U.S. patent application number 09/859526 was filed with the patent office on 2002-01-03 for vehicular lamp system for automotive vehicle.
This patent application is currently assigned to NISSAN MOTOR CO., LTD.. Invention is credited to Iwamoto, Kinya, Ozaki, Kiyotaka, Umezaki, Kenjou.
Application Number | 20020001195 09/859526 |
Document ID | / |
Family ID | 18657451 |
Filed Date | 2002-01-03 |
United States Patent
Application |
20020001195 |
Kind Code |
A1 |
Iwamoto, Kinya ; et
al. |
January 3, 2002 |
Vehicular lamp system for automotive vehicle
Abstract
In a vehicular lamp system for an automotive vehicle, a first
reflector (11201) equipped with a light source, a second reflector
(11202) enabled to deflect a reflection direction thereof toward a
vehicular turn direction independently of the first reflector, and
a driving section (2) that operatively performs a deflection drive
for the first and second reflectors are provided. A controller (3)
controls the driving section(s) on the basis of a vehicular
velocity detected by a vehicular velocity detector (6) and a
steering angle detected by a vehicular steering angle detector (5)
in such a manner that the second reflector is deflected toward the
vehicular turn direction according to the detected steering angle
when the detected vehicular velocity falls in an extremely low
vehicular velocity range and that the first reflector is deflected
toward the vehicular turn direction according to the steering angle
when the detected vehicular velocity falls in a high vehicular
velocity range.
Inventors: |
Iwamoto, Kinya; (Yokohama,
JP) ; Ozaki, Kiyotaka; (Kanagawa, JP) ;
Umezaki, Kenjou; (Kanagawa, JP) |
Correspondence
Address: |
Richard L. Schwaab
FOLEY & LARDNER
Washington Harbour
3000 K Street, N.W., Suite 500
Washington
DC
20007-5109
US
|
Assignee: |
NISSAN MOTOR CO., LTD.
|
Family ID: |
18657451 |
Appl. No.: |
09/859526 |
Filed: |
May 18, 2001 |
Current U.S.
Class: |
362/466 ;
362/465; 362/525; 362/526 |
Current CPC
Class: |
B60Q 2300/112 20130101;
B60Q 2300/122 20130101; B60Q 2300/116 20130101; B60Q 2300/124
20130101; B60Q 2300/134 20130101; B60Q 1/12 20130101 |
Class at
Publication: |
362/466 ;
362/465; 362/525; 362/526 |
International
Class: |
B60Q 001/08 |
Foreign Application Data
Date |
Code |
Application Number |
May 23, 2000 |
JP |
2000-151969 |
Claims
What is claimed is:
1. A vehicular lamp system, comprising: a first reflector, disposed
on a head of a vehicle, equipped with a light source, and enabled
to be driven to deflect a reflection direction of a light beam from
the light source toward a vehicular turn direction together with
the light source; a second reflector enabled to be driven to
deflect the reflection direction thereof toward the vehicular turn
direction independently of the first reflector; a driving section
that operatively performs a deflection drive for the first and
second reflectors; a vehicular velocity detector to detect a
vehicular velocity of the vehicle; a steering angle detector to
detect a vehicular steering angle of the vehicle; and a controller
to determine whether the detected vehicular velocity falls in a
predetermined middle velocity range and to control the driving
section on the basis of the detected vehicular velocity and
steering angle in such a manner that the second reflector is
deflected toward the vehicular turn direction according to the
detected steering angle when determining that the detected
vehicular velocity is lower by a predetermined low velocity range
than the predetermined middle velocity range and that the first
reflector is deflected toward the vehicular turn direction
according to the steering angle when determining that the detected
vehicular velocity is higher than the predetermined middle
vehicular velocity range.
2. A vehicular lamp system as claimed in claim 1, wherein a pair of
the first and second reflectors are equipped on predetermined
lateral ends of the head of the vehicle.
3. A vehicular lamp system as claimed in claim 2, wherein the
controller controls the driving section in such a manner that only
one of the second reflectors equipped on the predetermined lateral
ends of the head of the vehicle which is placed at an inside of the
vehicular turn direction with respect to a center of a circle of
turn is deflected toward the vehicular turn direction according to
the detected steering angle when determining that the detected
vehicular velocity is lower than the predetermined middle vehicular
velocity range.
4. A vehicular lamp system as claimed in claim 2, wherein the
controller controls the driving section in such a manner that at
least the first reflectors equipped on the predetermined lateral
ends of the head of the vehicle are deflected toward the vehicular
turn direction according to the detected steering angle when
determining that the detected vehicular velocity is higher than the
predetermined middle vehicular velocity range.
5. A vehicular lamp system as claimed in claim 2, wherein the
vehicular controller controls the driving section in such a manner
that one of the first reflectors equipped on the predetermined
lateral ends of the head of the vehicle which is placed at an
inside of the vehicular turn direction with respect to a center of
a circle of turn is deflected toward the vehicular turn direction
according to the detected steering direction when determining that
the detected vehicular velocity falls in the predetermined middle
vehicular velocity range.
6. A vehicular lamp system as claimed in claim 5, wherein the
controller controls the driving section in such a manner that one
of the first reflectors equipped on the predetermined lateral ends
of the head of the vehicle which is placed at an outside of the
vehicular turn direction with respect to the center of the circle
of turn is deflected toward the vehicular turn direction according
to the detected steering angle through a deflection drive variable
smaller than that of the other of the first reflectors which is
placed at the inside of the vehicular turn direction when
determining that the detected vehicular velocity falls in the
predetermined middle vehicular velocity range.
7. A vehicular lamp system as claimed in claim 6, wherein the
controller controls the driving section in such a manner that one
of the first reflectors equipped on the predetermined lateral ends
of the head of the vehicle which is placed at the outside of the
vehicular turn direction is deflected after the other of the first
reflectors which is placed at the inside of the vehicular turn
direction has been deflected.
8. A vehicular lamp system as claimed in claim 2, wherein the
controller determines whether the detected vehicular velocity is
lower than a constant vehicular velocity and controls the driving
section in such a manner that one of the pair of the first and
second reflectors equipped on the predetermined lateral ends of the
head of the vehicle which is placed at an outside of the vehicular
turn direction with respect to a center of a circle of turn is
inhibited from being deflected when determining that the detected
vehicular velocity is lower than the constant vehicular
velocity.
9. A vehicular lamp system as claimed in claim 8, wherein the
controller comprises a setting section that sets the constant
vehicular velocity to the predetermined low velocity range lower
than the predetermined middle velocity range.
10. A vehicular lamp system as claimed in claim 1, wherein the
controller comprises a preset section that presets a maximum value
of a deflection drive variable for at least one of the first and
second reflectors according to predetermined velocity ranges
including the predetermined low and middle velocity ranges, a
transition range gradually modifying the maximum value of the
deflection drive variable being provided between the respective
velocity ranges.
11. A vehicular lamp system as claimed in claim 5, wherein the
controller controls the driving section in such a manner that only
one of the pair of the first and second reflectors equipped on the
predetermined lateral ends of the head of the vehicle which is
placed at the inside of the vehicular turn direction is deflected
toward the vehicular turn direction according to the detected
steering angle when determining that the detected vehicular
velocity is lower than the predetermined middle velocity range and
the controller controls the driving section in such a manner that
one of the first reflectors equipped on the predetermined lateral
ends of the head of the-vehicle which is placed at the inside of
the vehicular turn direction is deflected toward the vehicular turn
direction according to the detected steering angle and in such a
manner that the other of the first reflectors equipped on the
predetermined lateral ends of the head of the vehicle which is
placed at an outside of the vehicular turn direction with respect
to a center of a circle of turn is deflected toward the vehicular
turn direction according to the detected steering angle through a
deflection drive variable smaller than that of the other of the
first reflectors which is placed at the inside of the vehicular
turn direction when determining that the detected vehicular
velocity falls in the predetermined middle velocity range.
