• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    A vehicle lamp control device is provided including a receiver (102) and a controller (104). The receiver (102) receives the output value of a tilt sensor and a signal output from at least one of a foot brake sensor, a parking brake sensor, and a shift lever position sensor. of speed. The total angle which is the angle of inclination of the vehicle relative to the horizontal plane can be determined from the output value of the inclination sensor. The controller (104) adjusts the angle of the optical axis of a vehicle lamp by using the output value of the tilt sensor. The controller (104) outputs an adjustment signal for adjusting the angle of the optical axis of the vehicle lamp in response to a change in the total value when the vehicle is static, except for a variation non-static load produced by a change of at least one of the foot brake, the parking brake and the position of the shift lever.
    公开号:FR3019781A1
    申请号:FR1553179
    申请日:2015-04-13
    公开日:2015-10-16
    发明作者:Yusuke Kasaba；Masashi Yamazaki；Atsushi Toda
    申请人:Koito Manufacturing Co Ltd；
    IPC主号:
    专利说明:

    [0001] TECHNICAL FIELD Aspects of the present invention relate to a vehicle lamp controller, and particularly a vehicle lamp controller for use in an automobile or the like. BACKGROUND An automatic attitude correction control is known, in which the position of the optical axis of a vehicle headlight is automatically adjusted according to the angle of inclination of the vehicle, so as to modify the direction lighting of the lighthouse. In the automatic attitude correction control, the position of the optical axis of the headlight can be adjusted based on the attitude angle of the vehicle which is determined from the output value of a height sensor of the vehicle.
    [0002] On the other hand, JP 2012-030782 A (corresponding to US 2012/0002430 A1) and JP 2012-030783 A (corresponding to US 2011/0317439 A1) disclose a lamp control device for a vehicle in which an automatic correction control of attitude is performed using a tilt sensor such as an acceleration sensor.
    [0003] SUMMARY When a tilt sensor such as an acceleration sensor is used, an automatic tilt correction system can be realized at a lower price and with a lighter weight than when using a tilt sensor. vehicle height sensor. As a result, the cost of the vehicle can be decreased and its weight lighter. On the other hand, even if the acceleration sensor is used, there is a demand to perform the automatic pitch correction control with high accuracy. One aspect of the present invention has been made in view of the above circumstances and provides a technique for improving the accuracy of automatic trim control of a vehicle lamp. According to an illustrative embodiment of the present invention, there is provided a vehicle lamp controller including a receiver configured to receive the output value of a tilt sensor and a signal outputted at least by a sensor of a foot brake sensor, a parking brake sensor and a shift lever position sensor, wherein the total angle which is the angle of inclination of the vehicle relative to the horizontal plane may be determined from the output value of the inclination sensor, and the total angle includes the road surface angle which is the angle of inclination of the road surface with respect to the horizontal plane and the vehicle angle of repose, which is the angle of inclination of the vehicle relative to the road surface, and a controller configured to adjust the angle of the optical axis of a vehicle lamp using the output value of the sensor tilt. The controller is configured to output an adjustment signal for adjusting the angle of the optical axis of the vehicle lamp in response to a change in the total value when the vehicle is static, except for a variation non-static load produced by a change of at least one of the foot brake, the parking brake and the position of the shift lever. The controller is configured to avoid outputting the adjustment signal or outputting a hold signal to maintain the angle of the optical axis in response to the non-static load change when the vehicle is static and the variation of the total angle when the vehicle is moving. With this configuration, the accuracy of the automatic trim control of a vehicle lamp can be improved. In the above vehicle lamp controller, the controller may be configured to repeatedly determine the total angle based on the output value when the vehicle is static, and the controller may be configured to avoid providing outputting the adjustment signal or outputting the sustain signal in response to a change between the total angle determined at a previous instant and the total angle determined at the current time when the receiver receives at least one signal from a a foot brake change signal, a parking brake change signal and a shift lever position change signal for a period of time from the previous time of determining the total angle up to at the current moment of determination of the total angle.
    [0004] With this configuration, the accuracy of the automatic attitude correction control for a vehicle lamp can also be improved. In addition, the controller may be configured to store a reference value of the road surface angle and a reference value of the vehicle posture angle. When the vehicle is static, in the case where the receiver does not receive the change signal during the period from the previous instant of determination of the total angle to the current instant of determination of the total angle, the controller can subtract the reference value of the road surface angle from the total angle determined at the current time so as to obtain the posture angle of the vehicle, memorize the vehicle posture angle obtained in as a new reference value of the posture angle of the vehicle and outputting the adjustment signal based on the posture angle of the vehicle obtained or on the new reference value of the vehicle posture angle, and in the case where the receiver receives the change signal during the period from the previous instant of determination of the total angle up to the current instant of determining the total angle, the controller can subtract the a reference value of the vehicle posture angle of the total angle determined at the current time so as to obtain the surface angle of the road and memorize the surface angle of the road obtained as new reference value of the road surface angle. When the vehicle stops, the controller can determine the total angle from the output value, subtract the reference value of the vehicle posture angle from the total angle determined to obtain the surface angle of the vehicle. the road and memorize the surface angle of the road obtained as a new reference value of the road surface value. With this configuration, the accuracy of the automatic trim control of a vehicle lamp can also be improved. Further, in the above vehicle lamp controller, the controller may be configured to avoid outputting the adjustment signal or outputting the sustain signal in response to a non-static load variation produced. by a foot brake change when the vehicle is static.
    [0005] With this configuration, the accuracy of the automatic trim control of a vehicle lamp can be improved with certainty. Suitable combinations of some of the components described above are also included within the scope of the present invention. According to the above configurations, it is possible to provide a technique for improving the accuracy of the automatic correction control of a vehicle lamp.
