unit 21 determines in step ST2 that an oncoming vehicle 90 exists as shown in Figure 2, it sets a normal cutoff line in step ST3 as shown in Figure 8. Furthermore, in step ST9, the control unit 21 determines that the distance between intersections is longer than a predetermined allowable range based on a predetermined reference distance D1, and in step ST10, it performs a setting to reduce the brightness of distant objects. The actuator 22 controls the illumination range 43 of the multiple beams 42 under the control of the control unit 21 in step ST14 to suppress the fenders of the oncoming vehicle 90 and further reduce the brightness at a distance. The actuator 22 lowers the direction of the multiple beams 42, for example, as shown by the dashed line in Figure 3. A vehicle 1 in a nose-up position lowers the illumination range 43 of the multiple beams 42 compared to normal, for example, as shown in Figure 3. In this case, the actuator 22 may increase the amount of change in the irradiation range 43 of the multiple beams 42 as the difference in the distance between intersections with respect to a predetermined reference distance D1 increases. Multiple beams of light 42 from the headlights 3 and 4 are directed towards the vehicle 1, which is in a forward-leaning position. The driver can easily see the conditions near the vehicle 1 from the vehicle 1, which is in a forward-leaning driving position.

[0044] (Example of detecting multiple intersections: when vehicle 1 is in a forward-downward position) Figure 11 is an explanatory diagram illustrating an example of a detection pattern for multiple intersections in the driving state shown in Figure 4. Figure 11 schematically shows, in the same manner as in Figure 9, multiple unevennesses 46 in the front-to-back direction for multiple high-beam beams 42, the irradiation range 51 of patterned light with a predetermined contour shape, and their intersection points 58, 59.

[0045] In Figure 4, the vehicle 1 is in a driving state where its front wheels are mounted on a recess 102 in the flat road surface 100. In this driving condition, the distance between two intersections aligned in the front-to-back direction is shorter than the predetermined allowable range based on a predetermined reference distance D1. If the control unit 21 determines in step ST2 that an oncoming vehicle 90 exists as shown in Figure 2, it sets a normal cutoff line in step ST3 as shown in Figure 8. Furthermore, in step ST9, the control unit 21 determines that the distance between intersections is not longer than a predetermined allowable range based on a predetermined reference distance D1, and in step ST12, it performs a setting to increase the brightness of distant objects. Under the control of the control unit 21 in step ST14, the actuator 22 controls the illumination range 43 of the multiple beams 42 to suppress the fenders of the oncoming vehicle 90 and to further increase the brightness at a distance. The actuator 22 raises the direction of the multiple beams 42, for example, as shown by the dashed line in Figure 4. For a vehicle 1 in a downward-sloping position, the illumination range 43 of the multiple beams 42 is raised compared to normal, for example, as shown in Figure 4. In this case, the actuator 22 may increase the amount of change in the irradiation range 43 of the multiple beams 42 as the difference in the distance between intersections with respect to a predetermined reference distance D1 increases. Multiple beams of light 42 from the headlights 3 and 4 are directed towards the distant area of ​​vehicle 1, which is in a downward-sloping position. The driver can easily see the distant condition of vehicle 1 from vehicle 1, which is in a downward-sloping driving state.

[0046] (Example of detecting multiple intersections: When vehicle 1 approaches an uphill slope) Figure 12 is an explanatory diagram illustrating the driving state of vehicle 1 in Figure 1 as it moves from a flat road surface 100 to an uphill road surface 103. In this case, the detection pattern of multiple intersections changes from that shown in Figure 9 to that shown in Figure 11 as multiple beams of light 42 begin to illuminate the uphill slope.

[0047] If the control unit 21 determines in step ST2 that an oncoming vehicle 90 exists as shown in Figure 2, it sets a normal cutoff line in step ST3 as shown in Figure 8. Furthermore, in step ST9, the control unit 21 determines that the distance between intersections is not longer than a predetermined allowable range based on a predetermined reference distance D1, and in step ST12, it performs a setting to increase the brightness of distant objects. The actuator 22 controls the illumination range 43 of the multiple beams 42 under the control of the control unit 21 in step ST14 to suppress the fenders of the oncoming vehicle 90 and to further increase the brightness at a distance. The actuator 22 raises the direction or cutoff line of the multiple beams 42, for example, as shown by the dashed line in Figure 12. The multiple beams 42 of the headlights 3,4 are then directed towards the uphill slope. In this case, the actuator 22 may increase the amount of change in the irradiation range 43 of the multiple beams 42 as the difference in the distance between intersections with respect to a predetermined reference distance D1 increases. The driver will be able to easily see the condition of an uphill slope while driving on a flat road surface.