12. A vehicular lamp system as claimed in claim 11, wherein the
controller comprises a preset section that presets a maximum value
of the deflection drive variable according to vehicular velocity
ranges including the predetermined middle vehicular velocity range,
a transition range gradually modifying the maximum value of the
deflection drive variable being provided between the respective
vehicular velocity ranges.
13. A vehicular lamp system as claimed in claim 1, wherein the
controller comprises a deciding section that decides whether the
detected steering angle is furthermore increased and a gain setting
section that sets such a gain of a deflection drive variable
through which one of the first and second reflectors is deflected
according to the detected steering angle when the deciding section
decides that the detected steering angle is furthermore increased
as to be in excess of that of the deflection drive variable
according to the detected steering angle when the deciding section
decides that the detected steering angle is decreased.
14. A vehicular lamp system as claimed in claim 1, wherein the
controller comprises a gain setting section that sets such a gain
of a deflection drive variable through which the first reflector is
deflected according to the detected steering angle as to be in
excess of that of the deflection drive variable through which the
second reflector is deflected according to the detected steering
angle.
15. A vehicular lamp system as claimed in claim 1, further
comprising a spin state detector to detect a vehicular spin state
and wherein the controller controls the driving section in such a
manner that a deflection drive variable for at least the first
reflector is zeroed upon a detection of the vehicular spin state by
the spin state detector.
16. A vehicular lamp system as claimed in claim 15, wherein the
spin state detector-detects the vehicular spin state from a
steering direction of the vehicle and a yawing rate of the
vehicle.
17. A vehicular lamp system as claimed in claim 1, wherein the
first reflector sets an optical axis of the light source.
18. A vehicular lamp system as claimed in claim 17, wherein the
second reflector sets an radiation of a light beam to a surrounding
area to the optical axis.
19. A vehicular lamp system as claimed in claim 18, wherein a
reflected light beam by the first reflector is set to be brighter
than that by the second reflector.
20. A vehicular lamp system, comprising: at least a pair of
rightward and leftward first reflectors, each of the first
reflectors being disposed on ahead of a vehicle, being equipped
with a light source, and being enabled to be driven to deflect a
reflection direction of a light beam from the light source toward a
vehicular turn direction together with the light source; at least a
pair of rightward and leftward second reflectors, each of the
second reflectors being enabled to be driven to deflect the
reflection direction thereof toward the vehicular turn direction
independently of the pair of the rightward and leftward first
reflectors; a driving section that operatively performs a
deflection drive for the pairs of the rightward and leftward first
reflectors and second reflectors; a vehicular velocity detector to
detect a vehicular velocity of the vehicle; a steering angle
detector to detect a vehicular steering angle of the vehicle; and a
controller to determine whether the detected vehicular velocity
falls in a predetermined middle velocity range and to control the
driving section on the basis of the detected vehicular velocity and
steering angle in such a manner that one of the pair of the
rightward and leftward first reflectors which is placed on an
inside of a vehicular turn direction with respect to a center of a
circle of turn is deflected toward the vehicular turn direction
according to the detected steering angle when determining that the
detected vehicular velocity falls in the predetermined middle
velocity range.
21. A vehicular light system, comprising: first reflecting means,
disposed on a head of a vehicle, equipped with a light source, and
enabled to be driven to deflect a reflection direction of a light
beam from the light source toward a vehicular turn direction
together with the light source; second reflecting means enabled to
be driven to deflect the reflection direction thereof toward the
vehicular turn direction independently of the first reflecting
means; driving means for operatively performing a deflection drive
for the first and second reflecting means; vehicular velocity
detecting means for detecting a vehicular velocity of the vehicle;
steering angle detecting means for detecting a vehicular steering
angle of the vehicle; and controlling means for determining whether
the detected vehicular velocity falls in a predetermined middle
velocity range and for controlling the driving means on the basis
of the detected vehicular velocity and steering angle in such a
manner that the second reflector is deflected toward the vehicular
turn direction according to the detected steering angle when
determining that the detected vehicular velocity is lower than the
predetermined middle velocity range and in such a manner that the
first reflector is deflected toward the vehicular turn direction
according to the steering angle when determining that the detected
vehicular velocity is higher than the predetermined middle velocity
range.
Description
BACKGROUND OF THE INVENTION
[0001] a) Field of the Invention
[0002] The present invention relates to a vehicular lamp system for
an automotive vehicle.
[0003] b) Description of the Related Art
[0004] A Japanese Patent Application First Publication No. Heisei
8-183385 published on Jul. 16, 1996 (which corresponds to a U.S.
Pat. No. 5,711,590 issued on Jan. 27, 1998) exemplifies a
previously proposed vehicular lamp system in which, during a
vehicular turn (or cornering), both visibilities for a direction
toward which a vehicle is turned (hereinafter, also referred to as
a vehicular turn direction) and for its outside direction toward
which the vehicle is un-turned are improved.
[0005] The previously proposed vehicular lamp system includes a
fixed reflector and a movable (or displaceable) reflector in each
of leftward and rightward headlamp apparatuses.
[0006] A light distribution pattern over which the fixed reflector
distributes a light beam is a bright portion in a proximity to an
optical axis and corresponds to a, so-called, center light. A light
distribution pattern over which the movable reflector distributes
light is a dim light radiation to a surrounding portion to the
optical axis and corresponds to a, so-called, surrounding light
portion.
[0007] Then, the previously proposed vehicular lamp system
maintains the visibility toward the vehicular forward direction
while increasing the visibility in the vehicular turn direction by
pivoting the movable reflector toward the turn direction during the
turn of the vehicle.
SUMMARY OF THE INVENTION
[0008] However, in the previously proposed vehicular lamp system
disclosed in the above-described Japanese Patent Application First
Publication No. Heisei 8-183385, a portion of the light
distribution pattern which radiates the light toward the vehicular
turn direction is the dim light distribution pattern portion
corresponding to the surrounding light portion and the light
distribution pattern corresponding to the bright center light
portion lies in a forward center portion of the vehicle. Therefore,
a brightness of an area of the vehicular turn direction which is
needed most during the vehicular turn is not always improved.
[0009] On the other hand, it is possible to improve the visibility
of the turn direction area if the whole headlamp apparatuses is
pivoted toward the vehicular turn direction. However, since the
brightness of each of the vehicular front center area and the
outside direction area to the vehicular turn direction is largely
reduced in a case where the vehicle turns a traffic intersection at
a low velocity, the movable reflector cannot remarkably be pivoted
through a large displacement angle toward the vehicular turn
direction.
[0010] It is, hence, an object of the present invention to provide
an improved vehicular lamp system which is capable of further
improving the visibility during a vehicular turn.
[0011] According to one aspect of the present invention, there is
provided with a vehicular lamp system, comprising: a first
reflector, disposed on a head of a vehicle, equipped with a light
source, and enabled to be driven to deflect a reflection direction
of a light beam from the light source toward a vehicular turn
direction together with the light source; a second reflector
enabled to be driven to deflect the reflection direction thereof
toward the vehicular turn direction independently of the first
reflector; a driving section that operatively performs a deflection
drive for the first and second reflectors; a vehicular velocity
detector to detect a vehicular velocity of the vehicle; a steering
angle detector to detect a vehicular steering angle of the vehicle;
and a controller to determine whether the detected vehicular
velocity falls in a predetermined middle velocity range and to
control the driving section on the basis of the detected vehicular
velocity and steering angle in such a manner that the second
reflector is deflected toward the vehicular turn direction
according to the detected steering angle when determining that the
detected vehicular velocity is lower by a predetermined low
velocity range than the predetermined middle velocity range and
that the first reflector is deflected toward the vehicular turn
direction according to the steering angle when determining that the
detected vehicular velocity is higher than the predetermined middle
vehicular velocity range.