    [0006] BRIEF DESCRIPTION OF THE DRAWINGS The invention will be better understood and its advantages will be better understood on reading the detailed description which follows. The description refers to the following drawings, which are given by way of example.
    [0007] Fig. 1 is a schematic vertical sectional view of a headlight unit including a vehicle lamp to be controlled by a vehicle lamp controller according to an explanatory embodiment; Fig. 2 is a block block diagram for explaining cooperation between the headlight unit, a vehicle control ECU, and the vehicle lamp controller; Fig. 3 is a schematic view for explaining (i) the acceleration vectors generated in a vehicle and (ii) the angle of inclination of the vehicle that can be detected by an inclination sensor; and Fig. 4 is a flowchart of an automatic attitude correction control to be performed by the vehicle lamp controller according to the explanatory embodiment. DETAILED DESCRIPTION Explanatory embodiments will be described below with reference to the accompanying drawings. The constituent elements, organs and / or steps which are shown in the drawings and which are identical or equivalent to one another may be assigned the same reference symbols. On the other hand, a redundant description may be omitted accordingly. Note that the explanatory embodiments described below do not limit the scope of the invention and are only examples or explanatory modes. All of the features described below or any combination thereof may not always be essential to the present invention. In the present description, the expression "when a vehicle is rolling" means, for example, a state in which a vehicle is located for a period of time from the moment when the detection value of the vehicle speed sensor 312 (which will be described later) exceeds 0 until the detection value of the vehicle speed sensor 312 reaches 0. The expression "when a vehicle stops" means, for example, a state in which there is a at a time when the detection value of the acceleration sensor 110 (which will be described later) becomes stable after the detection value of the vehicle speed sensor 312 has reached 0. The expression "when a vehicle is static Means, for example, a state in which a vehicle is located for a period from the moment when the detection value of the acceleration sensor 110 becomes stable until a time when the detection value of the vehicle speed sensor 312 exceeds 0. It will also be noted that the state in which "a vehicle stops" comprises both (i) a state in which "the vehicle is static" and (ii) a state in which "The vehicle stops". Fig. 1 is a schematic vertical sectional view of a headlight unit including a vehicle lamp to be controlled by a vehicle lamp controller according to an explanatory embodiment. A headlight unit 210 includes a pair of headlight units 210R, 210L, which are horizontally symmetrically formed. The headlights 210R, 210L are respectively disposed on the right and left sides in the direction of the width of the vehicle, a vehicle. The right headlight unit 210R and the left headlight unit 210L have substantially the same configuration. Accordingly, the structure of the right headlight unit 210R will be described below. The headlight unit 210R includes a lamp body 212 and a transparent cover 214. The lamp body 212 is provided with an opening portion of the front side of the vehicle. The transparent cover 214 covers the opening portion of the lamp body 212. The lamp body 212 has a removable cover 212a on the rear side of the vehicle. A lamp chamber 216 is defined by the lamp body 212 and the transparent cover 214. The lamp chamber 216 contains a lamp unit 10 which serves as a vehicle lamp. A lamp holder 218 having a pivoting mechanism 218a is connected to the lamp unit 10. The lamp unit 10 can tilt vertically and horizontally about the pivot mechanism 218a. The lamp holder 218 is screwed by means of a sight adjusting screw 220 supported on the lamp body 212. A rotational shaft 222a of a pivoting actuator 222 is attached to the bottom surface of the lamp unit 218. The pivoting actuating device 222 is attached to a unit support 224. An attitude correction actuating device 226 is connected to the unit support 224. The correction actuating device plate 226 comprises, for example, a motor or the like, which extends and contracts a rod 226a in the directions indicated by the arrows M, N. When the rod 226a is extended or contracted in the directions indicated by the arrows M, N, the lamp unit 10 has a backward inclined posture or a forward inclined posture. A pitch correction adjustment which imposes the angle of attitude of the optical axis 0 downwards or upwards can thus be achieved. The lamp unit 10 includes a mask mechanism 18, a light source 14, a lamp housing 17 and a projection lens 20. The mask mechanism 18 includes a rotating mask 12. The lamp housing 17 supports a reflector 16 on its inner wall. Examples of light sources 14 include an incandescent bulb, a halogen lamp, a discharge lamp, an LED and the like. At least a portion of the reflector 16 has the shape of an elliptical sphere. The reflector 16 reflects the light emitted by the light source 14. Part of the light emitted by the light source 14 and a portion of the light reflected by the reflector 16 are guided towards the projection lens 20 through the mask 12. The rotating mask 12 is a cylindrical member which is rotatable about a rotating shaft 12a. The rotary mask 12 is provided with a notch portion and has a plurality of mask plates (not shown). The notch portion or one of the mask plates is moved to be located on the optical axis O and a predetermined light distribution pattern is thus formed. The projection lens 20 has a plano-convex aspherical lens. An image of the light source formed on the rear focal plane is projected as an inverted image on a virtual vertical screen in front of the lamp. Fig. 2 is a block block diagram for explaining cooperation between the headlight unit, a vehicle control ECU and the vehicle lamp controller. In Fig. 2, the headlight unit 210R and the headlight unit 210L are collectively referred to as "headlamp unit 210". On the other hand, a trim correction ECU 100 and a vehicle control ECU 302 may be implemented by means of a hardware configuration and / or a software configuration. The hardware configuration may include elements and circuits such as a CPU and computer memory. The software configuration may include computer programs. Fig. 2 shows the attitude correction ECU 100 and the vehicle control ECU 302 as functional blocks which are implemented by cooperation of the hardware configuration and the software configuration. Those skilled in the art will understand that these functional blocks can be implemented in a variety of ways using combinations of hardware and software.
