(19) JAPANESE PATENT OFFICE (JP) (12) Unexamined Patent Gazette (A)
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`(11)\ Unexamined Patent Application (Kokai) No. 2001-277938
`(P2001-277938A)
`Disclosure Date: October 10, 2001
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`(43)
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`(51)
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`Int. Cl.7:
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`B60Q 1/076
`B60R 21/00
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`Classification
`Symbols
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`624
`628
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`FI
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`B60R 21/00
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`Theme Code
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`(Reference)
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`624 D 3K039
`628 A 3K042
`628 C
`628 F
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`F21Y101:00
`Request for Examination: Not requested Number of Claims: 4 OL (Total of 8 pages [in original]), Continued on last page
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`(21) Application No.:
`(P2000-97283)
`(22) Filing Date:
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`Patent App. No. 2000-97283
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`March 31, 2000
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`(54)
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`[Title of the Invention] Automatic
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`Adjustment Device for the Optical Axis Direction
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`of Front Headlamps of a Vehicle
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`(57)
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`[Abstract]
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`[Purpose]
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`
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`To identify the functions mounted in
`
`a vehicle, to select the headlight (headlamp)
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`optical axis control that can be realized by
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`combining these, and to do suitable adjustment
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`control of the optical axis direction and the
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`irradiation range.
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`[Constitution]
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`
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`When setting the optical axis
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`direction or irradiation range of a headlight 30
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`based on detection information from various
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`information detection systems such as of a
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`navigation system 50, a laser radar mechanism
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`40, a vehicle height sensor 11 or the like, their
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`mounting status is determined. Also, a preset
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`variable light distribution function that can be
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`realized by combining the various information
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`detection systems is selected. By doing this, the
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`optical axis direction and irradiation range of the
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`
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`headlight 30 undergo adjustment control.
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`(71) Applicant:
`
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`Aichi Prefecture
`(72) Inventor:
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`Aichi Prefecture
`(72) Inventor:
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`Aichi Prefecture
`(74) Agent:
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`Attorney
`F terms (reference)
`FD13
`
`CB15
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`000004260
`Denso Corp.
`1-1 Showa-cho, Kariya-shi,
`
`Kenichi Nishimura
`Denso Corp.
`1-1 Showa-cho, Kariya-shi,
`
`Hiroaki Okuchi
`Denso Corp.
`1-1 Showa-cho, Kariya-shi,
`
`100089738
`Takehisa Higuchi, Patent
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`3K039 AA08 FD01 FD05
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`3K042 AA08 BB01 CB13
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`I Various sensor signals
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`Input/
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`output
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`circuit
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`Vehicle height sensor
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`Headlight (headlamp)
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`Actuator
`Laser radar mechanism
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`Navigation system
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`
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`Page 1 of 17
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`BMW 1012
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`[Claims]
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`[Claim 1]
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`(2)
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`Unexamined Patent 2001-277938
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`1
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`2
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`single function, and it was not possible to expand the variable light distribution function
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`even when a navigation system is mounted in a vehicle having device mounted for
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`
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`An automatic adjustment device for the optical axis direction of front
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`interlocking with the steering angle of the steering wheel to move the optical axis direction
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`headlamps of a vehicle, comprising:
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`of the headlamp.
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`
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`various information detection systems for detecting various types of
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`information with a vehicle,
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`[0004]
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`
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`In light of that, the present invention was created to address those
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`
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`determination means for determining whether or not the information
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`problems, and an object is to provide an automatic adjustment device for the optical axis
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`detection system is mounted in the vehicle and whether that detection function is normal or
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`direction of front headlamps of a vehicle that identifies the functions mounted in a vehicle,
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`abnormal,
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`selects optical axis control that can be realized by combining those, and that can suitably
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`
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`calculation means for calculating control values relating to optical axis
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`adjust the optical axis direction and irradiation range of the headlamps.
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`control of the vehicle headlamp, using the detection function of the information detection
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`[0005]
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`system which is normal based on the results determined by the determination means, and
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`[Means to Solve the Problems]
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`
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`control means for implementing optical axis control of the headlamp based
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`
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`With the automatic adjustment device for the optical axis direction of
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`on the control values calculated by the calculation means.