[0048] (Example of detecting multiple intersections: When vehicle 1 approaches a downhill slope) Figure 13 is an explanatory diagram showing the vehicle 1 in Figure 1 traveling downhill. In this case, the detection pattern of multiple intersections changes from that shown in Figure 9 to that shown in Figure 14 as multiple beams of light 42 begin to illuminate the downhill road surface 104. Figure 14 is an explanatory diagram illustrating an example of a detection pattern for multiple intersections in the driving state shown in Figure 13. Figure 14 schematically shows, similar to Figure 9, multiple unevennesses 46 in the forward and backward direction for multiple high-beam beams 42, a portion of the irradiation range 51 of a pattern light with a predetermined contour shape, and one of their intersection points 59. The intersection point 58, which will be irradiated on a downhill slope, will be difficult to capture in the image taken by the camera 5.

[0049] If the control unit 21 determines in step ST2 that an oncoming vehicle 90 exists as shown in Figure 2, it sets a normal cutoff line in step ST3 as shown in Figure 8. Furthermore, in step ST7, the control unit 21 determines that intersection points aligned in the front-to-back direction have not been extracted. In step ST13, the control unit 21 performs a setting to reduce the brightness of distant objects. The actuator 22 controls the multiple beams 42 under the control of the control unit 21 in step ST14 to suppress the fenders of the oncoming vehicle 90 and further reduce the brightness at a distance. The actuator 22 lowers the direction of the multiple beams 42, for example, as shown by the dashed line in Figure 13. The multiple beams 42 of the headlights 3 and 4 are less likely to illuminate further down the slope. In this case, the actuator 22 may increase the amount of change in the irradiation range 43 of the multiple beams 42 as the difference in the distance between intersections with respect to a predetermined reference distance D1 increases.

[0050] (Example of detecting multiple intersections: when the preceding vehicle is close enough to obstruct the view) Figure 15 is an explanatory diagram illustrating a driving situation where a preceding vehicle is located near the front of vehicle 1 in Figure 1. In this case, the detection pattern for multiple intersections may be similar to that shown in Figure 14. Intersection 58, which will be illuminated by the preceding vehicle, will be less likely to be captured in the image taken by camera 5.

[0051] The control unit 21 determines in step ST2 that a preceding vehicle exists and sets the normal cutoff line in step ST3 in Figure 8. Furthermore, in step ST7, the control unit 21 determines that intersection points aligned in the front-to-back direction have not been extracted. In step ST13, the control unit 21 performs a setting to reduce the brightness of distant objects. The actuator 22 controls the multiple beams 42 under the control of the control unit 21 in step ST14 to suppress the fenders of the preceding vehicle and further reduce the brightness at a distance. The actuator 22 lowers the direction of the multiple beams 42, for example, as shown by the dashed line in Figure 15. The multiple beams 42 of the headlights 3 and 4 are less likely to shine towards the preceding vehicle. The actuator 22 can suppress the irradiation of the beam light 42 towards the preceding vehicle when the preceding vehicle is close enough to obstruct a portion of the pattern light irradiation range 51.

[0052] Thus, the headlight device 20 of the vehicle 1 in this embodiment can dynamically respond to changes in vehicle posture caused by uneven road surfaces and changes in road surface elevation during driving, and can emit multiple beams of light 42 in patterns corresponding to each driving condition. The headlight device 20 can dynamically control the illumination range 43 of the multiple beams of light emitted forward by the headlights 3 and 4, according to the driving conditions of the vehicle 1, so as to effectively suppress glare for other vehicles in front of the vehicle 1, while also ensuring sufficient brightness in the area that the driver needs to see.

[0053] As described above, in the headlight device 20 of the vehicle 1 according to this embodiment, the headlights 3 and 4 are capable of irradiating multiple beams of light 42 in front of the vehicle 1 from multiple light source modules 31. In addition, the headlights 3 and 4 irradiate a pattern of light having a predetermined contour shape with a brightness different from the surrounding area within the road surface range detected by the camera 5. Camera 5 detects the brightness of the road surface illuminated by multiple beams of light 42 from the headlights 3 and 4. Camera 5 detects the brightness of the road surface, including the unevenness 46 that occurs on the road surface due to the illumination of multiple beams of light 42 from the headlights 3 and 4, and the illumination range 51 of the pattern light having a predetermined contour shape. The unevenness 46 and the illumination range 51 of the pattern light can be detected as different brightness levels in the image captured by Camera 5. The actuator 22 then changes the illumination range 43 of the multiple beams 42 from the headlights 3 and 4 in accordance with the change in the front-rear positional relationship of the multiple intersection points between the detected unevenness 46 and the contour drawn on the road surface by the pattern light. In this case, the actuator 22 may individually control the orientation of the multiple light source modules 31 and reflective members 32 corresponding to the multiple beams 42. The actuator 22 may also control the position, orientation, and shape of the multiple shade members 34 and 35 that individually block each beam 42 of the multiple light source modules 31. Through these controls, the illumination range 43 of the multiple beams 42 emitted from the headlights 3 and 4 can be changed.