    [0008] The attitude correction ECU 100 is an example of a vehicle lamp control device. The attitude correction ECU 100 includes a receiver 102, a controller 104, a transmitter 106, a memory 108, and an acceleration sensor 110, which is an example of a tilt sensor. The attitude correction ECU 100 is installed for example near the dashboard of the vehicle 300. It will be noted that the position of the installation of the attitude correction ECU 100 is not limited thereto. The attitude correction ECU 100 may be arranged for example inside the headlight unit 210. On the other hand, the acceleration sensor 110 may be provided outside the correction ECU. of plate 100.
    [0009] The vehicle control ECU 302 and a lighting switch 304 are connected to the attitude correction ECU 100. A vehicle speed sensor 312, a foot brake sensor 314, a parking brake sensor 316 and a shift lever position sensor 318 are connected to the vehicle control ECU 302. The vehicle control ECU 302 can acquire various types of information from these sensors or the like and transmit the information acquired at the attitude correction ECU 100. For example, the vehicle control ECU 302 transmits the output value of the vehicle speed sensor 312 to the attitude correction ECU 100. Thus, the The attitude correction ECU 100 can detect the rolling condition of the vehicle 300. The foot brake sensor 314 outputs a signal indicative of an ACTIVATION / DISASSEMBLY change of the foot brake. The parking brake sensor 316 outputs a signal indicative of an ON / OFF change of the parking brake. The shift lever position sensor 318 outputs a signal indicative of a change in the position of the shift lever. The lighting switch 304 transmits an instruction signal for turning on / off the headlight unit 210, an instruction signal for executing an automatic pitch correction command or the like at a power supply 306, at the headset. vehicle control 302, at the attitude correction ECU 100 and / or the like, depending on the action of the driver. A signal outputted from the vehicle control ECU 302 or the illumination switch 304 to the attitude correction ECU 100 is received by the receiver 102. The receiver 102 also receives the output value of the sensor. Each signal received by the receiver 102 is transmitted to the controller 104. The controller 104 sets the angle of the optical axis O 0 of the lamp unit 10 using the output value of the acceleration sensor 110.
    [0010] The controller 104 includes an angle calculating section 1041, a setting instruction section 1042, and a non-static load varying notification section 1043. The angle calculating section 1041 generates angle information. the attitude of the vehicle 300 using the output value of the acceleration sensor 110 and information stored in the memory 108 if necessary. The setting instruction section 1042 generates a setting signal for adjusting the angle of the optical axis 00 of the lamp unit 10 using the attitude angle information generated by the angle calculation section. 1041. The adjustment instruction section 1042 also generates a hold signal for maintaining the angle of the optical axis 00 in response to an instruction of the angle calculation signal 1041. When a non-static load variation occurs produced due to a change of at least one of the foot brake, the parking brake and the position of the shift lever, the non-static load variation notification section 1043 outputs a signal indicating the appearance of the non-static load variation at the angle calculation section 1041. The controller 104 outputs the adjustment signal or the hold signal to the attitude correction actuator 226 via the EMETTEU The attitude correction actuator 226 is controlled based on the received adjustment signal to adjust the optical axis 0 of the lamp unit 10 relative to the direction of the angle. trim. When the hold signal is received, the attitude correction actuator 226 is not controlled and the angle of the optical axis O 0 is maintained. The contents of the automatic pitch correction command performed by the controller 104 and the operation of each section of the controller 104 will be described later in detail. The power supply 306 is mounted on the vehicle 300. The power supply 306 delivers electrical power to the attitude correction ECU 100, the vehicle control ECU 302 and the headlight unit 210. When for example an instruction to turn on the headlight unit 210 is given by the operation of the lighting switch 304, electrical energy is supplied to the light source 14 from the power supply 306 via a feed circuit 230. The automatic attitude correction control performed by the attitude correction ECU 100 having the above configuration will then be described. FIG. 3 is a schematic view for explaining (i) the acceleration vectors generated in the vehicle 300 and (ii) the angle of inclination of the vehicle 300 that can be detected by the acceleration sensor 110.
    [0011] For example, when a luggage is loaded on the rear of the vehicle or when a passenger is in the rear seat, the vehicle has a rearward inclined posture. When the luggage is unloaded or when the passenger in the back seat comes out, the vehicle in the rearward inclined posture tilts forward. The illumination direction of the lamp unit 10 also varies vertically depending on the posture of the vehicle 300 which leads to a change in the illumination distance forward. the attitude correction ECU 100 then determines the angle of inclination of the vehicle 300 in the attitude direction or a variation of the angle of inclination of the vehicle 300 in the attitude direction, after the output values of the acceleration sensor 110, and then sets the attitude angle of the optical axis 0 at an angle corresponding to the vehicle posture. When the automatic attitude correction command to perform the attitude correction adjustment of the lamp unit 10 in real time based on the vehicle posture is executed, the range of range of the illumination light to the front can be adjusted optimally, even if the posture of the vehicle is changed. The acceleration sensor 110 is, for example, a three-axis acceleration sensor having an X axis, a Y axis, and an Z axis, which are orthogonal to each other as sensor axes. The acceleration sensor 110 is mounted on the vehicle 300 in a desired posture. The acceleration sensor 110 detects the acceleration vectors generated in the vehicle 300. During the rolling of the vehicle 300, the acceleration of gravity and the acceleration of the movement produced by the movement of the vehicle 300 are generated in the vehicle 300 The acceleration sensor 110 can therefore detect a compound acceleration vector p obtained by combining (adding up) the gravitational acceleration vector G and the motion acceleration vector a, as shown in FIG. On the other hand, the acceleration sensor 110 can detect the gravitational acceleration vector G when the vehicle 300 is static. The acceleration sensor 110 outputs digital values of the respective components of the acceleration vector detected on the X axis, the Y axis and the Z axis. The numerical values of the components on the X axis, the Y axis and Z axis (components in the coordinate system of the sensor) output by the acceleration sensor 110 are converted into components of the front-rear axis, the right-left axis and the vertical axis (components in the vehicle coordinate system) of the vehicle 300 by means of the angle calculation section 1041 of the controller 104. Reference axis information indicating the positional relationship between the axes of the acceleration sensor 110 mounted on the vehicle 300, the vehicle axes 300 and the road surface angle are recorded in advance in the memory 108. Using the reference axis information, the angle calculation section 1041 can convert the components in the system of coordinates of the component sensor in the vehicle coordinate system.
