Vehicle lighting control system, control method for vehicle lighting control system, and program

Abstract

The dimming area is appropriately set according to the direction of movement of the controlled person or the orientation of the controlled person's face. [Solution] A vehicle lighting control system that suppresses glare on a person being controlled by controlling the illumination of the vehicle's lights when a person being controlled is detected in front of the vehicle, comprising a control target area setting unit that sets a dimming target area for dimming control for the person being controlled, and the control target area setting unit changes the dimming target area according to the direction of movement of the person being controlled or the direction of the person's face.

Description

Technical Field

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[0001] The present invention relates to a vehicle lighting control system, a control method for a vehicle lighting control system, and a program.

Background Art

[0002] Conventionally, Japanese Patent Application Laid-Open No. 2014-101069 is known as a technical document regarding a vehicle lighting control system. In this publication, a control device that performs dimming control using a light distribution map corresponding to the steering angle in dimming control for improving visibility at night and preventing glare to others is shown. In this control device, by using a light distribution map corresponding to the steering angle, glare to the vehicle ahead can be suppressed even when passing through a curved road, and forward visibility can be improved.

Prior Art Document

Patent Document

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, when performing dimming control for a predetermined area with respect to a pedestrian based on a light distribution map corresponding to the steering angle as in the above-described conventional device, there is a problem that the pedestrian may move out of the dimming control area.

Means for Solving the Problems

[0005] One aspect of the present invention is a vehicle lighting control system that performs dimming control to suppress glare of a control target person by controlling light irradiation by a vehicle lighting device when the control target person in front of the vehicle is detected, the vehicle lighting control system including a control target area setting unit that sets a dimming target area for dimming control with respect to the control target person, and the control target area setting unit changes the dimming target area according to the moving direction of the control target person or the direction of the face of the control target person.

[0006] According to one aspect of the present invention, the vehicle lighting control system changes the dimming area according to the direction of movement of the controlled person or the orientation of the controlled person's face. Therefore, the dimming area can be set more appropriately compared to when the direction of movement or orientation of the controlled person is not considered.

[0007] In a vehicle lighting control system according to one aspect of the present invention, the controlled person is the controlled person or the bicycle, and the controlled area setting unit may set the dimming target area to include the head of the controlled person or the head of the person riding the bicycle. This vehicle lighting control system can suppress glare by setting the dimming area to include the head of the controlled person or the head of a person riding a bicycle.

[0008] In a vehicle lighting control system according to one aspect of the present invention, the control target area setting unit may be set such that when the controlled person is moving laterally as viewed from the vehicle, the lateral width of the dimming target area is larger than when the controlled person is not moving laterally. According to this vehicle lighting control system, when the controlled person is moving laterally from the vehicle's perspective, the lateral width of the dimming area is set to be larger compared to when the controlled person is not moving laterally. This makes it less likely for the controlled person to move out of the dimming area even when moving laterally, and allows the dimming area to be set appropriately based on the controlled person's situation.

[0009] In a vehicle lighting control system according to one aspect of the present invention, the control target area setting unit may be set such that when the face of the person to be controlled is turned to the side as seen from the vehicle, the lateral width of the dimming target area is larger than when the face of the person to be controlled is not turned to the side. According to this vehicle lighting control system, when the controlled person is facing sideways, the lateral width of the dimming area is set to be larger than when the controlled person is not facing sideways. This makes it less likely for the controlled person to move out of the dimming area even when moving sideways, and allows the dimming area to be set appropriately based on the controlled person's situation.

[0010] Another aspect of the present invention is a control method for a vehicle lighting control system that, when a person to be controlled is detected in front of the vehicle, performs dimming control to suppress glare on the person to be controlled by controlling the illumination of light from the vehicle's lighting equipment, wherein a dimming target area for dimming control is set for the person to be controlled, and the dimming target area is changed according to the direction of movement of the person to be controlled or the direction of the person to be controlled's face.

[0011] According to another aspect of the present invention, the control method for a vehicle lighting control system changes the dimming target area according to the direction of movement of the controlled person or the orientation of the controlled person's face. This allows for more appropriate setting of the dimming target area compared to cases where the direction of movement or orientation of the controlled person is not considered.

[0012] A further aspect of the present invention is a program that operates a vehicle's computer to perform dimming control to suppress glare on a controlled person by controlling the illumination of light from the vehicle's lights when a controlled person is detected in front of the vehicle, wherein the vehicle's computer operates as a controlled person area setting unit that sets a dimming target area for dimming control for the controlled person, and the controlled person area setting unit changes the dimming target area according to the direction of movement of the controlled person or the orientation of the controlled person's face.