[0054] For example, the actuator 22 estimates that vehicle 1 is traveling on a flat road surface when the distance between the intersections of multiple intersections aligned in the longitudinal direction of vehicle 1 is within an acceptable range based on a predetermined distance D1, and performs normal cutoff line control to prevent glare from other vehicles. As a result, the headlights 3 and 4 can project multiple beams of light 42 onto the road surface in a state suitable for normal driving on a flat road surface. Furthermore, when the distance between multiple intersections of multiple intersections aligned in the longitudinal direction of the vehicle 1 exceeds the allowable range, the actuator 22 controls the illumination range 43 of the multiple beams 42 from the headlights 3 and 4 to reduce the brightness of the road surface far from the vehicle 1 compared to the normal cutoff line control. As a result, the headlights 3 and 4 can illuminate the road surface with multiple beams 42 in a state suitable for when the vehicle is in an upward-forward position. Furthermore, when the distance between multiple intersections of multiple points aligned in the front-rear direction of the vehicle 1 is shorter than the allowable range, the actuator 22 controls the illumination range 43 of the multiple beams 42 from the headlights 3 and 4 to increase the brightness of the road surface farther away from the vehicle 1 than in the case of normal cutoff line control. As a result, the headlights 3 and 4 can illuminate the road surface with multiple beams 42 in a state suitable for when approaching an uphill slope or when the vehicle is in a forward-downward position. Furthermore, if the actuator 22 cannot detect a distant intersection among the multiple intersections arranged in the longitudinal direction of the vehicle 1, it controls the illumination range 43 of the multiple beams 42 from the headlights 3 and 4 to reduce the brightness of the road surface far from the vehicle 1 compared to normal cutoff line control. As a result, the headlights 3 and 4 can illuminate the road surface with multiple beams 42 in a state suitable for when a preceding vehicle is close or when approaching a downhill slope.

[0055] As a result, in this embodiment, the headlights 3 and 4 can dynamically switch their illumination range according to each driving condition, such as when the vehicle moves up and down due to unevenness in the road surface, when the road surface slope changes, or when other vehicles such as a preceding vehicle are nearby. The headlights 3 and 4 can illuminate the road surface with multiple beams of light 42 with illumination ranges suitable for each of the changing driving conditions during driving. Furthermore, in this embodiment, the headlight device 20 uses a camera 5 to detect the brightness of the unevenness 46 and the brightness of the pattern light illumination range 51. The camera 5 is less expensive than LiDAR.

[0056] In this embodiment, the units 30 of the multiple light source modules 31 are for high beams. The high beam units 30 emit patterned light so as to overlap with the multiple irregularities 46 that occur on the road surface due to the overlapping of multiple beams 42. The actuator 22 controls the irradiation range 43 of the multiple beams 42 from the headlights 3,4 for each unit 30 of the light source modules 31. As a result, the multiple beams 42 irradiated onto the road surface by the multiple light source modules 31 can be controlled to suppress the fendering of other vehicles.

[0057] In this embodiment, the camera 5 is positioned at a viewpoint that is at a different height from the headlights 3 and 4 in the vehicle 1. This allows the camera 5 to capture images of changes in the spacing between multiple intersections caused by changes in driving conditions, for example, when the vehicle's posture changes due to the response of the road surface, or when the slope of the road surface changes. In one embodiment of the present invention, the headlights 3 and 4 emit a pattern light that makes the contour shape and the area inside the contour shape brighter than the surrounding area. The actuator 22 performs a matching process on the contour shape of the pattern light's illumination range 51 to a differential image obtained by differential processing the image captured by the camera 5 based on the spatial change in brightness, thereby enabling the extraction of the positions in the image of multiple intersections between the unevenness 46 and the contour of the pattern light on the road surface.

[0058] [Second Embodiment] (Overview) In the above-described embodiment, the multiple units 30 provided in the headlights 3 and 4 emit beam light for the high beam, and a portion of the beam light for the high beam is used as pattern light. In this embodiment, an example of a unit 40 that irradiates patterned light from a light source separate from the beam light source for the high beam will be described.