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`front headlamps of a vehicle of claim 1, based on the determination results by the
`
`[Claim 2]
`
`determination means of whether or not various information detection systems that detect
`
`
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`The automatic adjustment device for the optical axis direction of front
`
`various types of information are mounted in the vehicle and whether the detection function
`
`headlamps of a vehicle according to claim 1, wherein the information detection system is
`
`thereof is normal or abnormal, control values relating to optical axis control of the vehicle
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`constituted from at least one of: road information detection means for detecting road
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`headlamp using the normal items among those detection functions are calculated by the
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`information in the advancing direction of the vehicle, front information detection means for
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`calculation means, and optical axis control of the headlamp is executed by the control
`
`detecting information about in front of the car, vehicle information detection means for
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`means based on those control values. In other words, since the optical axis direction and
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`detecting vehicle information relating to the tilt orientation of the vehicle, steering angle
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`irradiation range of the headlamps of a vehicle can be changed freely according to various
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`detection means for detecting the steering angle of the vehicle steering wheel, and turning
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`types of information obtained with various information detection systems from the control
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`direction detection means for detecting the turning direction of the vehicle.
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`angle with normal control, the optical axis direction of the headlamps is controlled to be
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`[Claim 3]
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`suitably adjusted.
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`
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`The automatic adjustment device for the optical axis direction of front
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`headlamps of a vehicle according to claim 1 or 2, wherein the control means limits the
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`[0006]
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`
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`With the automatic adjustment device for the optical axis direction of
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`control values so as not to exceed a designated range.
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`front headlamps of a vehicle of claim 2, the information detection system is constituted
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`[Claim 4]
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`from at least one of: road information detection means for the advancing direction of the
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`
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`The automatic adjustment device for the optical axis direction of front
`
`vehicle, front information detection means for detecting front information, vehicle
`
`headlamps of a vehicle according to claim 1 or 2, wherein when information is not detected
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`information detection means for detecting vehicle information relating to the tilt orientation
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`by the information detection system that is mounted according to the detection results by
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`of the vehicle, steering angle detection means for detecting the steering angle of the vehicle
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`the determination means, the control means sets the control value to a designated value.
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`steering wheel, and turning direction detection means for detecting the turning direction of
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`[Detailed Description of the Invention]
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`[0001]
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`[Technological Field of the Invention]
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`the vehicle. By doing this, the optical axis direction of the headlamps undergoes adjustment
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`control using the vehicle specifications and the items for which the detection function is
`
`effective with the information detection system at that time.
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`
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`The present invention relates to an automatic adjustment device for the
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`optical axis direction of front headlamps of a vehicle that automatically adjusts the optical
`
`[0007]
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`
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`With the automatic adjustment device for the optical axis direction of
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`axis direction and irradiation range of headlamps installed on a vehicle.
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`front headlamps of a vehicle of claim 3, the control means sets upper and lower limits for
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`[0002]
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`[Prior Art]
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`the control values so as not to exceed a designated range, preventing the optical axis
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`direction of the headlamps from facing upward or downward.
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`
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`In the past, as an automatic adjustment device for the optical axis
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`direction of front headlamps of a vehicle, for example, proposed was an item that detected
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`[0008]
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`
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`With the automatic adjustment device for the optical axis direction of
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`the vehicle orientation from a vehicle height sensor and held the headlamp in a fixed optical
`
`front headlamps of a vehicle of claim 4, when an information detection system is mounted
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`axis (auto leveling function), operated the steering angle of the steering wheel and moved
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`according to the detection results by the determination means but information cannot be
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`the optical axis direction of the headlamp in the lateral direction, changed the optical axis
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`obtained from it, the control means sets the control value to a designated value. In other
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`direction and irradiation range of the headlamp to match the travel state of the vehicle (city
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`words, for the adjustment control of the optical axis direction for the vehicle headlamp,
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`driving, highway driving or the like), or was equipped with a navigation system and front
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`among the information detection systems mounted in the vehicle, the items for which the
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`state detection mechanism and changed the optical axis direction and irradiation range of
`
`detection function is valid are used, but in a state when that information cannot be
`
`the headlamp. Here, the item that can change the irradiation range of the headlamp is an
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`obtained, by setting to a preset control angle, unnatural control of the optical axis direction
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`item that expands the leveling function and is called a variable light distribution system
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`of the headlamps is prevented in advance.