    [0012] The inclination of the vehicle 300 with respect to the gravitational acceleration vector G can be determined from the detection value of the acceleration sensor 110 when the vehicle is static. That is, the total angle θ including the surface angle of the gold road and the vehicle posture angle θv can be determined from the output value of the acceleration sensor 110. The surface angle of the road Gold is the angle of inclination of the road surface with respect to the horizontal plane. The vehicle attitude angle θv is the angle of inclination of the vehicle 300 with respect to the road surface. The total angle θ is the angle of inclination of the vehicle 300 with respect to the horizontal plane. Note that the surface angle of the road Gold, the vehicle attitude angle θv and the total angle θ are angles in the pitch direction of the vehicle 300. An objective of the automatic attitude correction control consists in absorbing a variation of the illumination distance towards the front of the vehicle lamp produced by a variation of the angle of inclination in the direction of the pitch of the vehicle 300 so as to maintain optimal the range of distance towards the vehicle. before the lighting lamp. Consequently, the angle of inclination of the vehicle 300 required for the automatic attitude correction control is the vehicle attitude angle θv. That is, in the automatic pitch correction control, it is desired that the angle of the optical axis O 0 of the lamp unit 10 be adjusted when there is a variation of the angle of the position of the vehicle 0v and the angle of the optical axis Oo of the lamp unit 10 is maintained when there is a variation of the surface angle of the road Gold. To do this, it is necessary to extract information concerning the vehicle attitude angle θv of the total angle O. It will be noted that, as a basic attitude correction control, the controller 104 estimates the variation of the total angle θ as the variation the surface angle of the road Gold when the vehicle rolls and estimates the variation of the total angle 0 as the variation of the posture angle of the vehicle 0v when the vehicle is static. As a result, the vehicle attitude angle θv is determined from the total angle θ. When the vehicle is traveling, the vehicle attitude angle θv rarely changes due to the increase / decrease of the mounted load or the number of passengers. Consequently, the variation of the total angle θ when the vehicle is moving can be estimated as the variation of the surface angle of the road Gold. On the other hand, when the vehicle is static, the surface angle of the Gold road rarely varies due to the movement of the vehicle 300. Therefore, the variation of the total angle 0 when the vehicle is static can be estimated as the variation of the vehicle posture angle 0v. The variation of the total angle 0 produced by the increase / decrease of the mounted load or the number of passengers will be called the static load variation. Specifically, the vehicle 300 is placed on a horizontal surface in a manufacturing plant of a vehicle manufacturer, a dealer maintenance plant or the like. That is, the vehicle 300 is placed in a reference state. An initialization signal is then transmitted, for example, by operating a switch of an initialization processing device at the factory or in communication via a controller network system (CAN). During the initialization process, an initial aiming adjustment is made to adjust the optical axis 0 of the lamp unit 10 to an initial angle. In addition, the angle calculation section 1041 records and stores, in a RAM or in the memory 108, the output value of the acceleration sensor 110 in the reference state as a reference value (Gold = 0 °) the surface angle of the road Gold and reference value (0v = 0 °) of the vehicle posture angle 0v. In the case where the vehicle 300 is put into practical use, the controller 104 avoids adjusting the angle of the optical axis Oo or adjusting to maintain the angle of the optical axis Oo for a variation of the 0 total angle when the vehicle is driving. The variation of the total angle θ is recorded as a variation of the surface angle of the gold road. Specifically, the angle calculation section 1041 calculates the total angle θ at the current time (when the vehicle stops) according to the output value of the acceleration sensor 110 when the vehicle stops. The angle calculation section 1041 then subtracts the reference value from the vehicle posture angle θv from the current total angle θ to obtain the surface angle of the gold road (Gold reference value = 0 - 0v). The stored reference value of the gold road surface angle is then updated with the obtained gold road surface angle as a new gold road surface angle reference value. in addition, the angle calculation section 1041 provides the setting instruction section 1042 with an instruction for generating a hold signal for maintaining the angle of the optical axis 0o. In response to the instruction of the angle calculation section 1041, the setting instruction section 1042 generates and outputs a hold signal. Thus, the angle of the optical axis Oo is maintained at a current angle. Note that the adjustment instruction section 1042 may avoid outputting the adjustment signal to avoid adjusting the angle of the optical axis O 0 in order to maintain the angle of the optical axis O 0 at the angle current. When, for example, the angle calculating section 1041 does not transmit information about the vehicle attitude angle θv to the setting instruction section 1042, the setting instruction section 1042 may avoid generating the signal to avoid outputting the adjustment signal. Alternatively, when a signal to prevent the output of the adjustment signal is transmitted to the adjustment instruction section 1042 by the angle calculation section 1041, the adjustment instruction section 1042 may generate a control signal but avoid outputting the adjustment signal. In this way, the variation of the total angle θ when the vehicle is traveling is estimated as a variation of the surface angle of the gold road and incorporated into the reference value of the gold road surface angle. As noted above, for example, the expression "when the vehicle is moving" means a state in which a vehicle is located for a period of time from the moment when the detection value of the vehicle speed sensor 312 exceeds 0 until the detection value of the vehicle speed sensor 312 reaches 0. The expression "when a vehicle stops" means, for example, a state in which a vehicle is for a period of time. wherein the detection value of the acceleration sensor 110 becomes stable after the sensing value of the vehicle speed sensor 312 reaches 0. The expression "when the vehicle stops" can be conveniently determined based on experiments or simulations performed by a designer.