[0012] According to another aspect of the present invention, there
is provided A vehicular lamp system, comprising: at least a pair of
rightward and leftward first reflectors, each of the first
reflectors being disposed on a head of a vehicle, being equipped
with a light source, and being enabled to be driven to deflect a
reflection direction of a light beam from the light source toward a
vehicular turn direction together with the light source; at least a
pair of rightward and leftward second reflectors, each of the
second reflectors being enabled to be driven to deflect the
reflection direction thereof toward the vehicular turn direction
independently of the pair of the rightward and leftward first
reflectors; a driving section that operatively performs a
deflection drive for the pairs of the rightward and leftward first
reflectors and second reflectors; a vehicular velocity detector to
detect a vehicular velocity of the vehicle; a steering angle
detector to detect a vehicular steering angle of the vehicle; and a
controller to determine whether the detected vehicular velocity
falls in a predetermined middle velocity range and to control the
driving section on the basis of the detected vehicular velocity and
steering angle in such a manner that one of the pair of the
rightward and leftward first reflectors which is placed on an
inside of a vehicular turn direction with respect to a center of a
circle of turn is deflected toward the vehicular turn direction
according to the detected steering angle when determining that the
detected vehicular velocity falls in the predetermined middle
velocity range.
[0013] This summary of the invention does not necessarily describe
all necessary features so that the invention may also be a
sub-combination of these described features.
BRIEF DESCRIPTION OF THE DRAWINGS
[0014] FIG. 1 is a functional-and-circuit block diagram of a
vehicular lamp system in a first preferred embodiment according to
the present invention.
[0015] FIG. 2 is a perspective view of an automotive vehicle to
which the vehicular lamp system in the first preferred embodiment
is applicable.
[0016] FIG. 3 is a front view of one of light distribution control
lamps in the vehicular lamp system of the first preferred
embodiment shown in FIG. 1.
[0017] FIG. 4 is an explanatory view of a light distribution
pattern of the light distribution control lamp shown in FIG. 3.
[0018] FIG. 5 is a schematic top view of the vehicle when the
vehicle is running with the light distribution control lamps driven
to radiate light beams over a forward radiation area.
[0019] FIG. 6 is a schematic cross sectional view of the light
distribution control lamp shown in FIG. 3.
[0020] FIG. 7 is a schematic plan view of the light distribution
control lamp shown in FIG. 3.
[0021] FIG. 8 is a schematic plan view of the light distribution
control lamp shown in FIG. 3 when operated.
[0022] FIG. 9 is a schematic plan view of the light distribution
control lamp shown in FIG. 3 when operated.
[0023] FIGS. 10A, 10B, and 10C are, in the case of the first
preferred embodiment, a schematic front view representing a
variation of the light distribution pattern, a schematic top view
of the vehicle when the vehicle is running radiating light beams
from the light distribution control lamps, a schematic top view for
explaining an operation state of both leftward and rightward light
distribution control lamps, respectively.
[0024] FIGS. 11A, 11B, and 11C are, in the case of the first
preferred embodiment, a schematic front view representing a
variation of the light distribution pattern, a schematic top view
of the vehicle when the vehicle is running radiating the light
beams from the light distribution control lamps, a schematic top
view for explaining the operation state of both leftward and
rightward light distribution control lamps, respectively.
[0025] FIGS. 12A, 12B, and 12C are, in the case of the first
preferred embodiment, a schematic front view representing a
variation of the light distribution pattern, a schematic top view
of the vehicle when the vehicle is running radiating the light
beams from the light distribution control lamps, a schematic top
view for explaining the operation state of both leftward and
rightward light distribution control lamps, respectively.
[0026] FIGS. 12A, 12B, and 12C are, in the case of the first
preferred embodiment, a schematic front view representing a
variation of the light distribution pattern, a schematic top view
of the vehicle when the vehicle is running radiating the light
beams from the light distribution control lamps, a schematic top
view for explaining the operation state of both leftward and
rightward light distribution control lamps, respectively.
[0027] FIGS. 13A, 13B, and 13C are, in the case of the first
preferred embodiment, a schematic front view representing a
variation of the light distribution pattern, a schematic top view
of the vehicle when the vehicle is running radiating the light
beams from the light distribution control lamps, a schematic top
view for explaining the operation state of both leftward and
rightward light distribution control lamps, respectively.
[0028] FIGS. 14A, 14B, and 14C are, in the case of the first
preferred embodiment, a schematic front view representing a
variation of the light distribution pattern, a schematic top view
of the vehicle when the vehicle is running radiating the light
beams from the light distribution control lamps, a schematic top
view for explaining the operation state of both leftward and
rightward light distribution control lamps, respectively.
[0029] FIGS. 15A, 15B, and 15C are, in the case of the first
preferred embodiment, a schematic front view representing a
variation of the light distribution pattern, a schematic top view
of the vehicle when the vehicle is running radiating the light
beams from the light distribution control lamps, a schematic top
view for explaining the operation state of both leftward and
rightward light distribution control lamps, respectively.
[0030] FIGS. 16A, 16B, and 16C are, in the case of the first
preferred embodiment, a schematic front view representing a
variation of the light distribution pattern, a schematic top view
of the vehicle when the vehicle is running radiating the light
beams from the light distribution control lamps, a schematic top
view for explaining the operation state of both leftward and
rightward light distribution control lamps, respectively.
[0031] FIGS. 17A, 17B, and 17C are, in the case of the first
preferred embodiment, a-schematic front view representing a
variation of the light distribution pattern, a schematic top view
of the vehicle when the vehicle is running radiating the light
beams from the light distribution control lamps, a schematic top
view for explaining the operation state of both leftward and
rightward light distribution control lamps, respectively.
[0032] FIG. 18 is a whole operational flowchart representing a
whole process in the case of the first preferred embodiment.
[0033] FIG. 19 is an operational flowchart representing a decision
process of a light distribution control variable in the case of the
first preferred embodiment.
[0034] FIG. 20 is an operational flowchart representing a
calculation process of a center light spanning angle in the case of
the first preferred embodiment.
[0035] FIG. 21 is an operational flowchart representing a detection
process of a grip run state in the case of the first preferred
embodiment.
[0036] FIG. 22 is a characteristic graph representing a
relationship among a steering angle of a vehicular steering wheel,
a vehicular velocity, and panning angle, in the case of the first
preferred embodiment.
[0037] FIG. 23 is an explanatory view representing a relationship
between a vehicular turn and an optical axis displacement, in the
case of the first preferred embodiment.
[0038] FIG. 24 is an operational flowchart representing a
calculation process of the center light spanning angle, in the case
of the first preferred embodiment.
[0039] FIG. 25 is an operational flowchart representing a process
in a case of a low vehicular velocity run, in the case of the first
preferred embodiment.
[0040] FIG. 26 is an operational flowchart representing a switching
process of, so-called, one-side and both-side controls, in the case
of the first preferred embodiment.
[0041] FIG. 27 is an operational flowchart representing a switching
process of, so-called, one-side and both-side controls, in the case
of the first preferred embodiment.
[0042] FIG. 28 is an operational flowchart representing a switching
process of, so-called, one-side and both-side controls, in the case
of the first preferred embodiment.
[0043] FIG. 29 is an operational flowchart representing a
calculation process of a surrounding light panning angle, in the
case of the first preferred embodiment.
[0044] FIG. 30 is an operational flowchart representing the
calculation process of the surrounding light panning angle, in the
case of the first preferred embodiment.
[0045] FIG. 31 is an operational flowchart representing a process
representing a convergence process during a vehicular run at a
middle vehicular velocity range, in the case of the first preferred
embodiment.
[0046] FIG. 32 is an operational flowchart representing a,
so-called one-side control process, in the case of the first
preferred embodiment.
