• 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 control device of a vehicle fire device comprises a reception unit (102) and a control unit (104). The control unit (104) includes a timing determining unit (104c) configured to determine a control timing of an actuator configured to change a posture of the vehicle fire device. The timing determining unit (104c) controls the actuator when a number of acquisitions of the output values of the acceleration sensor (110) reaches a first number while a vehicle speed is less than a predetermined value , and controls the actuator when the number of acquisitions of the output values of the acceleration sensor (110) reaches a second number smaller than the first number while the vehicle speed is equal to or greater than the predetermined value.
    公开号:FR3044390A1
    申请号:FR1661726
    申请日:2016-11-30
    公开日:2017-06-02
    发明作者:Yuichi Watano；Takahisa Nakamura
    申请人:Koito Manufacturing Co Ltd；
    IPC主号:
    专利说明:

    FIELD
    [0001]
    The present invention relates to a control device of a vehicle fire device and a vehicle fire device system and, more particularly, to a vehicle fire device and a vehicle fire device system for use in an automobile and the like.
    CONTEXT
    [0002]
    In the prior art, the automatic headlight height adjustment control automatically adjusts an optical axis position of a vehicle headlight in accordance with a vehicle tilt angle and changes a steering direction. lighthouse lighting is known. In general, during the automatic headlight height adjustment control, the optical axis position of the headlight is adjusted based on a pitch angle of the vehicle derived from an output value of a headlight sensor. vehicle height. In this regard, Japanese Patent Application Publication No. 2012-106719A discloses a control device for a vehicle fire device configured to perform automatic headlight height adjustment control using an acceleration sensor.
    [0003]
    When the acceleration sensor is used, it is possible to realize an automatic headlight height adjustment system at lower cost and lighter compared to a configuration in which the vehicle height sensor is used.
    [0004]
    As a result, it is possible to realize a low cost and lightweight vehicle. However, even when the acceleration sensor is used, there is still a need to further increase the accuracy of the automatic headlamp height adjustment control.
    ABSTRACT
    The invention has been made taking into account the above situations, and an object of the invention is to provide a technology for increasing the accuracy of the control of automatic adjustment of headlight height of a device of vehicle fire.
    [0006]
    In order to achieve the above object, an aspect of the invention provides a control device of a vehicle fire device.
    The controller comprises: a receiver unit configured to receive a signal indicative of an output value of an acceleration sensor; and a control unit configured to derive a tilt angle of a vehicle or a change amount of the tilt angle using the output value of the acceleration sensor obtained during the movement of the vehicle, the unit control device being configured to control an optical axis angle of the vehicle fire device. The control unit includes a timing determining unit configured to determine a control timing of an actuator configured to change a posture of the vehicle fire device. The timing determining unit controls the actuator when a number of acquisitions of the output values of the acceleration sensor reaches a first number while a vehicle speed is below a predetermined value, and controls the actuator when the number of acquisitions of the output values of the acceleration sensor reaches a second number lower than the first number when the vehicle speed is equal to or greater than the predetermined value.
    In this aspect, it is possible to increase the accuracy of the automatic headlamp height adjustment control of the vehicle fire device.
    [0007]
    In the above aspect, the acceleration sensor can derive acceleration from the vehicle in a front-to-rear direction of the vehicle and in a top-to-bottom direction of the vehicle. The control unit may be configured to plot the output values of the acceleration sensor on the coordinates in which the acceleration in the front-rear direction of the vehicle is fixed on a first axis and the acceleration in the upper direction- The bottom of the vehicle is fixed on a second axis, and to deduce the angle of inclination or the amount of change of the angle of inclination from a gradient of a line obtained from the points drawn.
    Thus, a curve showing the output values of the acceleration sensor can be determined in a coordinate system having a first axis representing the acceleration in the front-rear direction of the vehicle and a second axis representing the acceleration in the upper-lower direction. of the vehicle.
    On the other hand, in the above aspect, a control device of a vehicle fire device can derive a summed angle, which is an angle of inclination of the vehicle relative to a horizontal surface, including a surface angle road angle, which is an angle of inclination of a road surface with respect to the horizontal surface, and a vehicle attitude angle, which is an angle of inclination of the vehicle with respect to the road surface, from the output value of the acceleration sensor. The control unit may be configured to maintain a road surface angle reference value and a vehicle posture angle reference value. The control unit can be configured to execute a first command and a second command.
    In the first control, the control unit derives the summed angle using the output value of the acceleration sensor, outputs an adjustment signal to order the adjustment of the optical axis angle with respect to a change of the summed angle during the stopping of the vehicle, maintains the vehicle posture angle, which is obtained by including the amount of change of the summed angle in the vehicle posture angle reference value, in as a new reference value, avoids the generation or the output of the adjustment signal or delivers a retaining signal to maintain the optical axis angle with respect to a change in the summed angle during the movement of the vehicle, and maintains the road surface angle, which is obtained by including the amount of change of the summed angle in the road surface angle reference value, as a new reference value.
    In the second command, the control unit derives the vehicle posture angle or the amount of change of the vehicle posture angle from the gradient of the line, and outputs the adjustment signal using the vehicle postural angle deduced or the amount of change of vehicle postural angle deduced.
    [0008]
    Another aspect of the invention provides a vehicle fire device system.
    The vehicle fire device system comprises: a vehicle fire device capable of adjusting an optical axis; an acceleration sensor; and the control device of the vehicle fire device according to one of the aspects described above.
    [0009]
    According to the invention, it is possible to improve the accuracy of the automatic headlamp height adjustment control of the vehicle fire device.
    BRIEF DESCRIPTION OF THE DRAWINGS
    [0010]
    Fig. 1 is a schematic vertical sectional view of a headlight unit comprising a vehicle fire device, which is a control target of a control device.
    Figure 2 is a block diagram to illustrate the operating cooperation of the headlight unit, a vehicle control ECU and a headlight height adjustment ECU.
    Figure 3 schematically illustrates an acceleration vector that appears in a vehicle and a tilt angle of the vehicle that can be detected by an acceleration sensor.
    Figures 4A and 4B schematically illustrate a relationship between a direction of an acceleration vector due to vehicle movement and a vehicle posture angle.
    Fig. 5 is a graph showing a relationship between acceleration in a front-to-back direction of the vehicle and acceleration in an upper-lower direction of the vehicle.
    Figures 6A and 6B schematically show changes in an amount of difference of an optical axis angle, a difference amount of a vehicle posture angle calculated by a control unit, a control state of an actuator and a number of output values of the acceleration sensor acquired by the control unit during correction processing.
    Fig. 7 is a flow chart showing an example of automatic headlight height adjustment control which is performed by the vehicle fire device control device according to one embodiment.
    DETAILED DESCRIPTION
    [0011]
    Hereinafter, the invention will be described with reference to the drawings, based on a preferred embodiment. Identical or equivalent elements, members, and constituent processes shown in the respective drawings are indicated by the same reference signs, and the redundant descriptions are omitted. Furthermore, the embodiment is not intended to limit the invention and is just an example, and all the features and combinations described in the embodiment are not necessarily essential to the invention.