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`(AFS: Advanced Front Lighting System).
`
`[0003]
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`[Problems the Invention Attempts to Solve]
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`[0009]
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`[Embodiments of the Invention]
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`
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`Following, we will describe modes of carrying out the present invention
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`However, with the system described above, each item is designed with a
`
`based on embodiments.
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`[0010]
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`(Embodiment 1)
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`
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`FIG. 1 is a schematic diagram showing the overall constitution when a
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`laser radar mechanism and a navigation system are mounted in a vehicle which uses the
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`Page 2 of 17
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`(3)
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`
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`Unexamined Patent 2001-277938
`
`3
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`4
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`automatic adjustment device for the optical axis direction of front headlamps of a vehicle
`
`of the first embodiment of the modes of carrying out the present invention.
`
`[0011]
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`
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`In FIG. 1, a vehicle height sensor 11 is attached to an axle of the
`
`driver side or passenger side of the rear of the vehicle. From this vehicle height
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`sensor 11, the relative displacement volume of the rear wheel side axle and the
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`vehicle body, specifically, the rear vehicle height value as the vehicle height
`
`displacement volume (rear wheel side vehicle height displacement volume), and
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`with other sensors, various sensor signals or the like from a vehicle speed sensor
`
`(not illustrate) or G sensor (not illustrated) or the like are input to an ECU
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`(Electronic Control Unit) 20 mounted in the vehicle. For convenience, the ECU 20
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`is illustrated on the outside of the vehicle.
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`[0012]
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`
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`The ECU 20 is constituted as a logic cooperating circuit consisting
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`of a CPU 21 as a known central processing unit, a ROM 22 for storing control
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`programs, a RAM 23 for storing various types of data, a B/U (backup) RAM 24,
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`an input/output circuit 25, a bus line 26 for connecting those and the like. The
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`output signals from this ECU 20 are input to an actuator 35 of the vehicle
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`headlight (headlamp) 30 side, and as is described later, the optical axis direction of
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`the headlight 30 is adjusted.
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`[0013]
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`
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`Also, a known laser radar mechanism 40 for corresponding to
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`specifications for detecting front information is mounted in the front bumper part,
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`and as described later, the detection values detected by this laser radar mechanism
`
`FIG. 5. Here, FIG. 4 is an explanatory drawing showing the relationship between
`
`the between-vehicle distance and the topical axis center control angle when the
`
`laser radar mechanism 40 is mounted in a vehicle to which the automatic
`
`adjustment device for the optical axis direction of front headlamps of a vehicle of
`
`an embodiment of the modes for carrying out the present invention is applied. FIG.
`
`5 is an explanatory drawing showing the optical axis center control angle when the
`
`laser radar mechanism 40 is not mounted in a vehicle to which the automatic
`
`adjustment device for the optical axis direction of front headlamps of a vehicle of
`
`an embodiment of the modes for carrying out the present invention is applied. This
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`control routine is repeatedly executed by the CPU 21 at designated time intervals.
`
`[0017]
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`
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`In FIG. 3, at step S101, as the vehicle road information detection
`
`process, for example, road information is detected using the in-vehicle navigation
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`system 50. Next, moving to step S102, tilt information is detected based on the
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`rear vehicle height value from the vehicle height sensor 11 as the vehicle
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`information detection process of the vehicle itself. As vehicle information relating
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`to vehicle tilt orientation, in addition, it is also possible to add moving information,
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`acceleration/deceleration information and the like detected by the vehicle speed
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`sensor, G sensor or the like.
`
`[0018]
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`
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`Next, moving to step S103, a determination is made of whether this
`
`is a road for which it is possible to have the optical axis face upward based on road
`
`information read at step S101, specifically, whether or not it is a road in a state
`
`thought to not have a problem even when the optical axis center control angle θ
`
`target of the headlight 30 described later faces upward exceeding the control angle
`
`with normal control. Here, the control angle during normal control with the optical
`
`axis center control angle θ target of the headlight 30 that does not cause glare for
`
`facing vehicles or the like, and for which visibility for the driver is ensured is facing
`
`downward 1 [%] or 1.2 [%]. Also, as a road in a state thought to not have a
`
`problem even when the optical axis center control angle θ target of the headlight
`
`30 described later faces upward exceeding the control angle with normal control,
`
`an example would be a highway, motorway or the like having a structure such that
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`light from the headlights of facing vehicles is blocked at the center line part.