[0047] FIG. 33 is an operational flowchart representing the
one-side control process, in the case of the first preferred
embodiment.
[0048] FIG. 34 is an operational flowchart representing a
calculation process (center light) of an output value to an
actuator, in the case of the first preferred embodiment.
[0049] FIG. 35 is an operational flowchart representing a
calculation process (surrounding light) of the output value to the
actuator, in the case of the first preferred embodiment.
[0050] FIG. 36 is an operational flowchart representing a
calculation process of a clock frequency, in the case of the first
preferred embodiment.
[0051] FIGS. 37A and 37B are characteristic graphs representing a
gain of the surrounding light from one of the leftward and
rightward light distribution control lamps which is placed at an
inside of a vehicular turn direction with respect to a center of
the circle of turn and a gain of the center light from one of the
leftward and rightward distribution control lamps which is placed
at the inside of the vehicular turn direction, in the case of the
first preferred embodiment, respectively.
[0052] FIGS. 38A and 38B are characteristic graphs representing a
gain of the surrounding light from one of the leftward and
rightward light distribution control lamps which is placed at an
outside of the vehicular turn direction with respect to a center of
the circle of turn and a gain of the center light from one of the
leftward and rightward distribution control lamps which is placed
at the outside of the vehicular turn direction, in the case of the
first preferred embodiment, respectively.
[0053] FIGS. 39A and 39B are a characteristic graph representing a
maximum panning angle of the surrounding light from one of the
leftward and rightward light distribution control lamps which is
placed at an inside of the vehicular turn direction with respect to
a center of the circle of turn and a gain of the center light from
one of the leftward and rightward distribution control lamps which
is placed at the inside of the vehicular turn direction, in the
case of the first preferred embodiment.
[0054] FIGS. 40A and 40B are a characteristic graph representing a
maximum panning angle of the surrounding light from one of the
leftward and rightward light distribution control lamps which is
placed at an outside of the vehicular turn direction with respect
to a center of the circle of turn and a gain of the center light
from one of the leftward and rightward distribution control lamps
which is placed at the outside of the vehicular turn direction, in
the case of the first preferred embodiment, respectively.
[0055] FIG. 41 is a schematic cross sectional view of the light
distribution control lamp in a case of a second preferred
embodiment of the vehicular lamp system according to the present
invention.
[0056] FIG. 42 is a schematic plan view of the light distribution
control lamp including an operation situation of the light
distribution control lamp, in the case of the second preferred
embodiment.
[0057] FIG. 43 is an operational flowchart representing the
convergence process when the vehicle is running at the middle
vehicular velocity range, in the case of the second preferred
embodiment.
[0058] FIG. 44 is an operational flowchart representing the
so-called one-side control, in the case of the second preferred
embodiment.
[0059] FIG. 45 is an operational flowchart representing the
switching process of the one-side control process, in the case of
the second preferred embodiment.
[0060] FIGS. 46A and 46B are characteristic graphs representing the
gain on the surrounding light placed at the inside of the vehicular
turn direction and representing the gain on the center light placed
at the inside of the vehicular turn direction, in the case of the
second embodiment, respectively.
[0061] FIGS. 47A and 47B are characteristic graphs representing the
gain on the surrounding light placed at the inside of the vehicular
turn direction and representing the gain on the center light placed
at the inside of the vehicular turn direction, in the case of the
second preferred embodiment, respectively.
[0062] FIGS. 48A and 48B are characteristic graphs representing the
maximum panning angle on the surrounding light placed at the inside
of the vehicular turn direction and representing the maximum
panning angle of the center light placed at the inside of the
vehicular turn direction, in the case of the second preferred
embodiment, respectively.
[0063] FIGS. 49A and 49B are characteristic graphs representing the
maximum panning angle of the surrounding light at the outside of
the vehicular turn direction and representing the maximum panning
angle of the center light placed at the outside of the vehicular
turn direction, in the case of the second preferred embodiment,
respectively.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0064] Reference will hereinafter be made of the drawings in order
to facilitate an understanding of the present invention.
[0065] (First Embodiment)
[0066] FIG. 1 is a block diagram showing a vehicular lamp system in
a first preferred embodiment according to the invention.
[0067] As shown in FIG. 1, the vehicular lamp system in the first
embodiment includes an output light section 1, a driving section 2,
a controller 3, a steering angle detector 5, a vehicle velocity
detector 6 and a yawing rate detector 7.
[0068] Controller 3 calculates and outputs a deflection drive
variable to driving section 2 on the basis of individual detected
data obtained by steering angle detector 5, vehicular velocity
detector 6 and yawing rate detector 7.
[0069] Controller 3 includes a microcomputer having a CPU (Central
Processing Unit) 3a, a ROM (Read Only Memory), a RAM (Read Only
Memory) 3c, an Input Port 3d, and an Output Port 3e.
[0070] Driving section 2 drives a first reflector 11201 and an
associated light source 11203 together on the basis of a signal
indicating the deflection drive variable from controller 2. Driving
section 2, in addition, drives a second reflector 11202
independently of first reflector 11201 to change a light
distribution state on the basis of a signal indicating the
deflection drive variable inputted from controller 2.
[0071] While the vehicle is turn, therefore, a vehicular driver
(hereinafter, simply referred to as a driver) is enabled to
recognize the course visually with not only a brighter light, as
distributed for the center light by the setting of an optical axis
of first reflector 11201, but also a light, as distributed for a
surrounding light by the radiation around the optical axis of
second reflector 11202.
[0072] Thus, visibility on the turning side of the vehicle can be
improved while retaining the visibility on the forward and
un-turning sides of the vehicle.
[0073] Output light section 1 is constituted by a pair of rightward
and leftward head lamps 11 disposed on the front portion of vehicle
C, as shown in FIG. 2. In head lamps 11, there are housed light
distribution lamps which are equipped with respective driving
sections 2.
[0074] Controller 3 is arranged in an inner part 41 of an
instrument panel of vehicle C.
[0075] Steering angle detector 5 is constituted by a steering angle
sensor 51 of a vehicular steering wheel which is mounted on a
steering shaft of the steering wheel for detecting a steering angle
(steering angular displacement and a steering direction).
[0076] However, steering angle detector 5 may be constituted by a
tire steering angle sensor for detecting the steering angle of
steered tires so that it can detect the tire steering angle of the
tire steering angle sensor as the steering angle.
[0077] Vehicle velocity detector 6 detects the vehicle velocity by
fetching a vehicle velocity signal from a vehicular speedometer
into controller 3.
[0078] Yawing rate detector 7 is constituted by a yawing rate
sensor 61 disposed in vehicle C for detecting a yawing rate (also
called, yaw velocity) directly from yawing rate sensor 61. However,
yawing rate detector 7 can also be constructed to detect the yawing
rate indirectly by fetching a lateral G or motion state of the
vehicle to controller 3 to calculate the yawing rate.
[0079] Next, head lamp 11 will be described in more detail with
reference to FIGS. 3 to 9.
[0080] FIG. 3 is a detailed diagram of a leftward head lamp 11 as
viewed from a top of the vehicle C; FIG. 4 shows a light
distribution pattern of a light distribution control; and FIG. 5 is
a top plan view of the light distribution pattern at a time of a
vehicular run with the light distribution control executed. It is
noted that the configuration of a rightward head lamp 11 is the
same as and made symmetric with the leftward one 11 shown in FIG.
3. Hence, a detailed description of the rightward head lamp will
herein be omitted.
[0081] Head lamp 11 is constructed integrally by: a high-beam lamp
111 for radiating a high-beam light; a side-marker lamp (or called,
small lamp) 113 for indicating a width of a vehicular body when
lighted; and a light distribution control lamp 112 for controlling
a light distribution of a low-beam light.