    [0012]
    In the description "while moving the vehicle" means a period of time after an output value of a vehicle speed sensor 312 (to be described later) has passed zero (0) until the value the output of the vehicle speed sensor 312 becomes equal to zero (0), for example. The description "when stopping the vehicle" means that an output value of an acceleration sensor 110 (which will be described later) becomes stable after the output value of the vehicle speed sensor 312 has become equal to zero (0), for example. The description "immediately after starting the vehicle" means a predetermined time after the output value of the vehicle speed sensor 312 has exceeded zero (0), for example. The description "immediately before starting the vehicle" means a time before a predetermined time after the output value of the vehicle speed sensor 312 has exceeded zero (0), for example. The description "during the stopping of the vehicle" means a period of time after the output value of the acceleration sensor 110 has become stable until the output value of the vehicle speed sensor 312 exceeds zero (0 ), for example. The description "... becomes stable" means that a unit time change amount of the output value of the acceleration sensor 110 becomes a predetermined amount or less, or means after a predetermined time (for example, 1 to 2 seconds) has elapsed since the moment when the output value of the vehicle speed sensor 312 has become equal to zero (0), for example. The description "the vehicle 300 is stationary" means that the vehicle 300 is in a state "when the vehicle is stopped" or "during the stopping of the vehicle". 'During vehicle movement', 'when stopping the vehicle', 'immediately after starting the vehicle', 'immediately before starting the vehicle', 'during the stopping of the vehicle', '... becomes stable "and" predetermined quantity "can be appropriately established on the basis of tests or simulations by a designer.
    [0013]
    Fig. 1 is a schematic vertical sectional view of a headlight unit comprising a vehicle light device, which is a control target of a control device according to one embodiment. A headlight unit 210 has a structure such that a pair of symmetrically formed headlight units are respectively arranged on the left and right sides in a width direction of the vehicle. Since a right headlight unit 210R and a left headlight unit 210L have substantially the same configuration, a structure of the right headlight unit 210R will be described below. The headlight unit 210R includes a fire body 212 having an opening on a vehicle front side and a translucent hood 214 configured to cover the opening. The fire body 212 has a detachable hood 212a on a rear side of the vehicle. A fire chamber 216 is formed by the fire body 212 and the translucent hood 214. In the fire chamber 216, a fire device unit 10 serving as a vehicle fire device is housed.
    The fire device unit 10 is provided with a fire support 218 having a pivot mechanism 218a, which is a pivot center in a top-bottom direction of the fire device unit 10. Fire support 218 is screwed with a sight adjustment screw 220 supported on the fire body 212. A rotary shaft 222a of a pivoting actuator 222 is attached to a lower surface of the fire device unit 10. L The pivoting actuator 222 is attached to a unit support 224. The unit support 224 is connected to a headlight height adjustment actuator 226. The headlight height adjustment actuator 226 is configured by a motor. configured to advance and retract a rod 226a in the directions of arrows Μ, N, for example, and the like. For example, a DC motor is used as a motor configuring the headlight height adjustment actuator 226. The fire device unit 10 is configured to adopt a backward inclined posture. and a forwardly inclined posture as the rod 226a is advanced and retracted in the arrow directions Μ, N. As a result, the headlight height adjustment adjustment of having a pitch angle an optical axis O is directed downwards and upwards can be performed. That is, the headlight height adjustment actuator 226 corresponds to an actuator configured to change the posture of the fire device unit 10.
    The fire device unit 10 comprises a screen mechanism 18, which comprises a rotating screen 12, a light source 14, a fire device housing 17 configured to support a reflector 16 on an inner wall of the and a projection lens 20. An incandescent lamp, a halogen lamp, a discharge lamp, an LED or the like may be used as the light source 14. The reflector 16 has an at least partially ellipsoidal shape, and is configured to reflect the light emitted from the light source 14. The portions of the light emitted from the light source 14 and the light reflected on the reflector 16 are guided towards the projection lens 20 by the light source 14. 12. The rotating screen 12 is a cylindrical member configured to be able to rotate about the rotary shaft 12a, and has a notched portion and a plurality of e screen plates (not shown). The notched portion or any of the screen plates is moved on the optical axis O, so that a predetermined light distribution pattern is formed. The projection lens 20 is a plano-convex aspherical lens, and is configured to project a light source image, which is formed on a back focal surface, onto a virtual vertical screen at the front of the fire device, as a only reversed. However, the structure of the fire device unit 10 is not limited to the above example. For example, a reflection type fire device unit having a shutter-type screen or lacking a projection lens 20 may also be used.
    [0016]
    Fig. 2 is a functional flowchart for illustrating the operating cooperation of the headlight unit, a vehicle control ECU and a headlight height adjustment ECU. However, in FIG. 2, the headlight unit 210R and the headlight unit 210L are integrated as a headlight unit 210. In addition, a headlight height adjustment ECU 100 and a head control ECU 100 are provided. Vehicle 302 is implemented by a CPU of a computer, an element comprising a memory, or a circuit, as a hardware configuration, and implemented by a computer program or the like, as a software configuration. However, in Fig. 2, the headlight height adjustment ECU 100 and the vehicle control ECU 302 are shown as functional blocks to be implemented by cooperation of the hardware and software configurations. One skilled in the art can understand that functional blocks can be implemented in various forms by a combination of hardware and software.
    The headlight height adjustment ECU 100 serving as a control device of the vehicle fire device comprises a reception unit 102, a control unit 104, a transmission unit 106, a memory 108 and an acceleration sensor 110. The headlight height adjustment ECU 100 is provided in the vicinity of a dashboard of the vehicle 300, for example. However, the prediction position of the headlight height adjustment ECU 100 is not particularly limited and may be provided in the headlamp unit 210, for example. On the other hand, the acceleration sensor 110 may be provided outside the headlight height adjustment ECU 100. The headlight height adjustment ECU 100 is connected to the vehicle control ECU 302, to a lighting switch 304 and the like. The signals delivered from the vehicle control ECU 302, the lighting switch 304 and the like are received by the receiving unit 102. In addition, the receiving unit 102 is configured to receive a signal indicative of an output value of the acceleration sensor 110.
    The vehicle control ECU 302 is connected to a steering sensor 310, a vehicle speed sensor 312, a navigation system 314 and the like. The signals delivered from these sensors are received by the receiving unit 102 of the headlight height adjustment ECU 100 via the vehicle control ECU 302. The vehicle speed sensor 312 is a sensor configured to calculate a vehicle speed 300 based on the rotational speeds of the wheels, for example. The lighting switch 304 is configured to transmit a signal to command the switching on or off of the headlight unit 210, a signal to request the execution of a headlight height adjustment control, and the like to a power supply 306, the vehicle control ECU 302, the headlight height adjustment ECU 100 and the like according to a user's operation.
    [0019]
    The signal received by the receiving unit 102 is transmitted to the control unit 104. The control unit 104 is configured to perform the automatic headlamp height adjustment command of deriving an angle of inclination of the vehicle 300 or a change amount thereof using the output value of the acceleration sensor 110, and outputting an adjustment signal of a pitch angle (hereinafter, the pitch angle is called from as appropriate an optical axis angle θο) of the optical axis O of the fire device unit 10. The control unit 104 comprises an angle calculation unit 104a, an adjustment instruction unit 104b , and a timing determining unit 104c.