[0059] (Example configuration) Figure 16 is an explanatory diagram of one unit 40 corresponding to one high-beam beam light 42 of the headlights 3, 4 of a vehicle 1 according to a second embodiment of the present invention. The unit 40 in Figure 16 is one of several units provided in the right headlight 4 and the left headlight 3. Figure 16 also schematically shows a longitudinal cross-section of the unit 40. The other units provided in the right headlight 4 and the left headlight 3 may be units with a structure that does not emit patterned light. If the unit 30 in Figure 4 does not have a concave curved surface shape with a high curvature in the central portion 36 of the reflective member 32, and the cover member 33 does not have a concave lens portion 37, then the unit 30 will be a unit with a structure that does not emit patterned light.

[0060] Unit 40 includes a light source module 31 for high beams, a reflective member 32 for high beams, an upper shade member 34, a light source module 38 for patterned light, a reflective member 39 for patterned light, and a cover member 33. The cover member 33 covers the light source module 31 for the high beam, the reflector member 32 for the high beam, the light source module 38 for the patterned light, and the reflector member 39 for the patterned light. A cylindrical concave lens portion 41, which is long in the vehicle width direction of the vehicle 1, is provided in the portion of the cover member 33 that intersects with the beam light 42 for the patterned light. Such a unit 40 emits patterned light with a predetermined contour shape from a light source separate from the beam light 42 for the high beam. The light source module 38 and reflective member 39 for the patterned light from the separate light source may also be used for the low beam.

[0061] Figure 17 is a schematic diagram illustrating the irradiation area 43 in which a pattern light with a predetermined contour shape is irradiated by the beam light 42 for pattern light shown in Figure 16, superimposed on a portion of the irradiation area 43 of the high beam. In unit 40 of Figure 16, the light source module 38 for patterned light emits a beam of light for patterned light. The beam light for patterned lighting is a beam light that spreads in the vehicle width direction due to the cylindrical concave lens portion 41 which is long in the vehicle width direction. The beam light for patterned lighting is superimposed on a portion of the illumination range 43 of the multiple beam lights 42 for high beams, and illuminates the vehicle 1 in an elongated elliptical contour shape in the left-right direction. In the example in Figure 17, the illumination range 55 of the elliptical contour shape caused by the patterned lighting overlaps with the illumination range 43 of the multiple beam lights 42 for high beams. The patterned lighting makes the elliptical contour shape and the illumination range inside it brighter than the surrounding area. Furthermore, the multiple front-to-back irregularities 46 generated by the overlapping of multiple beams of light 42 overlap with the illumination range 55 of a single elliptical pattern light that extends in the vehicle width direction. Similar to the embodiment described above, the camera 5 can identify and extract the image positions of multiple intersections 58, 59 between the multiple irregularities 46 and the illumination range 55 of the pattern light based on the captured image. The circular outline of one pattern of light intersects with each of the outlines of multiple irregularities 46 that arise from the overlapping of multiple adjacent beams of light 42.

[0062] Thus, in this embodiment, a pattern light is irradiated using a light source separate from the multiple beams 42 for the high beam, overlapping a portion of the irradiation range 43 of the multiple beams 42 for the high beam. In this embodiment, in addition to the multiple beam lights 42 for the high beams, a light source for patterned light is added, so the road surface is expected to be brighter overall than in the embodiments described above. Furthermore, since a light source specifically for patterned light is used to irradiate the light, there is no need to change the shape of the reflective member 32 for the high beam or the shape of the part of the cover member 33 through which the beam light 42 passes.

[0063] The embodiments described above are examples of preferred embodiments of the present invention, but the present invention is not limited thereto, and various modifications or changes are possible without departing from the spirit of the invention.

[0064] In the embodiment described above, the actuator 22 performs a first control that performs normal cutoff line control, a second control that reduces the brightness of the road surface at a distance greater than that of normal cutoff line control, and a third control that increases the brightness of the road surface at a distance greater than that of normal cutoff line control, depending on the result of comparing the distance between intersections with an allowable range based on a predetermined distance. Furthermore, if the actuator 22 cannot detect a distant intersection among a plurality of intersections arranged in the longitudinal direction of the vehicle 1, it performs a fourth control that reduces the brightness of the road surface at a distance greater than that of normal cutoff line control. In addition, for example, the actuator 22 may perform only some of the controls from the first to the fourth control. However, it is preferable that the first control be included as one of the controls. This allows the multiple beams 42 to be dynamically controlled according to the driving environment of the vehicle 1.