[0082] The reflector in the light distribution control lamp 112 is
divided into two parts; lower and upper first reflectors 112201 and
112202, as shown in FIG. 6. First reflector 11201 on the lower side
forms the light distribution for the center light to set an optical
axis. and both of the first reflectors in the rightward and
leftward light distribution control lamps 112 and 112 radiate the
portions of light distribution patterns 112011R and 112011L of
FIGS. 4 and 5. It is noted that the center light is a brightened
area which is present on the lower side of a horizontal line H, as
shown in FIG. 4, and horizontal line H contains the optical axes of
rightward and leftward head lamps 11. In short, first reflector
11201 serves to set the optical axis.
[0083] Upper reflector 11202 in FIG. 3 forms the light distribution
for a surrounding light, and both upper reflectors 11202 in the
rightward and leftward light distribution control lamps 112 radiate
the portions of light distribution patters 112021R and 112021L of
FIGS. 4 and 5. It is noted that the surrounding light is defined as
a dim portion for radiating the periphery of the optical axis
widely around the center light.
[0084] Thus, the reflected light by first reflector 11201 is set
brighter than that by second reflector 11202. Therefore, first
reflector 11201 radiates a longer distance in front of the vehicle
whereas second reflector 11202 radiates a shorter range widely in
front of the vehicle. Consequently, a natural light radiation state
matching with a human's sense to light can be achieved.
[0085] FIGS. 6 and 7 show a schematic configuration of individual
light distribution control lamps 112, and FIGS. 8 and 9 show
operated states of the light distribution control lamps 112. FIG. 6
is a schematic side elevation of one light distribution control
lamp 112, and FIG. 7 is a schematic top plan view thereof.
[0086] As shown in FIGS. 6 and 7, light distribution control lamp
112 is provided with light source 11203 in first reflector 11201
and a shade 11204 in front of light source 11203 for shading
(shielding) the direct light coming from light source 11203.
Although not shown, shade 11204 is supported by a support axle
extended from first reflector 11201. There are further provided two
motors M1 and M2 as drive means for performing a deflection drive
for first and second reflectors 11201 and 11202.
[0087] Second reflector 11202 is coupled to a base 11205 through a
rotary axle 11208, on which a gear G3 is mounted and which is
associatively connected through a gear G4 to motor M2 mounted on
base 11205. First reflector 11201, light source 11203 and motor M2
are mounted on base 11205. Base 11205 is coupled to a base 11206
through rotary axle 11207, on which a gear G1 is mounted and which
is associatively connected through a gear G2 to motor M1 mounted on
base 11206. Base 11206 is fixed on the vehicular body.
[0088] As shown in FIGS. 6 and 8, therefore, second reflector 11202
is turned about rotary axle 11208 to the rightward and leftward by
the driving force of motor M2. On the other hand, the whole light
distribution lamp 112 shown in FIG. 8 is turned about rotary axle
11207 to the rightward and leftward by the driving force exerted by
motor M1.
[0089] Specifically, first reflector 11201 is enabled to be
deflectively driven to displace the reflection direction of the
light coming from light source 11203 together with light source
11203 in the rightward and leftward angularly displacing
directions.
[0090] Second reflector 11201 can deflectively drive a reflecting
direction of the light coming from light source 11203 independently
of first reflector 11201 in the rightward and leftward angularly
displacing directions.
[0091] Thus, second reflector 11202 can serve to set the light beam
be radiated on the periphery of the optical axis. First and second
reflectors 11201 and 11202 can be housed in a common lamp housing
so that the whole lamp system can easily be small-sized.
[0092] FIGS. 10A to 10C show a first situation in which second
reflector 11202 of leftward light distribution control lamp 112L
independently turns to the leftward. FIG. 10A shows a variation in
the light distribution pattern when the vehicle C is turned to the
leftward; FIG. 10B is a top plan view showing a state in which the
vehicle runs with its rightward and leftward light distribution
control lamps 112R and 112L activated; and FIG. 10C shows an
operation situation of rightward and leftward light distribution
control lamps 112R and 112L when the vehicle is turned to the
leftward as shown in FIG. 10B.
[0093] When second reflector 11202 of leftward light distribution
control lamp 112L only is, thus, turned leftward independently of
second reflector of rightward light distribution control lamp 112R,
only light distribution pattern 112021L for the leftward
surrounding light turns leftward, but light distribution pattern
112021R for the rightward surrounding light and light distribution
patterns 112011R and 112011L for the rightward and leftward center
lights are leftward as they are (not displaced).
[0094] FIGS. 11A to 11C show a second situation in which second
reflector 11202 of rightward light distribution control lamp 112R
independently turns to the rightward. FIG. 11A shows a variation in
the light distribution pattern when the vehicle C is turned to the
rightward as viewed from FIG. 11B; FIG. 11B is a top plan view
showing the state in which the vehicle runs with its rightward and
leftward light distribution control lamps 112R and 112L activated;
and FIG. 11C shows the operation situation of rightward and
leftward light distribution control lamps 112R and 112L when the
vehicle is turned to the rightward. When second reflector 11202 of
rightward light distribution control lamp 112R only is, thus,
turned rightward, only light distribution pattern 112021R for the
rightward surrounding light turns rightward, but light distribution
pattern 112021R for the rightward surrounding light and light
distribution patterns 112011R and 112011L for the rightward and
leftward center lights are leftward as they are (not
displaced).
[0095] FIGS. 12A to 12C show a third situation in which whole
leftward light distribution control lamp 112L independently turns
to the leftward. FIG. 12A shows a variation in the light
distribution pattern when whole leftward light distribution control
lamp 112L is tuned to the leftward; FIG. 12B is a top plan view
showing the state in which the vehicle runs with its rightward and
leftward light distribution control lamps 112R and 112L activated;
and FIG. 12C shows the operation operation situation of rightward
and leftward light distribution control lamps 112R and 112L when
whole control lamp 112L is turned to the leftward.
[0096] When whole leftward light distribution control lamp 112L is,
thus, turned leftward, light distribution pattern 112011L for the
leftward center light and light distribution pattern 112021L for
the leftward surrounding light turn leftward, but light
distribution pattern 112021R for the rightward surrounding light
and light distribution pattern 112011R for the rightward center
light are leftward as they are (not displaced).
[0097] FIGS. 13A to 13C show a fourth situation in which whole
rightward light distribution control lamp 112R independently turns
to the rightward. FIG. 13A shows a variation in the light
distribution pattern when whole rightward light distribution
control lamp 112R is turned to the rightward; FIG. 13B is a top
plan view showing the state in which the vehicle runs with its
rightward and leftward light distribution control lamps 112R and
112L activated; and FIG. 13C shows the operation situation of
rightward and leftward light distribution control lamps 112R and
112L in the case of FIG. 13B.
[0098] When whole rightward light distribution control lamp 112R is
thus turned rightward, light distribution pattern 112011R for the
rightward center light and light distribution pattern 112021R for
the rightward surrounding light turn rightward, but light
distribution pattern 112021L for the leftward surrounding light and
light distribution pattern 112011L for the leftward center light
are leftward as they are (not displaced).
[0099] FIGS. 14A to 14C show a fifth situation in which each of
rightward and leftward light distribution control lamps 112R and
112L is turned to the leftward. FIG. 14A shows a variation in the
light distribution pattern when each of light distribution control
lamps 112R and 112L is turned to the leftward; FIG. 14B is a top
plan view showing the state in which the vehicle runs with its
light distribution control lamps 112 activated; and FIG. 14C shows
the operation situation of rightward and leftward light
distribution control lamps 112R and 112L when the vehicle is
running in the case of FIG. 14B.
[0100] When whole rightward and leftward light distribution control
lamps 112R and 112L are thus turned leftward, all light
distribution patterns turn leftward.