    The angle calculation unit 104a is configured to generate pitch angle information of the vehicle 300 using the output value of the acceleration sensor 110 and, if necessary, information stored in a random access memory. (not shown) of the headlight height adjustment ECU 100. The adjustment instruction unit 104b is configured to generate an adjustment signal for ordering adjustment of the optical axis angle θο of the fire device unit 10 using the pitch angle information generated in the angle calculation unit 104a. The adjustment instruction unit 104b is configured to deliver the generated adjustment signal to the headlight height adjustment actuator 226 through the transmission unit 106. The adjustment actuator headlight height 226 is configured to drive based on the received adjustment signal and the optical axis O of the fire device unit 10 is thus adjusted with respect to a pitch angle direction. The timing determining unit 104c is configured to determine a control timing of the headlight height adjusting actuator 226. The operations of the respective units of the control unit 104 will be described in detail later.
    [0021]
    The vehicle 300 is provided with a power supply 306 configured to provide power to the headlight height adjustment ECU 100, the vehicle control ECU 302 and the headlight unit 210. of the headlight unit 210 is requested by an actuation of the lighting switch 304, the power is supplied from the power supply 306 to the light source 14 via a power supply circuit 230. The provision of Power supply 306 to the headlight height adjustment ECU 100 is performed when an ignition switch is closed and is stopped when the ignition switch is open.
    (Automatic adjustment control of headlight height)
    Next, the automatic headlight height adjustment control which is performed by the headlight height adjustment ECU 100 having the configuration described above is described. Figure 3 schematically illustrates an acceleration vector that appears in the vehicle and a vehicle tilt angle that can be detected by the acceleration sensor.
    [0023]
    For example, when luggage is loaded into a trunk of the vehicle or when a passenger sits in a rear seat, a vehicle posture adopts an inclined posture to the rear, and when the luggage is unloaded from the trunk or when the passenger seated in the rear seat exits the vehicle, the vehicle posture is tilted forward from the state of the posture tilted backward. When the vehicle 300 adopts the backward inclined posture or the forward inclined posture, a lighting direction of the fire device unit 10 also varies in the upper-lower direction, so that a distance lighting forward becomes longer or shorter. As a result, the headlight height adjustment ECU 100 is configured to set the optical axis angle θο at an angle corresponding to the vehicle position by deriving an angle of inclination in the pitch direction of the vehicle 300 or a change amount thereof from the output value of the acceleration sensor 110. By executing the automatic headlamp height adjustment command of adjusting the headlight height adjustment of the headlight. Real-time fire device unit 10 based on the vehicle posture, it is possible to optimally adjust a range distance of the lighting light forward even when the vehicle posture changes.
    [0024]
    In the embodiment, the acceleration sensor 110 is a three-axis acceleration sensor having X, Y and Z axes perpendicular to each other. The acceleration sensor 110 is attached to the vehicle 300 in an arbitrary posture and is configured to detect an acceleration vector that appears in the vehicle 300. In the vehicle 300, during travel, acceleration due to gravity and acceleration due to the movement, which appears due to the movement of the vehicle 300, appear. For this reason, the acceleration sensor 110 can detect a resultant acceleration vector β of an acceleration vector due to gravity G and an acceleration vector due to motion a, as shown in FIG. Furthermore, during the stopping of the vehicle 300, the acceleration sensor 110 can detect the acceleration vector due to gravity G. The acceleration sensor 110 is configured to output the digital values of the respective axis components. detected acceleration vectors.
    [0025]
    Since the acceleration sensor 110 is attached to the vehicle 300 in an arbitrary position, the X, Y and Z axes (the sensor-side axes) of the acceleration sensor 110 do not always correspond with a front-rear axis, a left-right axis and an upper-lower axis (vehicle-side axes) of the vehicle 300 determining a vehicle posture 300 in a state in which the acceleration sensor 110 is mounted on the vehicle 300. For this reason, the control unit 104 is necessarily configured to convert the components of the three axes to be output from the acceleration sensor 110, i.e., the components of a sensor coordinate system, into the components of the three axes of the vehicle 300, i.e., the components of a vehicle coordinate system. In order to calculate the tilt angle of the vehicle 300 by converting the axis components of the acceleration sensor 110 into the vehicle axis components 300, reference axis information, which indicates a positional relationship between the axes of the acceleration sensor 110 attached to the vehicle 300, the axes of the vehicle 300 and a road surface angle, are necessary. Therefore, the control unit 104 is configured to generate the reference axis information as follows.
    First, in a vehicle manufacturer's manufacturing plant, a dealer maintenance plant and the like, the vehicle 300 is placed on a road surface (appropriately called, hereinafter, reference road surface) designed to be parallel to a horizontal surface so that it is in a first reference state. In the first reference state, the vehicle 300 is in a state in which a passenger is seated in a driver's seat. Then, an initialization signal is transmitted by a switch operation of a boot processing apparatus in the factory, by a communication of a CAN (Controller Area Network) system, or the like. When the initialization signal is received, the control unit 104 executes a predetermined initialization process. In the initialization process, an initial aim adjustment is made and the optical axis O of the fire device unit 10 is adjusted to an initial angle. On the other hand, the control unit 104 is configured to associate the positional relationship between the acceleration sensor coordinate system 110, the vehicle coordinate system 300, and the reference road surface (that is, the horizontal surface). ) on which the vehicle 300 is positioned.
    That is, the control unit 104 is configured to record the output value of the acceleration sensor 110 in the first reference state in a random access memory in the control unit 104 or in the memory 108, as the first reference vector SI = (XI, Y1, Z1). The memory 108 is a non-volatile memory. Then, the vehicle 300 goes into a second state in which only the pitch angle is different from that of the first state. For example, it is possible to move the vehicle 300 into the second state by applying a load to a front portion or a rear portion of the vehicle 300 in the first state. The control unit 104 is configured to record the output value of the acceleration sensor 110 in the second state in the RAM or memory 108, as the second reference vector S2 = (X2, Y2, Z2).
    [0028]
    When the first reference vector SI is acquired, the positional relationship between the axes of the acceleration sensor side and the reference road surface is associated, so that it is possible to perceive a difference between the Z axis of the acceleration sensor 110 and the upper-lower axis of the vehicle 300. Furthermore, it is possible to perceive the differences between the front-rear and left-right axes of the vehicle 300 and the X and Y axes of the sensor. acceleration 110 from a change in the components of the second reference vector S2 relative to the first reference vector SI. As a result, the positional relationship between the axes of the acceleration sensor side and the vehicle side axes is associated, so that the positional relationship between the acceleration sensor side axes, the vehicle side axes and the reference road surface is associated. The control unit 104 is configured to record, as reference axis information, a conversion table, in which the numerical values (including numerical values relating to the reference road surface) of the respective components of the the output value of the acceleration sensor 110 are associated with the numerical values of the respective axis components of the vehicle 300 in the memory 108.
    The angle calculation unit 104a of the control unit 104 is configured to convert the numerical values of the respective components of the X, Y and Z axes to be delivered from the acceleration sensor 110 into the components of the front-rear axis, the left-right axis and the upper-lower axis of the vehicle 300 using the conversion table. Therefore, it is possible to deduce the accelerations in the front-rear direction of the vehicle, in the left-right direction of the vehicle and in the upper-lower direction of the vehicle from the output value of the acceleration sensor 110.