[0013] According to a program in yet another aspect of the present invention, the dimming area is changed according to the direction of movement of the controlled person or the orientation of the controlled person's face, so that the dimming area can be set more appropriately compared to when the direction of movement or orientation of the controlled person is not considered. [Effects of the Invention]

[0014] According to each aspect of the present invention, it is possible to appropriately set a dimming target area according to the moving direction of the control target person or the orientation of the face of the control target person.

Brief Description of the Drawings

[0015] [Figure 1] It is a block diagram showing a vehicle lighting control system according to an embodiment. [Figure 2] It is a diagram showing an example of a situation where a pedestrian as a control target person is standing still. [Figure 3] It is a diagram showing an example of a situation where a pedestrian as a control target person is moving horizontally toward the road. [Figure 4] It is a diagram showing an example of a situation where a pedestrian as a control target person is about to cross the road. [Figure 5] It is a flowchart showing an example of a dimming control process. [Figure 6] It is a flowchart showing an example of a dimming target area setting process.

Modes for Carrying Out the Invention

[0016] Hereinafter, embodiments of the present invention will be described with reference to the drawings.

[0017] FIG. 1 is a block diagram showing a vehicle lighting control system 100 according to an embodiment. The vehicle lighting control system 100 shown in FIG. 1 is a system mounted on a vehicle such as a passenger car or a freight car and controls the irradiation of light by the high-definition headlamp 7 of the vehicle. The vehicle may be a vehicle having an automatic driving function.

[0018] The vehicle lighting control system 100 has a function of detecting control target persons (control target persons) such as pedestrians and bicycles in a nighttime or low-illuminance space and performing dimming control to reduce glare to these targets. In addition, the vehicle lighting control system 100 has a function of determining whether dimming control is possible based on the possibility of collision between the vehicle and the control target person.

[0019] The dimming control for the controlled object may be part of the function of ADB [Adaptive Driving Beam], or it may be a function separate from ADB. The dimming control is executed when the high-definition headlamp 7 of the vehicle is lit. The dimming control may be in a mode that is executed only when the high-definition headlamp 7 is in the high beam, or it may be in a mode that is executed without distinguishing between high beam and low beam. Well-known conditions can be adopted as the start conditions for the dimming control.

[0020] [Configuration of Vehicle Lighting Control System] As shown in FIG. 1, the vehicle lighting control system 100 includes an ECU [Electronic Control Unit] 10 that comprehensively manages this system. The ECU 10 is an electronic control unit having a CPU [Central Processing Unit] and a storage unit. The storage unit is composed of, for example, ROM [ReadOnly Memory], RAM [Random Access Memory], EEPROM [Electrically Erasable Programmable Read-Only Memory], etc. In the ECU 10, various functions are realized by, for example, the CPU executing the programs stored in the storage unit. The ECU 10 may be composed of a plurality of electronic units.

[0021] The ECU 10 is connected to a front camera 1, a vehicle speed sensor 2, a steering angle sensor 3, a height sensor 4, a GNSS receiver 5, a map database 6, a high-definition headlamp 7, and an HMI 8.

[0022] The front camera 1 is a camera that images the front of the vehicle. The front camera 1 images the irradiation direction of the high-definition headlamp 7. The front camera 1 transmits the captured image to the ECU 10. The vehicle speed sensor 2 detects the speed of the vehicle and transmits the information to the ECU 10. The steering angle sensor 3 detects the steering angle of the vehicle and transmits the information to the ECU 10.

[0023] The height sensor 4 is a sensor for detecting the vehicle's ride height. The height sensor 4 detects changes in ride height in response to changes in the vehicle's front-to-rear tilt and load. Specifically, the height sensor 4 is attached to the vehicle's suspension system and detects changes in ride height when the vehicle's ride height changes due to loading cargo or passengers getting in and out. The height sensor 4 transmits ride height information to the ECU 10.

[0024] The GNSS receiver 5 receives signals from the Global Navigation Satellite System (GNSS) and determines the vehicle's position. The GNSS receiver 5 may also be part of the GPS (Global Positioning System). The GNSS receiver 5 transmits the measured vehicle position information to the ECU 10.

[0025] The map database 6 is a database that stores map information. The map database 6 is formed in a storage device such as an HDD (Hard Disk Drive) installed in a vehicle. The map information includes road location information, road shape information (e.g., types of curves and straight sections, curvature of curves, etc.), and location information of intersections and junctions. The map information may also include traffic regulation information such as legal speed limits associated with the location information. The map database 6 may also be formed on an external server that can communicate with the vehicle.