    [0013] The controller 104 outputs an adjustment signal for adjusting the angle of the optical axis O o in response to the change in the total angle θ when the vehicle is static. Specifically, when the vehicle is static, the angle calculation section 1041 repeatedly determines the total current angle θ from the output value of the acceleration sensor 110 according to a determined sequencing. The determined total angle θ is stored. The angle calculation section 1041 then subtracts the reference value of the surface angle of the gold route from the current total angle θ to obtain the vehicle posture angle θv (reference value 0v = 0 - gold ). The stored reference value of the vehicle posture angle θv is updated with the obtained vehicle posture angle θv as a new reference value of the vehicle posture angle θv. As a result, the variation of the total angle θ when the vehicle is rolling is estimated as a variation of the vehicle posture angle θv and incorporated in the reference value of the vehicle posture angle θv. It should be noted that, as mentioned above, the expression "when the vehicle is static" means, for example, a state in which a vehicle is located for a period from the moment when the detection value of the sensor d acceleration 110 becomes stable until the detection value of the vehicle speed sensor 312 exceeds 0. The expression "when the vehicle is static" can be conveniently determined based on experiments or simulations performed by a designer.
    [0014] The angle calculating section 1041 transmits the calculated vehicle attitude angle θv or the updated vehicle vehicle attitude angle reference value 0v to the adjustment instruction section 1042. The instruction section 1042 then generates an adjustment signal for the angle of the optical axis Oo using the calculated vehicle posture angle θv or the updated reference value of the vehicle posture angle θv. For example, the setting instruction section 1042 decides the angle of the optical axis Oo and generates an adjustment signal, using a conversion table in which the vehicle posture angle θv and the angle of the optical axis Oo are associated with each other. The conversion table is stored in advance in the memory 108. The generated adjustment signal is output to the attitude correction actuator 226 via the transmitter 106. In the correction control based on the above basic attitude, the variation of the total angle θ when the vehicle is static is estimated as a variation of the vehicle attitude angle θv. However, a variation of the total angle θ that is not a change in static load, i.e., a change in the total angle θ that must be excluded from an object for the adjustment of the angle of the optical axis 00, can occur even when the vehicle is static. An example of such a variation of the total angle θ that is not a static load variation may include a variation produced by a change of at least one of the foot brake, the parking brake and the position of the parking brake. shift lever. Such a variation of the total angle θ will be called non-static load variation. The non-static load variation is generated by applying or canceling a braking force to or from the wheels due to the AL I NATION / DISALLATION of the foot brake or the parking brake, a variation of the direction of rotation. applying or canceling the control torque to or from the wheels due to a change in the position of the shift lever, or a combination thereof. Specifically, for example, when the vehicle stops, the foot brake is generally ON to decelerate the vehicle 300 into the state where the parking brake is OFF and the position of the shift lever is a driving position (hereinafter D position). When the vehicle 300 stops completely, the parking brake is AL I IVÉ and the position of the shift lever changes from the D position to the parking position (hereinafter referred to as P position). After that, the foot brake is DESAL I IVÉ. When the foot brake goes from ON to OFF in the state where the parking brake is ON and the position of the shift lever is P, the braking force communicated to the wheels by the foot brake may to be canceled, generating a variation of the total angle θ, that is to say a non-static load variation. When the foot brake changes from ON to OFF, a non-static load change occurs whenever the position of the shift lever is the P position, the D position, the reverse position (referred to as after position R), the position of the neutral point (hereinafter N position) or the like. A non-static load variation may also occur when the parking brake is turned OFF in the condition where the foot brake is OFF, the parking brake is AL I IVE and the position of the shift lever is position P after the vehicle 300 has stopped. In addition, a non-static load variation may also occur when the parking brake is turned OFF in the condition where the foot brake is AL [NE, the parking brake is AL I IVÉ and the position of the shift lever speed is P or when the foot brake goes OFF when the foot brake is ON, the parking brake is OFF and the position of the shift lever is P. , a non-static load variation can also occur when the shift lever position goes into the state where both the foot brake and the parking brake are AL I JA / ES, in the state where the foot brake is OFF and the parking brake is ON or in the condition where the foot brake is ON and the parking brake is OFF. Those skilled in the art will understand that non-static load variation can occur due to changes in the foot brake, parking brake, and shift lever position, even in situations other than the situations above. Such non-static load variations frequently occur when the vehicle is static. As a result, when the optical axis is adjusted in response to non-static load variations when the vehicle is static, detection errors in the acceleration sensor 110 and so on can be accumulated in an extreme manner, degrading the accuracy of the automatic attitude correction control. If the road where the vehicle 300 is located is a slope, the vehicle 300 may descend slightly the slope although the parking brake is AU IVÉ or the position of the shift lever is the position P when the foot brake passes for example from ACTIVÉ to DÉSAL 11VÉ. In this case, the surface angle of the gold road may vary and appear as a variation of the total angle O. However, since the variation of the surface angle of the gold road is a variation when the vehicle is static, the variation is considered as a modification of the vehicle posture angle 0v in the basic attitude correction control. Such a change in the total angle θ produced by a variation in the surface angle of the gold road occurring due to the fact that the vehicle 300 is on a slope is also included as a non-static load variation. Accordingly, the controller 104 outputs a setting signal for adjusting the angle of the optical axis O 0 in response to a change in the total angle θ when the vehicle is static, except for the load variation. non-static produced by a change of at least one of the foot brake, the parking brake and the shift lever. On the other hand, the