[0101] FIGS. 15A to 15C show a sixth situation in which rightward
and leftward light distribution control lamps 112R and 112L turns
to the rightward. FIG. 15A shows a variation in the light
distribution pattern; FIG. 15B is a top plan view showing the state
in which the vehicle runs with its light distribution control lamps
112L, 112R radiating; and FIG. 15C shows the operation situations
of rightward and leftward light distribution control lamps 112R and
112L at the running time. When rightward and leftward light
distribution control lamps 112R and 112L are thus turned rightward
as a whole, all light distribution patterns turn rightward.
[0102] FIGS. 16A to 16C show a seventh situation in which whole
leftward light distribution control lamp 112L turns once to the
leftward and, thereafter, second reflector 11202 of the leftward
light distribution lamp 11202 further turned to the leftward. FIG.
16A shows a variation in the light distribution pattern; FIG. 16B
is a top plan view showing the state in which the vehicle runs with
its light distribution control lamps 112L, 112R activated; and FIG.
16C shows the operation situations of rightward and leftward light
distribution control lamps 112R and 112L in the case of FIG.
16B.
[0103] When leftward light distribution control lamp 112L is thus
turned to the leftward or second reflector 11202 is further turned
to the leftward, light distribution pattern 112011L for the
leftward center light is turned to the leftward, and light
distribution pattern 112021L for the leftward surrounding light is
further turned to the leftward, but light distribution pattern
112021R for the rightward surrounding light and light distribution
pattern 112011R for the rightward center light are leftward as they
are (not displaced).
[0104] FIGS. 17A to 17C show the situations in which rightward
light distribution control lamp 112R turns as a whole to the
rightward and in which second reflector 11202 further turns to the
rightward. FIG. 17A shows a variation in the light distribution
pattern; FIG. 17B is a top plan view showing the state in which the
vehicle runs with its light distribution control lamps 112L, 112R
activated; and FIG. 17C shows the operation situation of rightward
and leftward light distribution control lamps 112R and 112L in the
case of FIG. 17B.
[0105] When rightward light distribution control lamp 112R is thus
turned to the rightward and second reflector 11202 is further
turned to the rightward, light distribution pattern 112011R for the
rightward center light is turned to the rightward, and light
distribution pattern 112021R for the rightward surrounding light is
further turned to the rightward, but light distribution pattern
112011L for the rightward surrounding light and light distribution
pattern 112011L for the rightward center light are leftward as they
are (not displaced).
[0106] Next, processes executed in the vehicular lamp system will
hereinafter be described in details.
[0107] [Procedure of Entire Vehicular Lamp System]
[0108] FIG. 18 is an operational flowchart showing the entire
procedure of the vehicular lamp system in the preferred embodiment.
When the procedure is started, controller 3 executes an operation
of Input Initial Value at Step S (It is noted that Step S will,
hereinafter, shortly be expressed as-only S). In this operation to
input the initial value, controller 3 read various constants, e.g.,
sampling period ST, as will be described hereinafter. At S2,
controller 3 executes the operation of Acquire To so as to read
time counter value To (1 ms/count).
[0109] At S3, controller 3 executes the operation as Decide End so
as to decide the start of the engine, for example. At S4,
controller 3 makes the decision of whether STOP is made. If the
engine is not started so that controller 3 decides that vehicle C
is not in the running state, the routine shown in FIG. 18 is ended
(END). If the engine is started so as to decide that the vehicle is
running, controller 3 executes an increment operation of "i=i+1" at
S5. At S6, controller 3 executes the operation as Acquire Ti so as
to read the time counter count value Ti (1 ms/count) for each time
at which the routine enters S6.
[0110] At S7, controller 3 makes a determination of whether
T.sub.0modST=T.sub.imodST so as to decide whether it is the present
time at which a time is passing sampling period ST. In this
embodiment, sampling period ST is set to 100 (milliseconds). The
operations of S3, S4, S5 and S6 are executed until the present time
has elapsed sampling period of ST, but operations of S3 to S12
within a time interval corresponding to the sampling period ST if
sampling time ST has yet been passed (Yes).
[0111] At S8, controller 3 executes a process of Collect Vehicle
Data so as to read steering angle .delta.I(i) (deg), vehicle
velocity V(i) (Km/h), and yawing rate .gamma.(i) (degree/second) as
variables.
[0112] At S9, controller 3 implements an operation of
"Determination of light Distribution Control Variable". At S10,
controller 3 executes an operation of Acquire T.sub.NOW so as to
read the present time counter value T.sub.NOW (1 ms/count). At S11,
controller 3 makes the decision of whether T.sub.NOW=Ti+DT so as to
decide whether a delay time DT has elapsed. It is noted that delay
time DT is a period of time from a time at which the start of the
routine is carried out to a time at which the supply of signals to
motors M1 and M2 is carried out for the reflector deflective drive
and is set to 40 (milliseconds), for example. This delay time DT
permits the light distribution control to provide delay time DT
after the steering operation so that the deflective drive can match
to the feel of driver's driving sense.
[0113] At S1, the execution at S10 is repeatedly executed until
delay time DT has been elapsed. After an lapse of delay time DT,
controller 3 executes an operation of "Output Signals to Actuator
(112)" of S12. At S12, on the basis of the light distribution
control determined at S9, the signals are selectively outputted to
the actuators or motors M1 and M2 of one light distribution control
lamp 112 so that the deflective drives are made by first reflector
11201 and second reflector 11202 in the respective or either of the
light distribution control lamps 112 depending on one of the
situations described with reference to FIG. 10A to 17C.
[0114] [Determination of Light Distribution Control]
[0115] FIG. 19 schematically shows a subroutine of "Determination
of Light Distribution Controlled Variable" at S9 of FIG. 18.
[0116] At first S91, controller 3 executes such a calculation
operation as Calculate .theta..sub.PCR(i) and .theta..sub.PCL(i) SO
as to calculate controlled variable .theta..sub.PCR(i) of the
rightward center light, i.e., the deflection drive controlled
variable of rightward first reflector 11201 (this is, hereinafter,
called a "panning angle of the center light") and the control
.theta..sub.PCL(i) of the leftward center light, i.e., the
deflection drive variable of leftward first reflector 11201, as a
determined value.
[0117] At S92, the execution such that "Calculate .theta..sub.POR
(i) and .theta..sub.POL(i)" is implemented by controller 3 so as to
calculate a controlled variable .theta..sub.POR(i) of the rightward
surrounding light, i.e., the deflection drive variable of rightward
second reflector 11202 (such a deflection drive variable for
rightward second variable is, hereinafter, also called a panning
angle of the surrounding light) and controlled variable
.theta..sub.POL(i) of the leftward surrounding light, i.e., the
deflection drive variable of leftward second reflector 11202 as
another determined value.
[0118] At S93, the execution such that "Calculate (on Center light)
Output Value to Actuator" is implemented by controller 3 to
calculate the output value to motor M1 for driving first reflector
11201 to be deflectively driven to achieve panning angle
.theta..sub.PCR(i) of the rightward center light and panning angle
.theta..sub.PCL(i) of the leftward center light calculated at
S91.
[0119] At S94, controller 3 executes a calculation operation of
"Calculate (on Surrounding light) Output Value to Actuator" so as
to calculate the output to motor M2 for driving second reflector
11202 deflectively to achieve panning angle .theta..sub.POR(i) of
the rightward surrounding light and panning angle
.theta..sub.POL(i) of the leftward surrounding light calculated at
S92.
[0120] At S95, controller 3 carries out the execution such that
"Calculate Clock Frequency". The details of these steps S91 to S95
will be described later.
[0121] [Calculation of Panning Angles of Rightward/Leftward Center
lights]
[0122] FIG. 20 shows a subroutine at S91 in FIG. 19.
[0123] At S911 shown in FIG. 20, controller 3 executes a monitoring
operation as "Detect Grip Run State" to detect a spin state of
vehicle C by detecting whether vehicle C is in a grip run
state.