    [0030]
    Moreover, it is possible to deduce a gradient of the vehicle 300 with respect to the acceleration vector due to the gravity G from the output value of the acceleration sensor 110 during the stopping of the vehicle. That is, it is possible to deduce a summed angle Θ, which is an angle of inclination of the vehicle 300 with respect to the horizontal surface including a road surface angle θr, which is an angle θ inclination of the road surface relative to the horizontal surface, and a vehicle posture angle θν, which is an angle of inclination of the vehicle 300 with respect to the road surface, from the output value of the vehicle sensor. However, the road surface angle θr, the vehicle posture angle θν and the summed angle θ are angles of the pitch direction of the vehicle 300.
    [0031]
    The automatic headlamp height adjustment control is to optimally maintain the range direction forward of the lighting light by absorbing a change in the illumination distance ahead of the vehicle fire device while the tilt angle in the pitch direction of the vehicle 300 changes. Therefore, the vehicle tilt angle 300 required for the automatic headlamp height adjustment control is the vehicle posture angle θν. That is, in the automatic headlight height adjustment control, when the vehicle attitude angle θν changes, the optical axis angle θο of the fire device unit 10 is adjusted. As a result, it is expected that as the road surface angle θr changes, the optical axis angle θο of the fire device unit 10 be maintained. In order to achieve this configuration, it is necessary to extract the information concerning the vehicle posture angle θν from the summed angle Θ.
    [Basic order]
    With respect to the above, the control unit 104 is configured to execute a first command as a basic control of the automatic headlight height adjustment. In the first command, a change of the summed angle Θ during the movement of the vehicle is assumed to be a change of the road surface angle θr and a change of the summed angle Θ during the stopping of the vehicle is assumed to be a change in the vehicle posture angle θν, so that the vehicle posture angle θν is derived from the summed angle Θ. During the movement of the vehicle, a case in which the vehicle posture angle θν changes due to changes in loaded luggage or the number of passengers hardly occurs. Therefore, it is possible to assume a change in the summed angle θ during vehicle travel as a change in the road surface angle θr. Furthermore, during the stopping of the vehicle, a case in which the road surface angle θr changes due to a movement of the vehicle 300 hardly occurs. Therefore, it is possible to assume a change in the summed angle θ during the stopping of the vehicle as a change in the vehicle posture angle θν.
    [0033]
    For example, in the initialization process described above, the angle calculation unit 104a of the control unit 104 is configured to convert the output value of the acceleration sensor 110 into the first reference state. in the components of the three axes of the vehicle 300 using the generated reference axis information. The control unit 104 is configured to store and maintain these values in the RAM as the reference value (0r = 0 °) of the road surface angle θr and reference value (θν = 0 °) of the vehicle posture angle θν. Furthermore, the control unit is configured to record the reference values in the memory 108, as needed.
    The control unit 104 is configured to derive the summed angle θ using the output value of the acceleration sensor 110 and to control the headlight height adjustment actuator 226 so as to adjust the optical axis angle 0o relative to the change of the summed angle Θ during the stopping of the vehicle. On the other hand, the control unit is configured to include a change amount of the summed angle θ in the reference value of the vehicle posture angle θν maintained. The control unit is configured to maintain the obtained vehicle posture angle θν as a new reference value. On the other hand, the control unit 104 is configured to avoid control of the headlight height adjustment actuator 226 with respect to changing the summed angle θ during vehicle travel. On the other hand, the control unit is configured to include the amount of change of the summed angle θ in the reference value of the road surface angle θr maintained. The control unit is configured to maintain the obtained road surface angle θr as a new reference value.
    [0035]
    For example, in a situation in which the vehicle 300 is actually in use, the control unit 104 is configured to avoid generating or outputting the adjustment signal to adjust the optical axis angle θο or to deliver a signal holding means for maintaining the optical axis angle θο with respect to changing the summed angle θ during vehicle movement. As a result, it is possible to avoid the control of the headlight height adjustment actuator 226. The angle calculation unit 104a of the control unit 104 is configured to calculate the summed angle Θ current (when stopping the vehicle) from the output value of the acceleration sensor 110 when stopping the vehicle. Then, the angle calculating unit 104a is configured to obtain the road surface angle θ (0r = θ - reference value of the vehicle posture angle θν) by subtracting the reference value from the vehicle posture angle θν of the summed angle Θ current. Then, the angle calculation unit 104a is configured to update the reference value of the road surface angle θr maintained in the RAM by setting the obtained road surface angle θr as new. reference value of the road surface angle θπ A difference between the reference value of the road surface angle θr before the update and the reference value of the road surface angle θr after the current corresponds to the amount of change of the summed angle θ before and after the movement of the vehicle 300. Therefore, the amount of change of the summed angle θ during the displacement of the vehicle, which is assumed to be the amount of change of the road surface angle θr, is included in the reference value of the road surface angle θr.
    [0036]
    In a variant, the angle calculation unit 104a is configured to calculate a difference ΔΘ1 of the summed angle θ (the amount of change of the summed angle Θ) before and after the displacement, during the stopping of the vehicle . The angle calculation unit 104a is configured to calculate a new reference value of the road surface angle Θγ (new reference value of the road surface angle θr = reference value of the road surface 0r + ΔΘ1) including the difference ΔΘ1 in the reference value of the road surface angle θr, and for updating the reference value of the road surface angle θr. As a result, the amount of change of the summed angle θ during vehicle movement, which is assumed to be the amount of change of the road surface angle θr, is included in the reference value of the angle of road surface 0r. The angle calculating unit 104a can be configured to calculate the difference ΔΘ1 as follows. That is, immediately after starting the vehicle 300, the angle calculating unit 104a is configured to maintain the summed angle θ immediately before the vehicle 300 starts, as the reference value of the vehicle. the angle summed 0. The angle calculation unit 104a is configured to calculate the difference ΔΘ1 by subtracting the reference value from the summed angle θ of the current summed angle lors (when the vehicle is stopped) , when stopping the vehicle.
    [0037]
    Furthermore, the control unit 104 is configured to generate and output the optical axis angle adjustment signal θο with respect to the change of the summed angle θ during the stopping of the vehicle, thereby controlling the headlight height adjustment actuator 226. Specifically, during the stopping of the vehicle, the corner calculating unit 104a is configured to repeatedly calculate the current summed angle θ from the output value the acceleration sensor 110 according to a predetermined synchronization. The calculated summed angle θ is maintained in the random access memory. The angle calculation unit 104a is configured to obtain the vehicle posture angle θν (θν = 0 - reference value of the road surface angle θν) by subtracting the reference value from the angle of 0r road surface of the current 0 summed angle. Furthermore, the angle calculation unit 104a is configured to update the reference value of the vehicle posture angle θν maintained in the random access memory by setting the vehicle posture angle θν obtained as new reference value of the vehicle posture angle θν. As a result, the amount of change of the summed angle θ during the stopping of the vehicle, which is assumed to be the amount of change in the vehicle posture angle θν, is included in the reference value of the angle of repose. vehicle posture θν.