controller 104 outputs a hold signal to avoid outputting the adjustment signal or maintaining the optical angle θ in response to any non-static load variation when the vehicle is static and any variation of the total angle 0 when the vehicle is moving. Specifically, the angle calculation section 1041 determines the total angle θ based on the output value of the acceleration sensor 110 repeatedly when the vehicle is static. The non-static load variation notification section 1043 transmits a non-static load variation occurrence signal to the angle calculation section 1041 in response to a foot brake change signal received from the brake sensor. foot 314 when the vehicle is static. The non-static load variation notification section 1043 also transmits a non-static load variation occurrence signal to the angle calculation section 1041 in response to a parking brake change signal received from the brake sensor. parking station 316 or in response to a shift position signal of the shift lever received from the shift lever position sensor 318 when the vehicle is static. During a period ranging from a previous instant of determination of the total angle θ to the current instant of determination of the total angle θ, when the angle calculation section 1041 receives the variation occurrence signal non-static from the non-static load variation notification section 1043, i.e., when the controller 104 receives at least one of the foot brake change signal, the parking brake change signal and the position change signal of the shift lever, the angle calculation section 1041 provides the setting instruction section 1042 with an instruction for generating a hold signal. In response to the instruction, the adjustment instruction section 1042 outputs a hold signal. Consequently, it is possible to avoid modifying the angle of the optical axis 00 in response to a variation of the total angle θ at the current time with respect to the total angle θ at the previous instant, i.e. a non-static load variation when the vehicle is static. Note that the adjustment instruction section 1042 may avoid outputting the adjustment signal to maintain the current angle of the angle of the optical axis 00. The variation of the total angle 0 to the moment current relative to the total angle 0 at the previous instant "is equal to the difference between the vehicle posture angle θv obtained by subtracting the reference value from the surface angle of the road Gold from the total angle 0 at the previous instant and the posture angle of the vehicle 0v obtained by subtracting the reference value of the surface angle of the gold route from the total angle θ at the current instant. During the period from the previous instant of determination of the total angle θ to the current instant of determination of the total angle θ, when the angle calculation section 1041 does not receive the signal of occurrence of non-static load variation from the non-static load variation notification section 1043, i.e., when the controller 104 receives no signal from the foot brake change signal, the parking brake and the shift position signal of the shift lever, the angle calculation section 1041 executes the basic attitude correction command. That is, the angle calculating section 1041 records the vehicle posture angle θv obtained by subtracting the reference value from the gold road surface angle from the total angle θ determined to the current time, as a new reference value of the vehicle posture angle 0v. The adjustment instruction section 1042 then outputs an adjustment signal based on the obtained vehicle posture angle θv or the new vehicle attitude angle reference value θv.
    [0015] The basic attitude correction control is performed in response to a change in the total angle θ when the vehicle is traveling. That is, when the vehicle stops, the angle calculation section 1041 determines the total angle θ from the output value of the acceleration sensor 110, subtracting the reference value from the vehicle angle 0v of the total angle determined 0 to obtain the surface angle of the road Gold and record the surface angle of the obtained road Gold as a new reference value of the surface angle from the Golden Road.
    [0016] In this manner, the controller 104 determines the difference between the value of the total angle θ obtained at the previous instant and the value of the total angle θ obtained at the current time as a non-static load variation when there is a change of at least one of the foot brake, the parking brake and the position of the shift lever during the period from the previous instant of calculation of the total angle 0 to the the current instant of calculation of the total angle O. The controller 104 then avoids modifying the angle of the optical axis Oo in response to the non-static load variation. Thus, the variations of the total angle θ when the vehicle is static can be classified in static load variations to be considered as objects for the adjustment of the optical axis and non-static load variations to be excluded objects for the adjustment of the optical axis, and the optical axis can be adjusted in response only to static load variations. As a result, the accuracy of the automatic attitude correction control can be improved. In addition, when the angle calculation section 1041 receives a non-static change occurrence signal during the period from the previous instant of determination of the total angle θ to the current time of determination of the 0 total angle, the angle calculation section 1041 not only does not maintain the angle of the optical axis Oo despite the variation of the total angle 0 but also subtracts the reference value of the angle of vehicle position 0v of the total angle 0 determined at the current time so as to calculate the surface angle of the road Gold. The surface angle of the obtained route Gold is stored as a new reference value of In this way, a non-static load variation when the vehicle is static can be incorporated in the reference value of the surface angle of the gold road. As a result, the variation in Non-static charge can be eliminated in the AC lcul the vehicle posture angle 0v that will be performed for a future static load variation occurring when the vehicle is static. It is therefore possible to further improve the accuracy of the automatic pitch correction control. It should be noted that an error in the non-static load variation incorporated into the reference value of the surface angle of the gold road can be eliminated by calculating the surface angle of the gold road to be made at one time. next or the vehicle will be static. Fig. 4 is a flowchart of the automatic attitude correction control to be performed by the vehicle lamp controller according to the explanatory embodiment. This flowchart is executed repeatedly according to a predetermined sequencing by the controller 104 when the ignition is ON in the state where an instruction to execute an automatic pitch correction control mode has been, for example, provided by the switch. The run ends when the ignition is OFF.