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`[0019]
`
`
`
`When the determination conditions of step S103 are established,
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`specifically, with a road in a state thought to not have a problem even when the
`
`optical axis center control angle θ target of the headlight 30 described later faces
`
`upward exceeding the control angle with normal control, the process moves to
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`step S104, and a determination is made of whether it is possible to detect the
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`vehicle front information, specifically, whether the laser radar mechanism 40 is
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`mounted and if its detection value D is input. When the determination conditions
`
`of step S104 are established, specifically, when detection value D is input from the
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`laser radar mechanism 40 to the vehicle, the process moves to step S105, and as
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`shown in FIG. 4, as the vehicle front information detection process, the detection
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`value D by the laser radar mechanism 40 is set as the between-vehicle distance d
`
`with the preceding vehicle. Meanwhile, when the determination conditions of step
`
`S104 are not established, specifically, when the laser radar mechanism 40 is not
`
`mounted in the vehicle and the detection value D is not input, the process moves to
`
`step S106, and as shown by the bold solid arrow in FIG. 5, the vehicle front
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`information cannot be obtained regardless of the existence or position of a
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`preceding vehicle, so as the constant Dc for which the between-vehicle distance d
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`is preset, for example, 100 [m] is used. The between-vehicle distance d at this time
`can also be changed according to the vehicle speed and road conditions.
`
`
`[0020]
`
`5
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`40 are input to the ECU 20 as the between-vehicle distance with the preceding
`
`vehicle, and are used when doing adjustment control of the optical axis direction of
`
`the headlights 30. Also, a known navigation system 50 for detecting road
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`information is mounted in the vehicle. It is also possible to similarly build in an
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`image information processing system using a millimeter wave radar mechanism or
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`CCD camera instead of the laser radar mechanism 40 for detecting vehicle front
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`information.
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`[0014]
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`
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`FIG. 2 is a cross section diagram showing the major parts
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`configuration of the headlight 30 of FIG. 1.
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`[0015]
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`
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`In FIG. 2, the headlight 30 is mainly constituted by a lamp 31, a
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`reflector 32 that fixes that lamp 31, one support part 33 that supports the reflector
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`32 so as to rock freely in the circle arc arrow direction, another moving part 34
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`that supports the reflector 32 and is able to move freely, and an actuator 35
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`consisting of a step motor or the like that drives the moving part 34 in the front-
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`back arrow direction. The optical axis direction of the headlight 30 is initially set
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`assuming a state with one driver riding and a road for which having the optical axis
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`face upward is impossible.
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`[0016]
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`
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`Next, we will describe the adjustment control processing means of
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`the optical axis direction of the headlight 30 with the CPU 21 inside the ECU 20
`
`used with the automatic adjustment device for the optical axis direction of front
`
`headlamps of a vehicle of the first embodiment of the mode of carrying out the
`
`present invention based on the flow chart in FIG. 3, while referring to FIG. 4 and
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`Page 3 of 17
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`(4)
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`Unexamined Patent 2001-277938
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`After the processes according to step S105 or step S106, the
`
`Also, when with a vehicle in which the laser radar mechanism 40 is
`
`process moves to step S107, and the optical axis center control angle θ target for
`
`mounted, the between-vehicle distance d (= detection value D) with the preceding
`
`the headlight 30 is calculated using the following formula (1). Here, h1 is the
`
`vehicle is small at less than the designated value, specifically, when the preceding
`
`height that can be changed without blinding the preceding vehicle, and for example
`
`vehicle is too close, as shown by the bold solid line arrow in FIG. 4 (d), as the
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`is the height up to the middle point of the reflector with both stop lights of the
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`optical axis direction of the headlight 30, adjustment control is executed with the
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`preceding vehicle from the road surface, and h2 is the height up to the optical axis
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`optical axis center control angle θ target lowered to the minimum optical axis
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`center position of the headlight 30 of the vehicle from the road surface. For heights
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`center control angle θ min which occurs when facing downward from the control
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`h1 and h2, it is possible to use preset constants. Also, height h1 can be changed by
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`angle during normal control. The speed control setting and the like for the actuator
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`identifying the preceding vehicle, and height h2 can be a value calculated
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`considering vehicle height, vehicle tilt, and the distance between the headlight 30
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`and the axle as the vehicle information.