[0026] The high-definition headlamp 7 is the headlight (headlamp) of the vehicle. The high-definition headlamp 7 is composed of, for example, micro-LEDs or matrix LEDs, and is configured to adjust the amount of light emitted in a specific direction (specific area) according to instructions from the ECU 10. The high-definition headlamp 7 can individually control a large number of minute light sources and has a resolution of, for example, about 20,000. Note that the vehicle lighting equipment controlled by the vehicle lighting control system 100 is not limited to the high-definition headlamp 7. Any vehicle lighting equipment that can adjust the amount of light emitted in a specific direction (specific area) according to instructions from the ECU 10 is acceptable.

[0027] HMI8 is an interface for inputting and outputting information between ECU10 and the driver. HMI8 includes, for example, a display and speakers installed in the vehicle cabin. HMI8 outputs images from the display and audio from the speakers in response to control signals from ECU10. The display may be a MID (Multi-Information Display) or a HUD (Head-Up Display). HMI8 may also be equipped with various indicators. Note that ECU10 does not necessarily need to be connected to the height sensor 4, GNSS receiver 5, map database 6, and HMI8.

[0028] Next, the functional configuration of the ECU 10 will be described. As shown in Figure 1, the ECU 10 includes a controlled person detection unit 11, a collision possibility determination unit 12, a controlled area setting unit 13, and a lighting control unit 14. Note that some of the processing of these ECU 10 may be performed on an external server.

[0029] The controlled person detection unit 11 detects a controlled person located in front of the vehicle based on image data acquired from the front camera 1. The controlled person detection unit 11 may detect the controlled person using a machine learning algorithm or a deep learning-based algorithm, or it may detect the controlled person using a rule-based algorithm.

[0030] Specifically, the controlled person detection unit 11 receives image data transmitted from the front camera 1 and detects the controlled person using image recognition technology. First, the controlled person detection unit 11 performs image preprocessing on the image data, such as noise reduction and contrast adjustment. This improves the quality of the image data and increases the accuracy of controlling person recognition.

[0031] Next, the controlled subject detection unit 11 extracts features from the pre-processed image data. Features such as HOG (Histogram of Oriented Gradients) and SIFT (Scale-Invariant Feature Transform) are used. These features are used to represent the shape and texture of the controlled subject. After the features are extracted, the controlled subject detection unit 11 detects the controlled subject using machine learning or deep learning techniques. For example, machine learning algorithms such as Support Vector Machines (SVM) or Random Forests are used to detect the controlled subject from the features. Deep learning-based algorithms such as CNN (Convolutional Neural Network), YOLO (You Only Look Once), and SSD (Single Shot Multi Box Detector) may also be used.

[0032] The controlled subject detection unit 11 sets a target area based on the detected location information of the controlled subject and tracks the controlled subject across consecutive image frames. Color-based tracking methods and optical flow methods are employed for tracking the controlled subject. This allows for accurate determination of the controlled subject's position even when they are moving. Furthermore, the direction of the controlled subject's movement can be determined.

[0033] The controlled person detection unit 11 determines whether the detected controlled person is a pedestrian or a cyclist. Various algorithms and pattern matching techniques are used for this purpose. For example, the type of controlled person is determined based on the characteristic shape and movement of a pedestrian, or the shape and movement of a cyclist.

[0034] Furthermore, the controlled person detection unit 11 may also detect the pedestrian's head and recognize the direction of the pedestrian's face. This makes it possible to determine whether the pedestrian is facing the direction of the vehicle's movement or another direction. The direction of the pedestrian's face is important information for predicting the pedestrian's intentions and actions.

[0035] The controlled person detection unit 11 may determine the direction of movement of the pedestrian. For example, the controlled person detection unit 11 determines that the controlled person is moving laterally if the pedestrian's longitudinal speed is below a certain value and the pedestrian's lateral speed is above a certain value. The longitudinal direction is the front-to-back direction of the vehicle, that is, the direction facing the vehicle or the direction facing away from the vehicle.

[0036] Similarly, the controlled person detection unit 11 may determine that the controlled person is moving vertically if their vertical speed is above a certain value and their horizontal speed is below a certain value. The controlled person detection unit 11 may also predict the pedestrian's path based on the pedestrian detection results. For example, the controlled person detection unit 11 may predict the path a pedestrian is taking to cross the road. The prediction of face orientation, direction of movement, and path described above can also be performed in the same way when the controlled person is on a bicycle.