    [0038]
    In a variant, the angle calculation unit 104a is configured to calculate a difference ΔΘ2 (amount of change of the summed angle Θ) between the current summed angle pendant during the stopping of the vehicle and the reference value maintained of the summed angle Θ. The reference value of the summed angle θ used at this instant is the summed angle Θ obtained during the calculation of the difference ΔΘ1, that is to say, the summed angle θ during the stopping of the vehicle in a case of first calculation of
    I the difference ΔΘ2 after stopping the vehicle 300, and is the summed angle θ obtained during the previous calculation of the difference ΔΘ2 in a second calculation case, and so on. The angle calculation unit 104a is configured to calculate a new reference value of the vehicle posture angle θν by including the difference ΔΘ2 in the reference value of the vehicle posture angle θν (new value of reference of the vehicle posture angle θν = reference value of the vehicle posture angle θν + ΔΘ2), and to update the reference value of the vehicle posture angle θν. As a result, the amount of change of the summed angle θ during the stopping of the vehicle, which is assumed to be the amount of change of the vehicle posture angle θν, is included in the reference value of the angle of vehicle posture θν.
    The adjustment instruction unit 104b is configured to generate the optical axis angle adjustment signal θο using the calculated vehicle posture angle θν or the new reference value set. day of the vehicle posture angle θν. For example, the adjustment instruction unit 104b is configured to determine the optical axis angle θο by using the conversion table in which a value of the vehicle posture angle θν and a value of the optical axis angle θο recorded in advance in the memory 108 are associated with each other, and to generate the adjustment signal. The adjustment signal is output from the transmission unit 106 to the headlight height adjustment actuator 226.
    [Correctional treatment]
    As described above, in the first command that is executed as a basic control of the automatic headlight height adjustment, the reference value of the vehicle posture angle θν or the surface angle of route 0r is subtracted from the summed angle Θ, so that the reference value is updated repeatedly. As a variant, the difference ΔΘ1 of the change of the summed angle Θ is included in the reference value of the road surface angle θr and the difference ΔΘ2 is included in the reference value of the vehicle posture angle θν , so that the reference values are updated repeatedly. As a result, the changes in the road surface angle and the vehicle posture angle Θν are included in the respective reference values thereof. In this way, when the reference value of the road surface angle θr and the reference value of the vehicle posture angle θν are re-recorded repeatedly, a detection error or the like of the acceleration sensor 110 is accumulated in the reference value, so that the accuracy of the automatic headlamp height adjustment control can be reduced. Therefore, the headlight height adjustment ECU 100 is configured to perform a second command (to be described later) as a correction processing of the reference value and the optical axis angle θο.
    [0041]
    Figures 4A and 4B schematically illustrate a relationship between a direction of the acceleration vector due to vehicle movement and the vehicle posture angle. Fig. 4A shows a state in which the vehicle posture angle θν is 0 °, and Fig. 4B shows a state in which the vehicle posture angle θν is changed from 0 °. On the other hand, in FIGS. 4A and 4B, the acceleration vector due to the movement a and the resulting acceleration vector β, which appear when the vehicle 300 is moving forward, are indicated by the arrows in solid lines, and the vector of acceleration due to motion a and the resulting acceleration vector β, which occur when vehicle 300 decelerates or reverses, are indicated by the dashed arrows. Fig. 5 is a graph showing a relationship between acceleration in the front-to-rear direction of the vehicle and acceleration in the upper-lower direction of the vehicle.
    [0042]
    The vehicle 300 moves parallel to the road surface. Therefore, the motion acceleration vector a becomes a vector parallel to the road surface, regardless of the vehicle posture angle θν. Moreover, as shown in FIG. 4A, when the vehicle posture angle θν of the vehicle 300 is 0 °, the front-rear axis Vx (or the axis X of the acceleration sensor 110) of the vehicle 300 is theoretically parallel to the road surface. For this reason, the motion acceleration vector a becomes a vector parallel to the front-rear axis Vx of the vehicle 300. Therefore, when an amplitude of the acceleration vector due to motion a is changed due to acceleration or deceleration of the vehicle 300, a trajectory of one end of the resulting acceleration vector β detected by the acceleration sensor 110 becomes a line parallel to the front-rear axis Vx of the vehicle 300.
    On the other hand, as shown in FIG. 4B, when the vehicle posture angle θν is not 0 °, the front-rear axis Vx of the vehicle 300 deviates obliquely with respect to the surface of the vehicle. road. For this reason, the motion acceleration vector a becomes a vector extending obliquely with respect to the front-rear axis Vx of the vehicle 300. Therefore, when the amplitude of the acceleration vector due to motion has is changed due to the acceleration or deceleration of the vehicle 300, the trajectory of the end of the resulting acceleration vector β becomes a line inclined relative to the front-rear axis Vx of the vehicle 300.
    [0044]
    When the output values of the acceleration sensor 110 obtained during vehicle movement are plotted on the coordinates in which the acceleration in the front-rear direction of the vehicle is fixed on a first axis (X axis) and the acceleration in the upper-lower direction of the vehicle is fixed on a second axis (Z axis), a result shown in Figure 5 can be obtained. In FIG. 5, the points tAi to tAn are the output values at times t1 to tn in the state shown in FIG. 4A. The points tei to tBn are the output values at times t1 to tn in the state shown in Fig. 4B. The output value plot includes a case in which the acceleration values of the vehicle coordinate system obtained from the output values of the acceleration sensor 110 are to be plotted, as well.
    [0045]
    It is possible to estimate the vehicle posture angle θν by deducing a line or vector of at least two points plotted in this manner and obtaining a gradient thereof. For example, linear approximation equations A and B are obtained by performing the least squares method or the moving average method for the traced points tAi at tAn and tBi at tBn, and the gradients of the linear approximation equations A and B are calculated. When the vehicle posture angle θν is 0 °, the linear approximation equation A parallel to the X axis is obtained from the output values of the acceleration sensor 110. That is to say that the gradient of the linear approximation equation A becomes zero (0). On the contrary, when the vehicle posture angle θν is different from zero, the linear approximation equation B having a gradient corresponding to the vehicle posture angle θν is obtained from the output values of the sensor of the vehicle. acceleration 110. Therefore, an angle (Θαβ in FIG. 5) between the linear approximation equation A and the linear approximation equation B or the gradient of the linear approximation equation B becomes the angle of vehicle posture θν. Therefore, it is possible to estimate the vehicle posture angle θν from the gradient of the line or vector obtained by plotting the output values of the acceleration sensor 110 during vehicle movement.
    [0046]
    Therefore, the angle calculating unit 104a is configured to plot the output values of the acceleration sensor 110 obtained during the movement of the vehicle on the coordinates in which the acceleration in the front-rear direction of the vehicle is fixed on the first axis and the acceleration in the upper-lower direction of the vehicle is fixed on the second axis. The angle calculation unit 104a is configured to derive the angle of inclination of the vehicle 300, i.e., the vehicle posture angle θν or the amount of change thereof using the gradient of the line or vector obtained from the points plotted. The angle calculation unit 104a is configured to adjust the reference value of the vehicle posture angle θν based on the derived vehicle posture angle θν or the amount of change thereof. Alternatively, the angle calculation unit 104a is configured to maintain the vehicle posture angle θv deduced as a new reference value. As a result, the reference value of the vehicle posture angle θν is corrected.
    [0047]
    For example, when it is detected, based on the output value of the vehicle speed sensor 312, that the vehicle 300 moves, the angle calculation unit 104a starts the correction process. In the correction process, the output value of the acceleration sensor 110 is repeatedly transmitted to the control unit 104 with a predetermined time interval. The output value of the acceleration sensor 110 transmitted to the control unit 104 is maintained in the random access memory or in the memory 108.