[0124] If a product of a yaw rate and a steering angle produces a
negative value at S911, for example, controller 3 determines that
vehicle C is counter-steered or spun.
[0125] Next, at S912, controller 3 determines if "GRIPflag=True",
viz., to decide whether or not the grip run state is True. The
routine goes to S913 if Yes (at S912) but goes to S914 if No (at
S912).
[0126] At S913, controller 3 executes as "Calculate .theta..sub.PC"
so as to calculate a provisional value of panning angle
.theta..sub.PC of the center light. Then, the routine goes to
S915.
[0127] When the routine goes to S914, controller 3 executes as
follows: ".theta..sub.PC=0" so as to set panning angle
.theta..sub.PC of the center light to zero. Then, the routine goes
to S915.
[0128] When decided that the vehicle is spun, therefore, the
radiation direction by first reflector 11201 can be returned to or
fixed at the front of vehicle C so that the radiation range in
accordance with the spin state can properly be controlled. When
controller 3 decides that vehicle C is spun, the light radiation
direction by second reflector 11202 can also simultaneously be
returned to or fixed at the front radiation range of vehicle C.
[0129] At S915, controller 3 executes as follows: "Process During A
Low Vehicular Velocity" so as to set a provisional value of panning
angle .theta..sub.PC of the center light at a low vehicular
velocity.
[0130] At S916, controller 3 executes as follows: "Switching
Process Between one-side/both-side Controls so as to determine the
rightward and leftward controlled variables of rightward and
leftward first reflectors 11201. The executions at S911, S913,
S915, and S916 will be described hereinafter.
[0131] [Detection of Grip Run State]
[0132] FIG. 21 shows a detailed subroutine at S911 in FIG. 20.
[0133] At S9111, controller 3 executes a calculation as
GRIPflag=True so as to decide whether or not vehicle C is in the
grip state. The routine goes to S9112, if Yes. If No at S9111, the
routine goes to S9115.
[0134] At S9112, controller 3 determines if
.vertline..gamma.(i).vertline.- >B.gamma.. It is noted that
.gamma. (i) denotes the yawing rate (degree/second) which has been
obtained by collecting the vehicle data at S8 in FIG. 18. In
addition, By denotes a reference yawing rate, at which the monitor
of the gripping state/non-gripping state is started. In the first
embodiment, yawing rate B.gamma.=5 (degree/second) has been read as
constant at S1 in FIG. 18. When the detected yawing rate
.vertline..gamma.(i).vertline. exceeds B.gamma.=5 (degree/second),
therefore, the routine goes to S9113, at which the monitoring of
whether the grip state or non-grip state is started. Otherwise (No
at S9111), the routine goes to S912 without the monitoring
described above.
[0135] At S9113, controller 3 makes the decision of whether
.delta..sub.H(i).times..gamma.(i)<0 so as to monitor whether or
not vehicle C is gripping. It is noted that .delta..sub.H(i)
denotes a steering angle (degree), which has been read as a
variable in the operation of "Collect Vehicle Data" at S8. In this
embodiment, .delta..sub.H(i) is sampled at a pitch of 2 degrees. If
the answer at S9113 is Yes, controller 3 decides the non-gripping
state and the routine goes to S9114. If No at S9113, controller 3
decides the grip state and the routine goes to S912. At S9114,
controller 3 executes the calculation as GRIPflag=False so as to
decide that grip flag GRIPflag represents the non gripping state,
viz., false.
[0136] At S9111, if the non-gripping state is decided, the routine
goes to S9115. At S9115, controller 3 executes a subscript
initialization as j=0 (j is initialized). At S9116, controller 3
determines if .vertline..gamma.(i-j).vertline.<R.gamma., namely,
to decide whether or not vehicle C has returned from the non-grip
state to the grip state. It is noted that .gamma.(i-j) denotes a
variation in the yawing rate which has been collected as the
vehicle data as a variation rate of the yawing rate at S8 in FIG.
18, and R.gamma. denotes a recovery yawing rate, which is read as a
constant of R.gamma.=5 (degree/second) at S1 in FIG. 18, in this
embodiment.
[0137] If the answer at S9116 is YES, namely, controller 3 decides
that the gripping mode has been restored, the routine goes to
S9117. If the answer of S9116 is No, namely, controller 3
determines that the non-grip state remains unchanged, the routine
goes to S912 through S9119.
[0138] When the routine goes to S9117, controller 3 determines that
.vertline..gamma.(i-J).vertline. is below recovery yawing rate
R.gamma., and determines if j<int(TW/ST) to monitor whether the
restored grip state has continued for a constant time period. It is
noted that TW denotes a monitoring time period of the recovery
yawing rate and has been read as constant of TW=1,000
(milliseconds) at S1 in FIG. 18, in this embodiment. By dividing
monitoring time period TW of the recovery yawing rate by sampling
time ST, controller 3 calculates the number of time points for
measurements to be monitored. With TW=1 second and ST=0.1 second,
for example, a result of this calculation indicates 1/0.1=10 so
that .gamma. (i-9) is monitored from yawing rate values of .gamma.
(i) at past ten time points.
[0139] If all yawing rates at the ten time points are below the
recovery value, the routine goes to S9119. If the monitoring time
period has not elapsed yet, an increment operation of j=j+1 is
executed at S9118, and the contents of S9116 and S9117 are
repeated.
[0140] If the answer at S9116 is No until the monitoring time
period has elapsed, controller 3 decides that the non-grip state
has occurred and the routine goes to S912.
[0141] At S9119, controller 3 executes the calculation operation as
GRIPflag=True so as to set grip flag GRIPflag to grip state (,i.e.,
True) and the routine goes to S912.
[0142] It is noted that panning angle .theta..sub.PC is determined
to correspond to steering angle .delta..sub.H in accordance with
vehicular velocity V, as illustrated in FIG. 22. In the light
distribution control, as illustrated in FIG. 23, panning angle
.theta..sub.PC is determined to correspond to steering angle
.delta..sub.H. At this time, the following relationship is
established between steering angle .delta..sub.H and panning angle
.theta..sub.PC. 1 Pc = K H N [ Equation 1 ]
[0143] In the Equation 1, N denotes a steering gear ratio, and K
denotes a gain.
[0144] It is noted that one example of a determination of gain K
will be described below.
[0145] As illustrated in FIG. 23, vehicle C is turn round on the
center of a traffic lane with a radius of turn R.
[0146] If it is assumed that the vehicular driver in vehicle C
recognizes the course visually, a point Ps at distance Ls on the
course is to be visually recognized by the driver. Distance Ls can
be defined as the gain of the center light, as described
hereinbefore. At this time, a triangle, as constituted by a center
O of a circle of turn, point Ps to be visually recognized by the
driver, and a center point Pc at the front end of vehicle C is an
isosceles triangle. If the distance from front end center point Pc
of vehicle C to point Ps to be visually recognized is denoted by Ls
and if the turn radius is denoted by R, angle .theta..sub.1 can be
determined by the following Equation, as contained by a segment
between center point Pc and point Ps and by the forward direction
of vehicle C: 2 1 = sin - 1 Ls 2 R [ Equation 2 ]
[0147] The lamp is the brightest new its optical axis so that its
brightest portion can radiate point Ps to be visually recognized by
the driver if the optical axis is moved by angle .theta..sub.1. If
angle .theta..sub.1, as contained by the segment between point Ps
to be visually recognized by the driver and the front end center
point Pc of vehicle C and by the forward direction of vehicle C, is
equalized to movement .theta..sub.PC of the optical axis, the
following Equation is established. 3 Pc = sin - 1 Ls 2 R [ Equation
3 ]
[0148] If tire steering angle .delta..sub.T at the time of turn a
curve having the radius of curvature R at velocity V is denoted by
.delta..sub.T, the following Relation is established from among
radius R, vehicular velocity V, and tire steering angle
.delta..sub.T: 4 R = 1 ( 1 + A V 2 ) T [ Equation 4 ]
[0149] (1: wheelbase of the vehicle, and A: stability factor).