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`35 is omitted.
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`[0026]
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`
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`In this way, the automatic adjustment device for the optical axis
`
`[0021]
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`[Formula 1]
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`
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`[0022]
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`
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`-1
`θ target=tan
`
`{(h2 - h1)/d}
`
`(1)
`
`direction of front headlamps of a vehicle of this embodiment is equipped with
`
`various information detection systems for detecting various types of information
`
`with a vehicle, determination means for determining whether or not the
`
`information detection system is mounted in the vehicle and whether that detection
`
`Next, the process moves to step S108, and the upper and lower
`
`function is normal or abnormal achieved using the CPU 21 inside the ECU 20,
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`limit restriction process is executed so that a designated range is not exceeded in
`
`calculation means for calculating the optical axis center control angle θ target as
`
`relation to the optical axis center control angle θ target calculated at step S107. In
`
`the control values relating to optical axis control of the vehicle headlight
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`other words, when the optical axis center control angle θ target is large and
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`(headlamp) 30 achieved using the CPU 21 inside the ECU 20, using the detection
`
`exceeds the preset maximum optical axis center control angle θ max, as an upper
`
`function of the information detection system which is normal based on the results
`
`limit guard, the maximum optical axis center control angle θ max is set to the
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`determined by the determination means, and control means consisting of the CPU
`
`optical axis center control angle θ target. On the other hand, when the optical axis
`
`21 inside the ECU 20 and the actuator 35 and the like for implementing optical
`
`center control angle θ target is the maximum optical axis center control angle θ
`
`axis control of the headlight 30 based on the optical axis center control angle θ
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`max or less and a minimum optical axis center control angle θ min or greater, this
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`target calculated by the calculation means.
`
`is considered to be a suitable value, and the optical axis center control angle θ
`
`[0027]
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`Also, the information detection system of the automatic adjustment
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`target is set as is. Also, when the optical axis center control angle θ target is small
`
`
`
`at less than the minimum optical axis center control angle θ min, as a lower limit
`
`device for the optical axis direction of front headlamps of a vehicle is constituted
`
`guard, the minimum optical axis center control angle θ min is set to the optical axis
`
`from a navigation system 50 as a road information detection means for detecting
`
`center control angle θ target.
`
`[0023]
`
`
`
`road information in the advancing direction of the vehicle, a laser radar mechanism
`
`40 as a front information detection means for detecting the between-vehicle
`
`Meanwhile, when the determination conditions of step S103,
`
`distance d (= detection value D) with the preceding vehicle as the information
`
`specifically, when the road is in a state thought to be a problem when the optical
`
`about in front of the car, and a vehicle height sensor 11 as vehicle information
`
`axis center control angle θ target of the headlight 30 faces upward exceeding the
`
`detection means for detecting vehicle information relating to the tilt orientation of
`
`control angle during normal control, the process moves to step S109, and as
`
`the vehicle. Also, the control means consisting of the CPU 21 inside the ECU 20
`
`shown in FIG. 5 with the dotted line arrow as the normal control angle, the optical
`
`and the actuator and the like of the automatic adjustment device for the optical
`
`axis center control angle θ target is set so as to face downward 1 [%] or 1.2 [%] as
`
`axis direction of front headlamps of a vehicle of this embodiment limits the optical
`
`the control angle with normal control. As a road in this kind of state, examples
`
`axis center control angle θ target so as not to exceed a designated range,
`
`include urban area roads and the like. After the processes at step S108 or step
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`specifically, to be θ min ≤ θ target ≤ θ max.
`
`S109, the process moves to step S110, and as the optical axis control process, the
`
`actuator 35 is driven based on the optical axis center control angle θ target, and
`
`[0028]
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`
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`In other words, as the information detection system mounted in the
`
`this routine ends.