    [0017] The controller 104 first determines whether the vehicle 300 is static (S101). When the vehicle 300 is not static (N at S101), that is to say when the vehicle 300 rolls, the controller 104 ends this routine. When the vehicle 300 is static (0 at S101), the controller 104 determines whether the vehicle was driving (N at S101) during the static determination of the vehicle of step S101 in the routine executed at the same time. previous instant (S102). When the vehicle 300 was rolling during the previous determination (0 in S102), the controller 104 subtracts the reference value from the vehicle posture angle θv from the current total angle θ so as to calculate the Gold road surface angle (S103). The controller 104 updates the gold road surface angle reference value with the obtained gold road surface angle as a new reference value (S104) and completes this routine. That is, the change in the angle of the optical axis O 0 in response to a change in the total angle θ when the vehicle is traveling is avoided.
    [0018] When the vehicle 300 did not roll during the previous determination (N at S102), the controller 104 determines the total angle θ (S105). The controller 104 then determines whether there has been a non-static load variation between the determination of the total angle θ at step S105 of the subroutine executed at the previous instant and the determination of the total angle 0 executed the same at the current time (S106). The fact that there has been a non-static load variation can be determined based on the fact that at least one of a foot brake change signal, a parking brake change signal and a parking brake change signal. change of shift lever position signal has been received, i.e. if a non-static load change occurrence signal has been transmitted from the non-static load change notification section 1043 at the angle calculation section 1041. When there has been a non-static load variation between the determination of the total angle 0 to the previous instant and the determination thereof at the current instant ( 0 to S106), the controller 104 subtracts the reference value of the posture angle of the vehicle Ov from the current total angle θ so as to calculate the surface angle of the road Gold (S107). The controller 104 then updates the gold road surface angle reference value with the obtained gold road surface angle as a new reference value (S108) and completes this routine. As a result, the variation of the angle of the optical axis O o in response to a non-static load variation occurring when the vehicle is static is avoided. When there has been no non-static load variation between the determination of the total angle θ at the previous instant and the determination of it at the current instant (N at S106), the controller 104 subtracts the reference value of the gold road surface angle from the current total angle θ to calculate the vehicle posture angle θv (S109). The controller 104 then updates the vehicle attitude angle reference value 0v with the obtained vehicle posture angle θv as a new vehicle attitude angle reference value 0v (S110). . The controller 104 adjusts the angle of the optical axis Oo to an angle corresponding to the reference value obtained from the vehicle posture angle 0v (S111) and ends this routine. As described above, in the attitude correction ECU 100 according to the explanatory embodiment, the angle of the optical axis O 0 is changed in response to a change in the total angle θ when the vehicle is static except for the non-static load variation, and the variation of the optical axis angle Oo is avoided for the non-static load variation when the vehicle is static and the change in the total angle 0 when the vehicle is rolling. Specifically, the controller 104 avoids modifying the angle of the optical axis 00 when it receives at least one of a foot brake change signal, a parking brake change signal and a change signal of the position of the shift lever during the period from the previous instant of determination of the total angle θ to the current instant of determination of the total angle θ. It is thus possible to eliminate a misalignment of the optical axis that can occur when the optical axis is set in response to a non-static load variation to be excluded from objects for adjustment of the optical axis. It is therefore possible to improve the accuracy of the automatic attitude correction control. The present invention is not limited to the explanatory embodiment above. Modifications including various variations of the design may be made on the explanatory embodiment based on the knowledge of those skilled in the art. Any embodiment to which such a modification has been applied is also included within the scope of the present invention. A new embodiment produced by combining the above explanatory embodiment and a modification has both the effect of the combined embodiment and the effect of the combined modification. The attitude correction ECU 100 according to the above explanatory embodiment receives signals from the foot brake sensor 314, the parking brake sensor 316 and the shift lever position sensor 318. and determines all of the reception of a foot brake change signal, the reception of a parking brake change signal and the receipt of a shift position signal of the shift lever, such as occurrence of non-static load variations. However, the present invention is not limited to this configuration. That is, the accuracy of the automatic attitude correction control can be improved in a configuration in which the signals output from at least one of the foot brake sensor, the parking brake sensor. and the position sensor of the shift lever can be received and a change in the angle of the optical axis Oo can be avoided for a non-static load variation produced by changes of at least one of the foot, the parking brake and the position of the shift lever. In addition, in the situation where the vehicle 300 is put into practical use, a non-static load variation can often occur when the foot brake is changed, in comparison with the moment when the brake is released. parking or the position of the shift lever is changed. It is therefore preferable that a modification of the angle of the optical axis Oo is avoided at least for a non-static load variation produced by a change of the foot brake. Thus, decreasing the accuracy of the automatic pitch correction control produced by the non-static load variation can be more safely suppressed. In addition, the occurrence of a non-static load variation can be determined only when a foot brake change signal is received while the adjustment of the angle of the optical axis O 0 is performed as usually when a parking brake change signal or a change of position signal of the shift lever is received. In this case, the automatic attitude correction control can be simplified by eliminating the decrease in the accuracy of the automatic attitude correction control.