[0037] The collision possibility determination unit 12 determines the likelihood of a collision between the vehicle and the controlled person. Specifically, the collision possibility determination unit 12 predicts the vehicle's path based on information from the vehicle speed sensor 2, steering angle sensor 3, GNSS receiver 5, and map database 6. The collision possibility determination unit 12 calculates the likelihood of a collision between the vehicle and the controlled person from the predicted vehicle path and the controlled person's path predicted by the controlled person detection unit 11.

[0038] The collision possibility determination unit 12 determines, for example, whether the vehicle's path and the controlled person's path intersect, or whether the controlled person is moving toward the vehicle's path. The collision possibility determination unit 12 determines that if the controlled person is moving toward the vehicle's path, the collision possibility is higher than if the controlled person were not moving toward the vehicle's path. On the other hand, if the controlled person is moving away from the vehicle's path, the collision possibility is determined to be low.

[0039] The collision possibility determination unit 12 may determine the collision possibility in three stages: high, medium, and low. The collision possibility determination unit 12 determines that the collision possibility is high if the collision possibility is equal to or greater than the first threshold. The collision possibility determination unit 12 determines that the collision possibility is medium if the collision possibility is less than the first threshold but equal to or greater than the second threshold. The second threshold has a value smaller than the first threshold. The collision possibility determination unit 12 determines that the collision possibility is low if the collision possibility is less than the first threshold.

[0040] The collision possibility determination unit 12 may use machine learning algorithms or deep learning algorithms to calculate or determine the possibility of collision. For example, the collision possibility determination unit 12 may use the vehicle's trajectory and the controlled person's trajectory as inputs to determine the possibility of collision using machine learning algorithms or deep learning algorithms. The collision possibility determination unit 12 may also use the vehicle's speed and steering angle and the detected result of the controlled person as inputs to determine the possibility of collision using machine learning algorithms or deep learning algorithms without performing trajectory prediction. The method for calculating and determining the possibility of collision is not limited to the above, and well-known methods can be adopted. The collision possibility determination unit 12 may determine the possibility of collision in two stages, high and low, or in four or more stages.

[0041] The controlled area setting unit 13 sets a dimming target area for dimming control for the controlled person if it is not determined that there is a high probability of collision (for example, if the probability of collision is determined to be moderate or low). Specifically, the controlled area setting unit 13 sets a dimming target area including the head of the controlled person based on the position information of the controlled person provided by the controlled person detection unit 11. The dimming target area is an area in which the light intensity of the high-definition headlamp 7 is reduced in order to suppress glare for the controlled person. The dimming target area only needs to include the head of the controlled person, such as a pedestrian or cyclist, and may also include the upper body or the entire body of the controlled person.

[0042] The controlled area setting unit 13 changes the dimming area according to the direction of movement or orientation of the controlled person. Changing the dimming area includes changing the size of the dimming area or changing the shape of the dimming area. For example, if the controlled person is moving laterally as viewed from the vehicle, the controlled area setting unit 13 sets the lateral width of the dimming area to be larger than when the controlled person is not moving laterally.

[0043] Here, Figure 2 shows an example of a situation where the pedestrian, who is the target of the control, is standing still. Figure 2 shows the road R on which the vehicle is traveling, the vehicle's path C, the standing pedestrian P1, and the dimming target area TA. It also shows the lateral width W and height H of the rectangular dimming target area TA. As shown in Figure 2, the control target area setting unit 13 sets the dimming target area TA to include the face and upper body of the standing pedestrian P1, for example.

[0044] Figure 3 shows an example of a situation where a pedestrian, the target of control, is moving laterally toward the road. Lateral direction refers to the direction sideways from the perspective of the vehicle. Lateral direction corresponds to the width direction of the vehicle. Figure 3 shows a pedestrian P2 moving laterally, the path CP of pedestrian P2, and the dimming target area TB. As shown in Figure 3, the control target area setting unit 13 sets a larger dimming target area TB for pedestrian P2 moving laterally compared to pedestrian P1 in Figure 2. The dimming target area TB is the area that includes the face and upper body of pedestrian P2. Note that pedestrian P2 shown in Figure 3 is not determined to have a high probability of colliding with a vehicle.

[0045] The control target area setting unit 13 sets the width W of the dimming target area TB for a pedestrian P2 moving laterally to be larger than the dimming target area TA for a stationary pedestrian P1. The control target area setting unit 13 may set the height H of the dimming target area TA and the dimming target area TB to be the same. In other words, the control target area setting unit 13 may make the dimming target area TB a horizontally elongated rectangle compared to the dimming target area TA. This reduces the possibility that the face of a pedestrian P2 moving laterally will be outside the dimming target area TB and cause glare. In this case, the lateral direction may be the direction away from the roadway R on which vehicles are traveling.