`
`[0024]
`
`
`
`vehicle for which the detection function is normal, the optical axis direction of the
`
`headlight 30 undergoes suitable adjustment control by the optical axis center
`
`With the control routine described above, when with a vehicle in
`
`control angle θ target for which the tilt angle of the vehicle calculated based on
`
`which the laser radar mechanism 40 is mounted, the between-vehicle distance d (=
`
`output from the vehicle height sensor 11 that detects vehicle information relating
`
`detection value D) with the preceding vehicle is large and exceeds a designated
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`to the vehicle tilt orientation is changed according to the road information by the
`
`value, specifically, when there is no preceding vehicle, as shown by the bold solid
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`navigation system 50 and the front information by the laser radar mechanism 40
`
`line arrow in FIG. 4 (a), adjustment control is executed with the optical axis center
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`control angle θ target facing upward up to the maximum optical axis center control
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`and set.
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`
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`angle θ max as the optical axis direction of the headlight 30. Also, when with a
`
`vehicle in which the laser radar mechanism 40 is mounted, the between-vehicle
`
`distance d (= detection value D) with the preceding vehicle is small at less than the
`
`designated value, as shown by the bold solid line arrows in FIG. 4 (b) and 4 (c),
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`adjustment control is executed as appropriate so that the optical axis center control
`
`angle θ target is at height h1 with the position of the preceding vehicle as the
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`optical axis direction of the headlight 30.
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`[0025]
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`6
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`Page 4 of 17
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`(5)
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`Unexamined Patent 2001-277938
`
`7
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`8
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`Specifically, highway driving or urban road travel or the like is known as road
`
`information with the navigation system 50, and whether or not there is a preceding
`
`[0032]
`
`
`
`In FIG. 6, the output signals from the ECU 20 are input to the
`
`vehicle and the between-vehicle distance is known as front information with the
`
`actuators 35 and 36 of the headlight 30’ side of the vehicle, and as is described
`
`laser radar mechanism 40. By doing that, instead of adjustment control using the
`
`later, the optical axis direction of the headlight 30’ is adjusted. Also, a well known
`
`control angle with normal control which has the optical axis direction of the
`
`navigation system 50 for detecting road information and a steering angle sensor 62
`
`headlight 30 fixed downward at 1 [%] or 1.2 [%] only by the vehicle tilt
`
`for detecting the steering angle of the steering wheel 61 by the driver or the like
`
`orientation from the vehicle height sensor 11 as the vehicle information, with
`
`are mounted in the vehicle.
`
`highway driving or the like, it is possible to have the optical axis direction of the
`
`headlight 30 face upward from the control angle with normal control so distance
`
`[0033]
`
`
`
`FIG. 7 is a cross section diagram showing the major parts
`
`vision is improved, and with the between-vehicle distance d with the preceding
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`configuration of the headlight 30’ of FIG. 6.
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`vehicle, it is possible to have it face downward from the control angle with normal
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`control, so it is possible to have the irradiation range in relation to the preceding
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`[0034]
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`
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`In FIG. 7, the headlight 30’ is mainly constituted by a lamp 31, a
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`vehicle be suitable. At this time, the optical axis center control angle θ target
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`reflector 32 that fixes that lamp 31, one support part 33 that supports the reflector
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`undergoes upper and lower limit control so as to satisfy the inequality equation of
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`32 so as to rock freely in the circle arc arrow direction, another moving part 34
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`θ min ≤ θ target ≤ θ max, and having the optical axis direction of the headlight 30
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`that supports the reflector 32 and is able to move freely, an actuator 35 consisting
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`face extremely upward or downward is prevented.
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`of a step motor or the like that drives the moving part 34 in the front-back arrow
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`[0029]
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`
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`However, as shown in FIG. 5, in the case of specifications without
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`assembled body for which these are an integrated unit in the horizontal rotation
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`direction, and an actuator 36 consisting of a step motor or the like for driving the
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`the laser radar mechanism 40 mounted in the vehicle, or when some kind of
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`arrow direction. Here, the optical axis direction of the headlight 30’ is initially set
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`problem occurs with the laser radar mechanism 40 mounted in the vehicle, using
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`assuming a state with one driver riding.