    [0019] In the explanatory embodiment above, the reference value of the surface angle of the road Gold is subtracted from the total angle θ to update the reference value of the vehicle posture angle θv and the reference value of the vehicle attitude angle 0v is subtracted from the total angle θ to update the reference value of the surface angle of the road Gold. However, the reference values can be set to day as follows. That is, the angle calculating section 1041 calculates the difference 3.01 of the total angle θ (variation of the total angle θ) before and after rolling of the vehicle when the vehicle stops. The difference A01 is then added to the reference value of the gold road surface angle to obtain a new gold road surface angle reference value (new gold reference value = gold reference value + A01) and update the reference value of the surface angle of the gold road with it. The angle calculation section 1041 can calculate the difference A01 as follows. That is, just after starting the vehicle 300, the angle calculating section 1041 stores the total angle θ obtained just before starting as a reference value of the total angle θ. When the vehicle stops, the angle calculation section 1041 then subtracts the reference value from the total angle θ of the total current angle θ (when the vehicle stops) so as to calculate the difference Δ01. The expression "just after start-up" means, for example, a predetermined period after the detection value of the vehicle speed sensor 312 has exceeded 0. The expression "just before starting" means for example, a predetermined time before that the detection value of the vehicle speed sensor 321 does not exceed 0. "Just after start-up" and "just before start-up" can be adjusted appropriately based on experience or simulations performed by the designer . In addition, the angle calculation section 1041 calculates the difference 002 (variation of the total angle θ) between the total current angle θ and the stored reference value of the total angle θ when the vehicle is static. For example, when the difference A02 is calculated for the first time after the vehicle 300 has stopped, the reference value of the total angle θ used at this instant is the total angle θ obtained when the difference Δ01 has been calculated, that is to say the total angle 0 obtained when the vehicle stops. When the difference A02 is calculated for the second time or the following times, the reference value of the total angle θ is a total angle θ obtained when the difference A02 has been calculated at the previous instant. The angle calculation section 1041 then adds the difference A02 with the reference value of the vehicle posture angle θv to obtain a new reference value of the vehicle posture angle θv (new reference value 0v = reference value 0v + A02) and update the reference value of the posture angle of the vehicle 0v with it. In the above explanatory embodiment, the acceleration sensor 110 is used as the inclination sensor. However, the tilt sensor may be a gyro sensor (angular velocity sensor or angular acceleration sensor), a geomagnetic sensor, or the like.
    权利要求:
    Claims (4)
    [0001]
    REVENDICATIONS1. A lamp control device for a vehicle characterized in that it comprises: a receiver (102) configured to receive the output value of a tilt sensor and a signal outputted by at least one of a brake sensor. foot, a parking brake sensor and a shift lever position sensor, wherein the total angle which is the angle of inclination of the vehicle relative to the horizontal plane can be determined from the value of tilt sensor output, and the total angle includes the surface angle of the road which is the angle of inclination of the road surface relative to the horizontal plane and the vehicle posture angle that is the angle of inclination of the vehicle with respect to the road surface, and a controller (104) configured to adjust the angle of the optical axis of a vehicle lamp using the sensor output value of tilt, in which the controller (104) is configured urged to output a setting signal for adjusting the angle of the optical axis of the vehicle lamp in response to a change in the total value when the vehicle is static, except for a non-load variation. static produced by a change of at least one of the foot brake, the parking brake and the position of the shift lever, and wherein the controller (104) is configured to avoid outputting the control signal or outputting a hold signal for maintaining the angle of the optical axis in response to static load variation when the vehicle is static and the variation of the total angle as the vehicle is traveling.
    [0002]
    A vehicle lamp control apparatus according to claim 1, wherein the controller (104) is configured to repeatedly determine the total angle from the output value when the vehicle is static, and wherein the controller (104) is configured to avoid outputting the adjustment signal or outputting the sustain signal in response to a change between the total angle determined at a previous instant and the total angle determined at the current time when the receiver (102) receives at least one of a foot brake change signal, a parking brake change signal, and a shift lever position change signal for a period of time from the previous instant of determination of the total angle up to the current instant of determination of the total angle.
    [0003]
    The vehicle lamp control apparatus according to claim 2, wherein the controller (104) is configured to store a reference value of the road surface angle and a reference value of the posture angle. of the vehicle, in which, when the vehicle is static, in the case where the receiver (102) does not receive the change signal during the period from the previous instant of determination of the total angle to the instant total angle determining current, the controller (104) subtracts the reference value of the road surface angle from the determined total angle at the current time so as to obtain the posture angle of the vehicle , stores the posture angle of the vehicle obtained as a new reference value of the posture angle of the vehicle and outputs the adjustment signal based on the posture angle of the vehicle obtained or on the new value referen this of the posture angle of the vehicle, and in the case where the receiver (102) receives the change signal in the period from the previous instant of determination of the total angle to the current time of determination of the total angle, the controller (104) subtracts the reference value of the vehicle posture angle from the total angle determined at the current time so as to obtain the surface angle of the road and stores the surface angle of the road obtained as a new reference value of the road surface angle, and wherein, when the vehicle stops, the controller (104) determines the total angle according to the output value subtracts the reference value of the vehicle posture angle from the total angle determined to obtain the road surface angle and stores the surface angle of the obtained road as a new value reference to the road surface value.
    [0004]
    A vehicle lamp control apparatus according to any one of claims 1 to 3, wherein the controller (104) is configured to avoid outputting the adjustment signal or outputting the sustain signal in response a non-static load variation produced by a foot brake change when the vehicle is static.
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    同族专利:
    公开号 | 公开日
    JP6285261B2|2018-02-28|
    CN104972960B|2017-07-18|
    JP2015202757A|2015-11-16|
    US20150291082A1|2015-10-15|
    US9365152B2|2016-06-14|
    FR3019781B1|2020-03-13|
    CN104972960A|2015-10-14|
    DE102015206687A1|2015-10-15|
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    法律状态:
    2016-03-11| PLFP| Fee payment|Year of fee payment: 2 |
    2017-02-27| PLFP| Fee payment|Year of fee payment: 3 |
    2018-02-28| PLFP| Fee payment|Year of fee payment: 4 |
    2019-02-15| PLSC| Search report ready|Effective date: 20190215 |
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    2020-03-04| PLFP| Fee payment|Year of fee payment: 6 |
    2021-03-09| PLFP| Fee payment|Year of fee payment: 7 |
    优先权:
    申请号 | 申请日 | 专利标题
    JP2014082526|2014-04-14|
    JP2014082526A|JP6285261B2|2014-04-14|2014-04-14|Control device for vehicular lamp|
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