[0046] The control target area setting unit 13 may set the dimming target area TB so that both the width W and height H are larger than the dimming target area TA in Figure 2 if the pedestrian P2 is moving diagonally rather than directly sideways. The control target area setting unit 13 may tilt the dimming target area TB so that the direction of movement of the pedestrian P2 matches the width direction of the dimming target area TB. The control target area setting unit 13 may change the dimming target area TB so that the area extends in the direction of movement of the pedestrian P2.

[0047] The control target area setting unit 13 may change the size and shape of the dimming target area for a pedestrian moving vertically compared to the dimming target area TA for a stationary pedestrian P1. For example, the control target area setting unit 13 may set the height H of the dimming target area for a pedestrian moving vertically to be larger than the dimming target area TA for a stationary pedestrian P1. The control target area setting unit 13 may also increase the width W of the dimming target area for a pedestrian moving vertically compared to the dimming target area TA, or it may not change it. The width W of the dimming target area for a pedestrian moving vertically may also be decreased. This reduces the possibility that the face of a pedestrian moving vertically will move outside the dimming target area and cause glare.

[0048] The controlled area setting unit 13 may be set so that even when the controlled person is not moving laterally, when the controlled person is facing sideways, the width of the dimming area is larger compared to when the controlled person is not facing sideways. Specifically, in the case of a stationary pedestrian P1 shown in Figure 2, the controlled area setting unit 13 may be set so that when the pedestrian P1's face is facing sideways, the width W of the dimming area TA is larger compared to when the pedestrian P1's face is not facing sideways.

[0049] The control target area setting unit 13 may also apply the change in width W based on the direction of the face even when the pedestrian P1 is moving in the vertical direction (for example, when moving in the front-to-back direction of the vehicle, away from the vehicle). Even when the pedestrian P1 is moving in the vertical direction, if the pedestrian P1's face is facing sideways, the control target area setting unit 13 may set the width W of the dimming target area TA to be larger than when the pedestrian P1 is not facing sideways, because the pedestrian P1 may change its direction of movement to the sideways.

[0050] Furthermore, the control target area setting unit 13 may increase the size of the dimming target area when the controlled target is a bicycle compared to when the controlled target is a pedestrian. This is because bicycles move at a faster speed than pedestrians.

[0051] The controlled area setting unit 13 may set a light-enhancing area for the controlled person if it determines that there is a high probability of collision. The controlled area setting unit 13 sets a light-enhancing area for a part of the controlled person where glare does not occur. Here, Figure 4 is a diagram showing an example of a situation in which a pedestrian, who is a controlled person, is about to cross a road. In Figure 4, the pedestrian P3 and the light-enhancing area TC are shown on the road R, moving laterally. Assume that the collision probability determination unit 12 has determined that there is a high probability of collision with the vehicle for the pedestrian P3 shown in Figure 4.

[0052] In this case, the control target area setting unit 13 sets the light-enhancing target area TC for the body portion of pedestrian P3 so as not to include the head of pedestrian P3. The control target area setting unit 13 sets the light-enhancing target area TC not to include the head in order to avoid increasing the probability of glare occurring for pedestrian P3 due to the light-enhancing. The light-enhancing target area TC may be an area that includes the lower half of pedestrian P3's body up to the feet, or an area that includes the entire body from the neck down. If the controlled object is a bicycle, the light-enhancing target area TC does not need to include the head of the person riding the bicycle. The light-enhancing target area TC may be an area that includes only the bicycle portion excluding the person riding the bicycle, or an area that includes the legs of the person riding the bicycle, etc. The control target area setting unit 13 may also set the light-dimming target area based on the determination of whether or not dimming control is possible in the lighting control unit 14, which will be described later. The same applies to the light-enhancing target area.

[0053] The lighting control unit 14 controls the vehicle's high-definition headlamps 7. Based on the collision possibility between the vehicle and the controlled person determined by the collision possibility determination unit 12, the lighting control unit 14 determines whether or not to dim the lights for the controlled person.

[0054] If the lighting control unit 14 determines that there is a high probability of collision between the vehicle and the controlled person, it decides not to perform dimming control for the controlled person. In this case, the lighting control unit 14 may perform brightening control for the controlled person. Brightening control is a control that improves the accuracy of recognition of the controlled person by the front camera 1 by increasing the amount of light emitted by the high-definition headlamp 7 to the controlled person with a high probability of collision. The lighting control unit 14 precisely adjusts the amount of light for a specific area by individually controlling each light source of the high-definition headlamp 7, which is composed of, for example, micro LEDs and matrix LEDs.