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`the road information from the navigation system 50 or the like, for example, with
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`permission to change the optical axis direction during highway driving, specifically,
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`[0035]
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`
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`Next, we will refer to FIG. 8, FIG. 9, and FIG. 10 to describe a
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`when the upward facing conditions are satisfied, the optical axis center control
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`specific example of control of the optical axis direction of the headlight 30’
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`angle θ target as the optical axis direction of the headlight 30 undergoes
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`described above.
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`adjustment control with the between-vehicle distance d as constant Dc, and so as
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`to be height h1 at that position, and with other road conditions, adjustment control
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`[0036]
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`
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`FIG. 8 is an explanatory drawing showing the left turn state of an
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`is done so as to be the control angle with normal control.
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`intersection when at least one of steering interlocking control by the steering angle
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`[0030]
`
`
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`Also, when there are specifications for which the laser radar
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`interlocking control by the blinker (turn signal light) showing the turning direction
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`sensor 62 of the headlight 30’ mounted in the vehicle or the blinker signal
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`mechanism 40 and the navigation system are not mounted, or when some kind of
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`(not illustrated) functions. With FIG 8, road information from the navigation
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`problem occurs with these if the laser radar mechanism 40 and the navigation
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`system 50 is not used.
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`system are mounted, whether or not there is a preceding vehicle and the between-
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`vehicle distance as front information and the road information are not known, but
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`[0037]
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`
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`As shown in FIG. 8, when the steering angle of the steering wheel
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`the optical axis direction of the headlight 30 undergoes adjustment control based
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`61 by the driver or the like is detected by the steering angle sensor 62, the optical
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`on the optical axis center control angle θ target by only the tilt angle by the vehicle
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`axis direction of the headlight 30’ is controlled in the arrow direction according to
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`information relating to the vehicle tilt orientation. By doing this, with the optical
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`this steering angle. Also, the optical axis direction is controlled in the arrow
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`axis direction of the headlight 30 by only the vehicle tilt orientation as the vehicle
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`direction according to the blinker signal. In this way, the optical axis direction of
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`information as the optical axis center control angle θ target with normal control, it
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`the headlight 30’ is controlled according to the left turn state at an intersection of
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`is possible to set this to be fixed downward at 1 [%] or 1.2 [%], so it is possible to
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`have the irradiation range in relation to the preceding vehicle be suitable. A
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`the vehicle.
`
`[0038]
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`warning or the like is given to the driver of problems with the laser radar
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`
`
`FIG. 9 is an explanatory drawing showing the left turn state of an
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`mechanism 40, the navigation system or the like.
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`intersection when the irradiation range variable control by the navigation system 50
`
`[0031]
`
`(Embodiment 2)
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`of the headlight 30’ and the steering interlocking control by the steering angle
`
`sensor 62 mounted in the vehicle function.
`
`
`
`FIG. 6 is a schematic diagram showing the overall constitution
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`when the navigation system and the steering angle sensor for detecting the steering
`
`[0039]
`
`
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`As shown in FIG. 9, when it is detected by the navigation system 50
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`angle of the steering wheel are mounted in a vehicle to which is applied the
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`that there is an intersection or a curve in front, control is done so that the
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`automatic adjustment device for the optical axis direction of front headlamps of a
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`irradiation range of the headlight 30’ broadens in the arrow direction from before
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`vehicle of a second embodiment of the modes for carrying out the present
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`the intersection. At this time, the irradiation range of the headlight 30’ does not
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`invention. Also, FIG. 7 is a cross section diagram showing the major parts
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`broaden, and it is also possible to light an auxiliary light (not illustrated) that shines
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`configuration of the headlight 30’ of FIG. 6. In the drawings, the same constitution
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`in the horizontal direction. Also, it is also possible to interlock to the steering angle
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`or items consisting of equivalent parts as those of the embodiment described above
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`of the steering wheel 61 and control the optical axis direction in the lateral
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`are given the same code numbers and the same symbols, and a detailed description
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`direction.
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`
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`
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`of these is omitted.
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`Page 5 of 17
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`(6)
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`Unexamined Patent 2001-277938
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`9
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`10
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`Also, it is also possible for the irradiation range of the headlight 30’ to broaden
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`ECU used with the auto