    [0048]
    When the number of output values reaches a predetermined number necessary to derive the line or the vector once, the angle calculation unit 104a traces the output values of the acceleration sensor 110 to the coordinates described above and deduce the line or the vector. However, the angle calculating unit 104a can be configured so that, whenever the output value of the acceleration sensor 110 is received, the corner calculating unit 104a plots the output value on the coordinates and, when the number of output values plotted reaches the predetermined number, the angle calculation unit 104a deduces the line or the vector.
    [0049]
    In order to increase the accuracy of the line or vector deduction, the angle calculation unit 104a is configured to count a plurality of same output values held in RAM or memory 108 or a plurality of values. in a predetermined range in which they are considered to be the same, as an output value. The "predetermined range" can be suitably set based on tests or simulations performed by a designer.
    The adjustment instruction unit 104b is configured to generate the optical axis angle adjustment signal θ 0 using the derived vehicle posture angle θν or the amount of change thereof. ci or the new updated reference value of the vehicle posture angle θν. The adjustment signal is output from the transmission unit 106 to the headlight height adjustment actuator 226. As a result, the optical axis angle θο is corrected. Then, the corrected or updated vehicle posture angle θν is set as a reference value of the vehicle posture angle θν, and the road surface angle θr obtained from the summed angle Θ and the reference value of the vehicle attitude angle θν is set as the reference value of the road surface angle θν (hence the reference value of the surface angle of route 0r is corrected), so that the basic command described above is resumed.
    [Control of the control synchronization of the actuator]
    In the correction process, if the headlight height adjustment actuator 226 is controlled each time the angle calculation unit 104a derives the vehicle attitude angle θr, the number of commands from the 226 headlight height adjustment actuator can increase greatly. Therefore, the control unit 104 is configured to control the control timing of the headlight height adjustment actuator 226 so as to extend the life of the headlight height adjustment actuator 226, as following.
    [0052]
    FIGS. 6A and 6B schematically show the changes of an amount of deviation from the optical axis angle, a difference amount of the vehicle posture angle calculated by the control unit, a state of controlling the actuator and a number of output values of the acceleration sensor acquired by the control unit during the correction processing. Fig. 6A shows the changes when the vehicle speed is less than a predetermined value, and Fig. 6B shows the changes when the vehicle speed is equal to or greater than the predetermined value.
    The timing determining unit 104c is configured to count a number of the acquired output values of the acceleration sensor 110 (hereinafter, the output value is appropriately referred to as the sensor output value). Based on the count of the number of sensor output values acquired by the angle calculation unit 104a, the timing determining unit 104c is configured to count a plurality of same sensor output values held in the memory or in the memory 108 or a plurality of sensor output values included in a predetermined range in which they are considered to be the same, as a sensor output value. The timing determining unit 104c is configured to determine the control timing of the headlight height adjusting actuator 226, based on the number of acquired sensor output values. The number of acquired sensor output values necessary to control the headlight height adjustment actuator 226 is set to a predetermined value greater than the number of acquired output values necessary to derive the line or vector once in the process. correction.
    [0054]
    When the number of acquired sensor output values reaches the predetermined value, the timing determining unit 104c outputs a signal to request the adjustment instruction unit 104b to output the adjustment signal. When the signal is received from the timing determining unit 104c, the adjusting instruction unit 104b outputs the adjustment signal to the headlight height adjusting actuator 226 via the However, the timing determining unit 104c may be configured to output a signal to request the adjustment instruction unit 104b to generate the adjustment signal.
    When the signal is received from the timing determining unit 104c, the adjusting instruction unit 104b generates the adjustment signal and outputs it to the headlight height adjusting actuator 226.
    [0055]
    In this manner, the timing determining unit 104c is configured to control the output of the adjustment signal based on the number of acquired sensor output values, so that the increase in the number can be suppressed. of control of the headlight height adjustment actuator 226 in the correction process. However, for example, in a situation in which the speed is stable for a long time as in a case where the vehicle 300 is traveling on a highway, the number of acquired sensor output values is difficult to increase. In this case, it takes a long time until the optical axis angle θο of the fire device unit 10 is corrected.
    [0056]
    Therefore, as shown in FIG. 6A, while the vehicle speed is below a predetermined value, the timing determining unit 104c controls the headlight height adjusting actuator 226 when the number of output values acquired sensor reaches a first number Ni (instants T1 and T2). The synchronization determination unit 104c can recognize the vehicle speed from the output value of the vehicle speed sensor 312. When the vehicle speed is less than 80 km / h, for example, the determination unit as the first number Ni, the synchronization number 104c sets the number of acquired sensor output values necessary to control the headlight height adjustment actuator 226.
    On the other hand, as shown in FIG. 6B, while the vehicle speed is equal to or greater than the predetermined value, the timing determining unit 104c controls the headlight height adjusting actuator 226. when the number of acquired sensor output values reaches a second number N2 (times T3, T4 and T5) less than the first number Ni.
    [0058]
    In Fig. 6B, a change in the amount of deviation of the optical axis angle θο and a change in the number of sensor output values acquired when the number of acquired sensor output values becoming a trigger is set to first number Ni are shown by the dashed lines. The instant T5 at which the number of acquired sensor output values reaches the first number Ni when the vehicle speed is equal to or greater than the predetermined value is later than the instant Tl at which the number of acquired sensor output values. reaches the first number Ni when the vehicle speed is lower than the predetermined value. For this reason, if the number of acquired sensor output values becoming a control trigger of the headlight height adjustment actuator 226 is set to the first number Ni, when the vehicle speed is equal to or greater than the value predetermined, it takes a long time until the optical axis angle correction processing θο is performed.
    [0059]
    In contrast, according to the embodiment, when the vehicle speed is equal to or greater than the predetermined value, the number of acquired sensor output values becoming a trigger is switched to the second number N2 lower than the first number Ni. As a result, it is possible to perform the correction of the optical axis angle θο earlier. As shown in Fig. 6B, when the number of acquired sensor output values becoming a trigger is the first number Ni, the amount of deviation from the optical axis angle θο is corrected at time T8. On the other hand, when the number of acquired sensor output values becoming a trigger is the second number N2, the amount of deviation of the optical axis angle θο is corrected at time T6 earlier than the moment T8. Moreover, at the instant T7 earlier than the instant T8, the optical axis angle θο is corrected to the same level as in the case where the number of acquired sensor output values becoming a trigger is fixed at the first number Ni. The "first number Ni", the "second number N2" and the "predetermined value" for the vehicle speed can be set appropriately on the basis of tests or simulations performed by a designer.
    [0060]
    However, the timing determining unit 104c is configured to control the headlight height adjusting actuator 226 each time the corner calculating unit 104a derives the vehicle posture angle θr, in the basic command. The reason is that a possibility that the change of the vehicle posture angle θr appears frequently during the stopping of the vehicle is small.
    [0061]
    Fig. 7 is a flow chart showing an example of the automatic headlight height adjustment control which is executed by the control device of the vehicle fire device according to one embodiment. This flowchart is repeatedly executed according to predetermined synchronizations by the control unit 104 when an instruction command of the automatic headlamp height adjustment command is issued by the illumination switch 304 and the control switch The ignition is closed, and is stopped when the instruction command of the automatic headlight height adjustment command is canceled (or a stop instruction is issued) or the ignition switch is open.