[0055] The lighting control unit 14 performs a brightness-enhancing control to increase the amount of light emitted by the high-definition headlamp 7 to the brightening target area set by the control target area setting unit 13. The increase in light intensity may be a constant value, or it may be increased until the reliability of detection by the front camera 1 exceeds a predetermined value. The reliability of detection by the front camera 1 can be calculated from the image features using a well-known method, for example, a machine learning algorithm such as a support vector machine or random forest, or a deep learning-based algorithm. When performing brightness-enhancing control, the vehicle lighting control system 100 may notify the vehicle driver via the HMI 8 that the amount of light emitted to the target area will be increased. The vehicle lighting control system 100 may notify by displaying an image or text on the HMI 8 display, or by outputting audio from a speaker.

[0056] The lighting control unit 14 enables the forward camera 1 to detect the controlled person more accurately through brightness control, allowing the vehicle's driving assistance system, such as PCS (Pre-Crash Safety), to be properly executed. PCS is a system that provides a function to automatically apply the brakes when there is a high risk of collision, and its effectiveness can be enhanced by improving the accuracy of the recognition of the controlled person.

[0057] If the lighting control unit 14 determines that there is no high probability of collision between the vehicle and the controlled person (for example, if the probability of collision is moderate or low), it performs dimming control for the controlled person. The lighting control unit 14 gradually reduces the amount of light from the high-definition headlamp 7 in the dimming area of ​​the controlled person, for example.

[0058] The lighting control unit 14 may change the amount of dimming in the dimming control based on the likelihood of a collision between the vehicle and the controlled person. When the likelihood of a collision is moderate, the lighting control unit 14 may reduce the amount of dimming control for the controlled person compared to when the likelihood of a collision is low. For example, if the lighting control unit 14 determines that the likelihood of a collision is higher the closer the pedestrian P2 in Figure 3 is to the road R, it can reduce the amount of dimming control for the pedestrian P2 the closer the pedestrian P2 is to the road R, thereby avoiding a decrease in the detection accuracy of the front camera 1 due to dimming.

[0059] Similarly, the lighting control unit 14 may reduce the amount of dimming control applied to the controlled person as the likelihood of collision increases. In this case as well, by appropriately reducing the amount of light applied to the controlled person, glare can be suppressed while avoiding a decrease in the detection accuracy of the forward camera 1 due to dimming in accordance with the likelihood of collision.

[0060] [program] The program causes the ECU 10 (computer) to function (operate) as the controlled person detection unit 11, collision possibility determination unit 12, controlled area setting unit 13, and lighting control unit 14 described above. The program is provided, for example, on a non-temporary recording medium such as ROM or semiconductor memory. Alternatively, the program may be provided via wireless communication from a network or the like.

[0061] [Control method for vehicle lighting control system] Next, the control method of the vehicle lighting control system 100 according to this embodiment will be described with reference to the drawings. Figure 5 is a flowchart showing an example of the dimming control process. The dimming control process is executed when the high-definition headlamp 7 is switched to high beam when the vehicle user has turned on the dimming control function.

[0062] As shown in Figure 5, in step S10, the ECU 10 detects a controlled person using the controlled person detection unit 11 based on image data acquired from the front camera 1. If no controlled person is detected, the ECU 10 terminates the dimming control process. On the other hand, if a controlled person is detected, the ECU 10 proceeds to step S11.

[0063] In step S11, the ECU 10 uses the collision probability determination unit 12 to calculate the likelihood of a collision between the vehicle and the controlled person based on information from the vehicle speed sensor 2, steering angle sensor 3, GNSS receiver 5, and map database 6. Specifically, the collision probability is calculated based on whether the vehicle's path and the controlled person's path intersect, or whether the controlled person is moving toward the vehicle's path.

[0064] Next, in step S12, the ECU 10 determines whether there is a high probability of collision. If it is determined that there is a high probability of collision, the ECU 10 proceeds to step S13. In step S13, the ECU 10 uses the control target area setting unit 13 to set the area to be brightened for the controlled person. Subsequently, in step S14, the ECU 10 uses the lighting control unit 14 to perform brightening control for the controlled person using the high-definition headlamp 7. This improves the visibility of the controlled person and reduces the risk of collision. After that, the ECU 10 terminates the dimming control process.