[0065] In the embodiment described above, the control unit 21 compares the distance between multiple intersections arranged in the front-to-back direction with an allowable range based on a predetermined distance. In addition, for example, the control unit 21 may compare the distance between multiple intersections arranged in the front-rear direction with a predetermined distance. In this case, the actuator 22 can change the irradiation range 43 of the multiple beams 42 even in response to subtle changes in the attitude of the vehicle 1. Furthermore, in the embodiments described above, the allowable range is intended to prevent the irradiation range 43 of the multiple beams 42 from changing in response to changes in the vehicle's posture during normal driving. The tolerance range may also be, for example, the range of detection error by the camera 5 for the distance between intersections. In this case, the tolerance range will be smaller than that of the embodiment described above. The actuator 22 can change the irradiation range 43 of the multiple beams 42 in response to relatively small changes in the attitude of the vehicle 1.

[0066] In the embodiment described above, the irradiation range of multiple beams of light for the high beams is changed according to the vehicle's driving conditions. The headlight also has, for example, multiple beam light units for the low beam. The illumination range of the multiple beam lights for the low beam may also be changed according to the vehicle's driving conditions, similar to the embodiments described above. [Explanation of Symbols]

[0067] 1...Vehicle, 3...Left headlight, 4...Right headlight, 5...Camera (sensor), 20...Headlight device, 21...Control unit, 22...Actuator, 30...Unit, 31...Light source module, 32...Reflective member, 33...Cover member, 34...Upper shade member, 35...Lower shade member, 36...High curvature concave curved surface, 37...Concave lens part, 38...Light source module, 39...Reflective member, 40...Unit, 41...Cylindrical concave lens part, 42...Beam light, 43...Irradiation range of beam light, 46...Unevenness, 51, 55...Irradiation range of pattern light, 58, 59...Intersection, 90...Oncoming vehicle (other vehicle), 100...Road surface, 101...Convex part, 102...Concave part, 103...Uphill road surface, 104...Downhill road surface

Claims

1. Headlights capable of projecting multiple beams of light forward of the vehicle, An actuator that controls the irradiation of multiple beams of light from the headlights in order to prevent glare to other vehicles in front of the vehicle, A sensor capable of detecting the brightness of the road surface to which multiple beams of light are emitted from the headlights, It has, The headlight emits patterned light with a predetermined contour shape, superimposed on the irradiation ranges of multiple beams of light. The actuator changes the irradiation range of the multiple beams of light from the headlight in accordance with the change in the positional relationship between the unevenness generated on the road surface by irradiating the road with multiple beams of light detected by the sensor and the contour of the pattern light. Vehicle headlight system.

2. The aforementioned headlight emits multiple beams of light such that parts of the multiple beams overlap. The actuator is In normal circumstances, when the distance between the intersections of multiple points aligned in the longitudinal direction of the vehicle, with respect to the unevenness generated on the road surface by the overlapping of parts of multiple beams of light and the outline of the pattern light, is within an acceptable range based on a predetermined distance, a first control is performed to execute normal cutoff line control for preventing glare from other vehicles. If the distance between the intersections of multiple intersections arranged in the longitudinal direction of the vehicle exceeds the allowable range, a second control is provided to control the irradiation range of multiple beams of light from the headlights so as to reduce the brightness of the road surface far from the vehicle compared to the normal cutoff line control. If the distance between the intersections of the multiple intersections arranged in the longitudinal direction of the vehicle is shorter than the allowable range, a third control is implemented to control the illumination range of the multiple beams of light from the headlights so as to increase the brightness of the road surface farther from the vehicle than in the case of normal cutoff line control. If the furthest intersection among the multiple intersections arranged in the longitudinal direction of the vehicle cannot be detected, a fourth control is performed to control the irradiation range of the multiple beams of light from the headlights so as to reduce the brightness of the road surface far from the vehicle compared to the normal cutoff line control. Performs multiple controls, including at least one control among them. A vehicle headlight device according to claim 1.

3. The headlight has multiple units for emitting each of multiple beams of light, The actuator controls the irradiation range of the beam light to be dynamically switched for each unit. A vehicle headlight device according to claim 1 or 2.

4. Multiple of the aforementioned units emit beam light for high beams, and emit the pattern light so as to overlap with multiple irregularities on the road surface caused by the overlapping of multiple high beams. A vehicle headlight device according to claim 3.

5. The sensor is a camera installed in the vehicle at a different height than the headlights, which detects visible light with multiple pixels. A vehicle headlight device according to claim 4.

Images