    The control unit 104 determines whether the vehicle 300 is at a standstill (S101). When the vehicle 300 is stationary (yes at step S101), the control unit 104 determines whether it has been determined during the vehicle stop determination of step S101 of a subcarrier. previous program if the vehicle 300 moves (not at step S101) (S102). When a result of the previous determination is that the vehicle is moving (yes at step S102), it means "when the vehicle is stopped", and the control unit 104 calculates the road surface angle. Or by subtracting the reference value of the vehicle posture angle Ov from the summed angle θ current (S103). Then, the control unit updates the obtained road surface angle Gold as a new gold road surface angle reference value (S104), and ends the subroutine.
    [0063]
    When a result of the preceding determination is that the vehicle does not move (not at step S102), it means "during the stopping of the vehicle" and the control unit 104 calculates the vehicle posture angle Ov by subtracting the reference value of the road surface angle Gold from the current summed angle 0 (S105). Then, the control unit adjusts the optical axis angle oo by using the obtained vehicle posture angle √v, updates the vehicle posture angle θv obtained as a new reference value (S106). , and ends the subroutine.
    [0064]
    When it is determined that the vehicle 300 is not stationary, i.e., moving (not at step S101), the control unit 104 performs the correction processing using the output value of the acceleration sensor 110 during vehicle movement (S107). In the correction process, the control unit 104 derives a linear approximation equation by plotting the output values of the acceleration sensor 110 and estimates the vehicle attitude angle Ov from a gradient of the linear approximation equation. Then, the control unit corrects the reference value of the vehicle posture angle θv using the estimated vehicle attitude angle θv.
    [0065]
    Subsequently, the control unit 104 determines whether the vehicle speed is less than the predetermined value (S108). When it is determined that the vehicle speed is lower than the predetermined value (yes in step S108), the control unit 104 determines whether the number of acquired output values of the acceleration sensor 110 reaches the first number. Ni (S109). When it is determined that the number of acquired output values reaches the first number Ni (yes in step S109), the control unit 104 outputs the adjustment signal to the lighthouse height adjustment actuator. 226 (SI 10), and ends the subroutine. When it is determined that the number of acquired output values does not reach the first number Ni (not in step S109), the control unit 104 terminates the routine without outputting the adjustment signal.
    [0066]
    When it is determined that the vehicle speed is equal to or greater than the predetermined value (not at step S108), the control unit 104 determines whether the number of acquired output values of the acceleration sensor 110 reaches the second number N2 (S111). When it is determined that the number of acquired output values reaches the second number N2 (yes in step S111), the control unit 104 outputs the adjustment signal to the lighthouse height adjustment actuator. 226 (SI 12), and ends the subroutine. When it is determined that the number of acquired output values does not reach the second number N2 (not in step S111), the control unit 104 terminates the routine without outputting the adjustment signal.
    [0067]
    As described above, the headlight height adjustment ECU 100 of the embodiment has the timing determining unit 104c configured to determine the control timing of the configured headlight height adjustment actuator 226. to change the posture of the fire device unit 10. While the vehicle speed is below the predetermined value, the timing determining unit 104c controls the lighthouse height adjusting actuator 226 when the number of acquired output values of the acceleration sensor 110 reaches the first number Ni. On the other hand, while the vehicle speed is equal to or greater than the predetermined value, the timing determining unit 104c controls the headlight height adjusting actuator 226 when the number of acquired sensor output values reaches the desired value. second number N2 less than the first number Ni. As a result, even when the increase in the number of controls of the headlight height adjustment actuator 226 is suppressed, it is possible to prevent the time of execution of the angle correction processing optical axis θο is delayed. Therefore, it is possible to increase the accuracy of the automatic headlamp height adjustment control.
    The invention is not limited to the embodiment, modifications such as various design changes based on the knowledge of a person skilled in the art can also be made and modified embodiments are also included in the scope of the present invention. scope of the invention. New embodiments made by combinations of the embodiment and modifications have the respective effects of the embodiment and the combined modifications.
    [0069]
    In the embodiment, the headlight height adjustment ECU 100 is configured to perform the optical axis adjustment with respect to changing the summed angle Θ during vehicle stopping, as a control. automatic headlight height adjustment, for executing the first optical axis angle maintaining command with respect to changing the summed angle Θ during vehicle movement, as a basic control, and for executing the second execution command of the optical axis adjustment using the gradient of the line or the like derived from the output value of the acceleration sensor 110 during the displacement, as correction processing. However, the invention is not particularly limited to this. For example, the headlight height adjustment ECU 100 may be configured to execute the second command as a basic command.
    [0070]
    However, the embodiment may be supplemented by the following elements.
    [Element 1]
    A vehicle fire device system comprising: a vehicle fire device capable of adjusting an optical axis, an acceleration sensor, and the control device of the vehicle fire device.
    权利要求:
    Claims (4)
    [1" id="c-fr-0001]
    A control device of a vehicle fire device comprising: a receiving unit (102) configured to receive a signal indicative of an output value of an acceleration sensor (110); and a control unit (104) configured to derive a tilt angle of a vehicle (300) or a change amount of the angle of incident using the output value of the acceleration sensor (100) obtained during the movement of the vehicle (300), the control unit (104) being configured to control an optical axis angle of the vehicle fire device, wherein the control unit (104) comprises a driver determination unit (104) synchronization (104c) configured to determine a control timing of an actuator configured to change a posture of the vehicle fire device, and wherein the timing determining unit (104c) controls the actuator when a number of acquisition of the output values of the acceleration sensor (110) reaches a first number while a vehicle speed (300) is less than a predetermined value, and controls the actuator when the number of acquisitions of s output values of the acceleration sensor (110) reaches a second number smaller than the first number when the vehicle speed is equal to or greater than the predetermined value.
    [2" id="c-fr-0002]
    A control device of a vehicle fire device according to claim 1, wherein the acceleration sensor (110) is capable of deriving vehicle accelerations (300) in a front-to-rear direction of the vehicle and in a upper-lower direction of the vehicle, wherein the control unit (104) is configured to plot the output values of the acceleration sensor on the coordinates in which the acceleration in the front-to-rear direction of the vehicle is fixed on a first axis and the acceleration in the upper-lower direction of the vehicle is fixed on a second axis, and to derive the angle of inclination or the amount of change of the angle of inclination from a gradient of a line obtained from the points drawn.
    [3" id="c-fr-0003]
    The control device of a vehicle fire device according to claim 2, wherein the control device of a vehicle fire device deduces a summed angle, which is an angle of inclination of the vehicle relative to a vehicle. horizontal surface, comprising a road surface angle, which is an angle of inclination of a road surface with respect to the horizontal surface, and a vehicle attitude angle, which is an angle of inclination of the vehicle relative to to the road surface, from the output value of the acceleration sensor (110), wherein the control unit (104) is configured to maintain a road surface angle reference value and a value a vehicle attitude angle reference, and to execute a first command and a second command, wherein, in the first command, the control unit (104) deduces the summed angle using the output value of the sensor acceleration (110 ), delivers an adjustment signal to order the adjustment of the optical axis angle with respect to a change of the summed angle during the stopping of the vehicle, maintains the vehicle posture angle, which is obtained including the amount of change of the summed angle in the vehicle attitude angle reference value, as a new reference value, avoids the generation or output of the adjustment signal or delivers a hold signal for maintaining the optical axis angle with respect to a change in the summed angle during vehicle movement, and maintains the road surface angle, which is obtained by including the amount of change of the summed angle in the a road surface angle reference value, as a new reference value, in which, in the second command, the control unit (104) derives the vehicle attitude angle or the amount of change of the vehicle angle of posture from vehicle to party r of the gradient of the line, and delivers the adjustment signal by using the deduced vehicle posture angle or the amount of change of the deduced vehicle posture angle.