[0065] On the other hand, if it is determined in step S12 that the likelihood of collision is not high, the ECU 10 proceeds to step S15. In step S15, the ECU 10 determines whether the likelihood of collision is low. If it is determined that the likelihood of collision is low, the ECU 10 proceeds to step S16. In step S16, the ECU 10 uses the control target area setting unit 13 to set the dimming target area for the controlled person. Subsequently, in step S17, the ECU 10 uses the lighting control unit 14 to perform dimming control for the controlled person using the high-definition headlamp 7. This suppresses glare for the controlled person. After that, the ECU 10 terminates the dimming control process.

[0066] If it is determined in step S15 that the probability of collision is not low, that is, if it is determined that the probability of collision is moderate, the ECU 10 proceeds to step S18. In step S18, the ECU 10 uses the control target area setting unit 13 to set the dimming target area for the controlled person. Subsequently, in step S19, the ECU 10 uses the lighting control unit 14 to perform dimming control with a suppressed dimming amount. This is dimming control with a suppressed dimming amount compared to step S17. This makes it possible to avoid a decrease in the detection accuracy of the front camera 1 due to dimming according to the probability of collision. After that, the ECU 10 terminates the dimming control process.

[0067] Figure 6 is a flowchart showing an example of the process for setting the dimming target area. The dimming target area setting process shown in Figure 6 is performed, for example, in steps S16 and S18 of Figure 5.

[0068] As shown in Figure 6, first, in step S20, the ECU 10 determines whether the controlled person is moving laterally. If it is determined that the controlled person is moving laterally, the ECU 10 proceeds to step S21.

[0069] In step S21, the ECU 10 sets a dimming target area that is expanded laterally. Specifically, if the controlled person is moving laterally, the dimming target area is expanded to take into account the range of movement, so that the controlled person does not move out of the dimming target area and appropriate dimming control is always performed. This effectively suppresses glare for the controlled person. After that, the ECU 10 finishes the dimming target area setting process.

[0070] On the other hand, if it is determined in step S20 that the controlled person is not moving laterally, the ECU 10 proceeds to step S22. In step S22, the ECU 10 determines whether the controlled person is facing laterally. Facing laterally means that the face of the controlled person, such as a pedestrian or cyclist, is facing left or right from the vehicle's perspective. If it is determined that the controlled person is facing laterally, the ECU 10 proceeds to step S23.

[0071] In step S23, the ECU 10 sets a dimming target area that is slightly expanded horizontally. Specifically, if the controlled person is facing sideways, the dimming target area is set to be slightly wider than the normal dimming target area so that their face and upper body do not fall outside the dimming target area. This allows for appropriate dimming control and suppression of glare for the controlled person even when they are facing sideways. The dimming target area set in step S23 can have a shorter width W compared to the dimming target area set in step S22. After that, the ECU 10 finishes the dimming target area setting process.

[0072] If step S22 determines that the controlled person is not facing sideways, the ECU 10 proceeds to step S24. In step S24, the ECU 10 sets the normal dimming target area. Specifically, if the controlled person is not moving sideways or is not facing sideways, it sets the dimming target area to a normal size. The normal size is, for example, the initial size. After that, the ECU 10 finishes the dimming target area setting process.

[0073] According to the vehicle lighting control system 100 described above, the dimming area is changed according to the direction of movement or orientation of the controlled person. Therefore, the dimming area can be set more appropriately compared to when the direction of movement or orientation of the controlled person is not considered. As a result, even if the controlled person moves, they are less likely to move out of the dimming area, and the occurrence of glare can be effectively suppressed. Furthermore, glare can also be suppressed for pedestrians and cyclists by setting the dimming area to include their heads.

[0074] Furthermore, in the vehicle lighting control system 100, when the controlled person is moving laterally from the perspective of the vehicle, the lateral width of the dimming area is set to be larger than when the controlled person is not moving laterally. This makes it less likely for the controlled person to move out of the dimming area even when moving laterally, and allows the dimming area to be set appropriately based on the controlled person's situation. Similarly, when the controlled person is facing sideways, the lateral width of the dimming area is set to be larger than when the controlled person is not facing sideways. This makes it less likely for the controlled person to move out of the dimming area even when moving laterally, and allows the dimming area to be set appropriately based on the controlled person's situation. This enables even more effective dimming control.

[0075] Although embodiments of the present invention have been described above, the present invention is not limited to the embodiments described above. The present invention can be implemented in various forms, starting with the embodiments described above, by making various changes and improvements based on the knowledge of those skilled in the art.

[0076] The vehicle lighting control system 100 does not necessarily need to have a collision possibility determination unit 12. The vehicle lighting control system 100 may perform dimming or brightening control when it detects a controlled person, regardless of the possibility of collision. For example, the vehicle lighting control system 100 may target a controlled person who is within a certain distance from the vehicle's path for brightening control.

[0077] Furthermore, the vehicle lighting control system 100 can individually control dimming or increasing the brightness of multiple controlled persons. The vehicle lighting control system 100 may increase the brightness of multiple controlled persons located within the illumination range of the high-definition headlamp 7 who have a high probability of colliding with the vehicle, and dim the brightness of controlled persons who have a low probability of colliding with the vehicle.

[0078] The vehicle lighting control system 100 may perform dimming control for the controlled person even when there is a high probability of collision. When there is a high probability of collision, the vehicle lighting control system 100 may perform dimming control with a significantly smaller amount of dimming compared to when there is no high probability of collision. In this case, the vehicle lighting control system 100 may perform both dimming control for the dimming target area including the face and brightening control for the brightening target area not including the face for the controlled person determined to have a high probability of collision.

[0079] The vehicle lighting control system 100 may take into account the weather conditions around the vehicle when performing dimming or brightening control. The lighting control unit 14 can recognize the weather conditions, for example, by using a vehicle rain sensor, wiper operation status, or acquiring weather information from an external server. When it is raining or foggy, glare is less likely to occur for the controlled person, but the accuracy of the front camera 1 in recognizing the controlled person is likely to decrease. For this reason, the vehicle lighting control system 100 may not perform dimming control in bad weather such as rain or fog.

[0080] On the other hand, the vehicle lighting control system 100 may lower the collision possibility determination threshold and perform brightening control even for controlled persons who are a short distance away from the vehicle. Also, the vehicle lighting control system 100 may set a higher value for the amount of light in brightening control during bad weather such as rain or fog compared to when there is no bad weather. Although pedestrians and cyclists are given as examples of controlled persons, the controlled persons during brightening control may also include animals such as dogs, cats, and deer, as well as objects on the road such as parked vehicles and fallen objects. Even when the controlled person is an animal, the brightening target area can be set to a part that does not cause glare and avoids the face.

[0081] The vehicle lighting control system 100 may change the dimming area according to the speed of movement when the controlled person is moving. The vehicle lighting control system 100 may increase the size of the dimming area as the controlled person moves faster, or change the shape of the dimming area so that it extends in the direction of movement as the controlled person moves faster. [Explanation of symbols]

[0082] 1...Front camera, 2...Vehicle speed sensor, 3...Steering angle sensor, 4...Height sensor, 5...GNSS receiver, 6...Map database, 7...High-definition headlamp, 8...HMI, 10...ECU, 11...Control target detection unit, 12...Collision possibility determination unit, 13...Control target area setting unit, 14...Lighting control unit, 100...Vehicle lighting control system.

Claims

1. A vehicle lighting control system that, when it detects a person to be controlled in front of the vehicle, performs dimming control to suppress glare on the person to be controlled by controlling the illumination of the vehicle's lights, The system includes a control target area setting unit that sets a dimming target area for the dimming control for the person to be controlled, The control target area setting unit is a vehicle lighting control system that changes the dimming target area according to the direction of movement of the controlled person or the direction of the controlled person's face.

2. The vehicle lighting control system according to claim 1, wherein the control target area setting unit sets the dimming target area to include the head of the person to be controlled.

3. The vehicle lighting control system according to claim 2, wherein the control target area setting unit is set such that when the controlled person is moving laterally as seen from the vehicle, the lateral width of the dimming target area is larger than when the controlled person is not moving laterally.

4. The vehicle lighting control system according to claim 2 or 3, wherein the control target area setting unit is set such that when the face of the person to be controlled is facing sideways as seen from the vehicle, the width of the dimming target area in the sideways direction is larger than when the face of the person to be controlled is not facing sideways.

5. A control method for a vehicle lighting control system that, when a person to be controlled is detected in front of the vehicle, controls the illumination of the vehicle's lighting devices to suppress glare on the person to be controlled, wherein the system performs dimming control, the illumination of the light on the vehicle to the person to be controlled, A light-dimming target area for the light-dimming control is set for the person to be controlled, A control method for a vehicle lighting control system, which changes the dimming target area according to the direction of movement of the controlled person or the direction of the controlled person's face.

6. A program that causes the vehicle's computer to operate to perform dimming control to suppress glare on a person being controlled by controlling the illumination of the vehicle's lights when a person being controlled is detected in front of the vehicle, The computer is operated as a control target area setting unit to set the dimming target area for the dimming control for the controlled person, A program in the control target area setting unit that changes the dimming target area according to the direction of movement of the controlled person or the direction of the controlled person's face.

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