    [4" id="c-fr-0004]
    A vehicle fire device system comprising: a vehicle fire device capable of adjusting an optical axis; an acceleration sensor (110), and the control device of a vehicle fire device according to any one of claims 1 to 3.
    类似技术:
    公开号 | 公开日 | 专利标题
    FR3044390B1|2019-10-25|VEHICLE FIRE DEVICE CONTROL DEVICE AND VEHICLE FIRE DEVICE SYSTEM
    JP5787649B2|2015-09-30|Vehicle lamp control device and vehicle lamp system
    FR3019781A1|2015-10-16|LAMP CONTROL DEVICE FOR VEHICLE
    JP5947947B2|2016-07-06|VEHICLE LIGHT CONTROL DEVICE, VEHICLE LIGHT SYSTEM, AND VEHICLE LIGHT
    EP2128521B1|2015-07-22|Automobile headlight capable of emitting an adjustable light beam.
    JP5591067B2|2014-09-17|VEHICLE LIGHT CONTROL DEVICE, VEHICLE LIGHT SYSTEM, AND VEHICLE LIGHT CONTROL METHOD
    EP2524840B1|2014-09-24|Control apparatus for vehicle lamp and vehicle lamp system
    FR3004398B1|2019-06-28|VEHICLE FIRE FOR ADAPTIVE LIGHTING CONTROL
    JP2012096664A|2012-05-24|Device for controlling vehicular lamp, vehicular lamp system, and method for controlling vehicular lamp
    JP2012250634A|2012-12-20|Vehicle lamp control device and vehicle lamp system
    JP2021062866A|2021-04-22|Control device of vehicle lamp
    FR3013278A1|2015-05-22|DEVICE FOR CONTROLLING THE VEHICLE LAMP
    FR3038697A1|2017-01-13|METHOD FOR CONTROLLING A BRIGHT BEAM AND LIGHTING AND / OR SIGNALING MODULE THEREOF
    FR3076505A1|2019-07-12|CONTROL DEVICE FOR A VEHICLE FIRE
    WO2017198931A1|2017-11-23|Light-emitting diode lighting system and scanning device, for an automotive vehicle headlight
    JP2012101624A|2012-05-31|Control device of lighting fixture for vehicle, lighting fixture system for vehicle, and control method of lighting fixture for vehicle
    FR3104674A1|2021-06-18|Method of controlling a lighting system of a motor vehicle
    FR3054505A1|2018-02-02|DEVICE FOR LIGHTING A VEHICLE, ITS MANAGEMENT METHOD AND VEHICLE THUS EQUIPPED
    EP1466783A1|2004-10-13|Lighting device for motor vehicle with movable elements
    WO2014174196A1|2014-10-30|Method for controlling a regulatable illuminating system, for a carrier vehicle
    同族专利:
    公开号 | 公开日
    CN106965741A|2017-07-21|
    US20170151902A1|2017-06-01|
    FR3044390B1|2019-10-25|
    US9969321B2|2018-05-15|
    DE102016223762A1|2017-06-01|
    JP2017100548A|2017-06-08|
    CN106965741B|2019-07-26|
    JP6572114B2|2019-09-04|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US5684698A|1994-04-15|1997-11-04|Kabushiki Kaisha Toyoda Jidoshokki Seisakusho|Vehicle attitude and average height control apparatus|
    JP4345948B2|2000-05-19|2009-10-14|本田技研工業株式会社|Motorcycle accident notification system|
    JP4114735B2|2001-10-24|2008-07-09|株式会社小糸製作所|Auto-leveling device for automotive headlamps|
    EP2402212B1|2010-07-01|2014-08-06|Koito Manufacturing Co., Ltd.|Control device for vehicle lamp, vehicle lamp, and method of controlling vehicle lamp|
    JP5787649B2|2010-10-26|2015-09-30|株式会社小糸製作所|Vehicle lamp control device and vehicle lamp system|
    JP5591067B2|2010-11-02|2014-09-17|株式会社小糸製作所|VEHICLE LIGHT CONTROL DEVICE, VEHICLE LIGHT SYSTEM, AND VEHICLE LIGHT CONTROL METHOD|
    JP5761982B2|2010-12-15|2015-08-12|株式会社小糸製作所|Control device for vehicular lamp|
    JP5713784B2|2011-04-22|2015-05-07|株式会社小糸製作所|VEHICLE LIGHT CONTROL DEVICE AND VEHICLE LIGHT SYSTEM|
    JP5749074B2|2011-05-18|2015-07-15|株式会社小糸製作所|Vehicle light control device and vehicle light system|
    JP5780839B2|2011-06-03|2015-09-16|株式会社小糸製作所|Vehicle lamp control device and vehicle lamp system|
    JP6008573B2|2012-05-17|2016-10-19|株式会社小糸製作所|Vehicle lamp control device and vehicle lamp system|
    JP6005491B2|2012-11-30|2016-10-12|株式会社小糸製作所|Vehicle lamp control device and vehicle lamp system|
    JP6572114B2|2015-12-01|2019-09-04|株式会社小糸製作所|Vehicle lamp control device and vehicle lamp system|US10471885B2|2015-03-12|2019-11-12|Mitsubishi Electric Corporation|Headlight optical axis control apparatus|
    JP6572114B2|2015-12-01|2019-09-04|株式会社小糸製作所|Vehicle lamp control device and vehicle lamp system|
    DE102017216945A1|2017-09-25|2019-03-28|Robert Bosch Gmbh|Method and system for automatically adjusting a tilt angle of a vehicle headlight|
    JP6970013B2|2017-12-27|2021-11-24|株式会社小糸製作所|Vehicle lighting control device|
    JP6873349B2|2019-03-08|2021-05-19|三菱電機株式会社|Optical axis controller|
    CN112298006A|2020-10-21|2021-02-02|华域视觉科技有限公司|Anti-dazzling system and method for laser projection and vehicle|
    法律状态:
    2017-10-11| PLFP| Fee payment|Year of fee payment: 2 |
    2018-10-10| PLFP| Fee payment|Year of fee payment: 3 |
    2019-02-01| PLSC| Publication of the preliminary search report|Effective date: 20190201 |
    2019-09-27| PLFP| Fee payment|Year of fee payment: 4 |
    2020-10-13| PLFP| Fee payment|Year of fee payment: 5 |
    2021-11-09| PLFP| Fee payment|Year of fee payment: 6 |
    优先权:
    申请号 | 申请日 | 专利标题
    JP2015234898A|JP6572114B2|2015-12-01|2015-12-01|Vehicle lamp control device and vehicle lamp system|
    JP2015234898|2015-12-01|
    [返回顶部]