[0150] It is noted that stability factor A and wheelbase 1 are
vehicular dynamic characteristic values to determine turn
(cornering) characteristics of vehicle C.
[0151] If Equation 4 is substituted into Equation 3, the following
Equation is given: 5 PC = sin - 1 Ls T 2 1 N ( 1 + A V 2 ) [
Equation 5 ]
[0152] The following relationship holds between tire steering angle
.delta..sub.T and steering angle .delta..sub.H: 6 H T = N [
Equation 6 ]
[0153] (N: steering gear ratio).
[0154] Therefore, Equation 6 can be expressed as follows: 7 PC =
sin - 1 Ls H 2 1 N ( 1 + A V 2 ) [ Equation 7 ]
[0155] The following Equation [Equation 8] is given: 8 sin [ 180 PC
( deg ) ] = Ls 360 1 ( 1 + AV 2 ) H ( deg ) N [ Equation 8 ]
[0156] Within a range of -15.ltoreq..theta..sub.PC (deg).ltoreq.15,
Equation 8 can be approximated into the following Equation: 9 sin [
180 PC ( deg ) ] = 1 60 PC ( degree ) [ Equation 9 ]
[0157] In the equations, (deg) denotes degree.
[0158] Therefore, the following Equation is derived. 10 1 60 PC (
deg ) = Ls 360 1 ( 1 + AV 2 ) H ( deg ) N PC ( deg ) = Ls 6 1 ( 1 +
QV 2 ) H ( deg ) N
[0159] If the following relationship is assumed, 11 PC ( deg ) = K
H ( deg ) N [Equation10]
[0160] Then, gain K is expressed by the following Equation: 12 K =
Ls 6 1 ( 1 + AV 2 ) [Equation11]
[0161] [Calculation of .theta..sub.PC]
[0162] FIG. 24 shows a detailed flowchart at S913 in FIG. 20. With
reference to FIG. 24, the calculation of a provisional value of
panning angle .theta..sub.PC of the center light will be described
below.
[0163] That is to say, at S91301, controller 3 determines if
.delta..sub.H (i)>0 so as to decide the steering direction of
vehicle C.
[0164] If this answer is YES, viz., the rightward steering is the
steering direction. The routine goes to S91302.
[0165] Otherwise, the leftward steering is decided to be the
steering direction and the routine advances to S91303.
[0166] At S91302, controller 3 executes as follows: Ls=LS.sub.R. On
the other hand, at S91303, controller 3 executes Ls=LS.sub.L. It is
noted that Ls denotes again for determining the deflection drive
variable in accordance with the steering angle, and Ls.sub.R
denotes a rightward center light gain, which has been inputted as a
constant of Ls.sub.R=12 at S1 in FIG. 18, in this embodiment.
Ls.sub.L denotes a leftward center light gain, which has been
inputted as a constant of Ls.sub.L=12 at S1 in FIG. 18, in this
embodiment. The difference between the rightward and leftward
center light gains Ls.sub.R and Ls.sub.L is based on the fact that
the forward distance to be visually recognized is different in the
leftward lane between the cases in which vehicle C is turned toward
rightward direction and the leftward direction.
[0167] At S91304, controller 3 decides from the following
relationship whether or not provisional value .theta..sub.PC of the
center light panning angle is within .+-.90 degrees:
.vertline.Ls.multidot..delta..sub.H(i)/2.multidot.1.multidot.N(1+AV(i).sup-
.2)<1.
[0168] If controller 3 decides that provisional value
.theta..sub.PC of the center light panning angle is below .+-.90
degrees, the routine goes to S91305. If not, the routine goes to
S91306.
[0169] At S91305, provisional value .theta..sub.PC of the center
light panning angle is calculated using the following equation and
the routine goes to S91309. That is to say,
.theta..sub.PC
=sin.sup.-1{Ls.multidot..delta..sub.H(i)/2.multidot.1.multi-
dot.N(1+AV(i).sup.2)}>0.
[0170] At S91306, according to the following relationship,
controller 3 determines whether the steering direction is rightward
or leftward:
{Ls.multidot..delta..sub.H(i)/2.multidot.1.multidot.N(1+AV(i).sup.2)}>0-
.
[0171] The routine goes to S91307 in the case of the rightward
steering but goes to S91308 in the case of the leftward steering.
At S91306, it is sufficient to decide the rightward or leftward
steering direction, and this decision may be made in terms of the
steering angle as at S91301.
[0172] At S91307, provisional value .theta..sub.PC of the center
light panning angle is set to 90 degrees by setting .theta..sub.PC
as follows:.theta..sub.PC =90.
[0173] At S91308, provisional value .theta..sub.PC of the center
light-panning angle is set to -90 (degrees) by setting
.theta..sub.PC as follows: .theta..sub.PC =-90. Then, the routine
goes from either S91307 or S91308 to S91309.
[0174] At S91309, controller 3 determines whether
.vertline..theta..sub.PC .vertline.<M.theta..sub.PC. It is noted
that M.theta..sub.PC denotes a maximum panning angle of the center
light, which has been read as constant M.theta..sub.PC =-15
(degrees) at S1 in FIG. 18, in this embodiment.
[0175] Then, the routine directly goes to S915 shown in FIG. 21, if
the absolute value of center light panning angle .theta..sub.PC is
below maximum panning angle M.theta..sub.PC but otherwise (No at
S91309) goes to S91310.
[0176] At S91310, controller 3 determines whether .theta..sub.PC
>0 to decide whether vehicular steering direction is the
rightward steering or the leftward steering.
[0177] The routine goes to S91311, if the steering direction is
rightward. I n the other case, the routine goes to S91312 (if
leftward).
[0178] At S91311, controller 3 sets .theta..sub.PC =M.theta..sub.PC
to set provisional value .theta..sub.PC of the center light panning
angle to maximum panning angle M.theta..sub.PC of the center
light.
[0179] At S91312, provisional value .theta..sub.PC of the center
light panning angle is set to maximum panning angle
-M.theta..sub.PC of the center light. After these two settings, the
routine goes to S915.
[0180] [Process During Low Vehicular Velocity]
[0181] FIG. 25 shows a detailed flowchart of the process at a low
vehicular velocity of S915 of FIG. 20.
[0182] At S9151, as shown in FIG. 25, controller 3 determines if
V(i)<BV2. It is noted that BV2 denotes a vehicular velocity at
which the center light moves within a range of the maximum panning
angle and which has been read as constant as BV2=30 (Km/h) at S1 in
FIG. 18, in this embodiment.
[0183] If vehicular velocity V(i) exceeds BV2 so that vehicular
velocity V(i) is decided to fall within middle and high velocity
ranges (Yes), the routine goes to S916. Otherwise (if No at S9151),
the routine goes to S9152.
[0184] At S9152, controller 3 determines if V(i)>BV1. It is
noted that BV1 denotes a vehicular velocity at which the center
light starts to move and which has been read as constant of BV1=15
(Km/h) at S1 in FIG. 18, in this embodiment.
[0185] If vehicular velocity V(i) exceeds BV1 so that the vehicular
velocity is decided to fall within a low velocity range (Yes), the
routine goes to S9153. Otherwise, the vehicular velocity is decided
to fall within an extremely low velocity range and the routine goes
to S9157.
[0186] At S9153, provisional value .theta..sub.PC of the maximum
panning angle of the center light at velocity V(i) is calculated
from the following equation:
M.theta..sub.PC
V(i)={(V(i)-BV1)/(BV2-BV1)}.multidot.M.theta..sub.PC.
[0187] At S9154, controller 3 determines whether
.vertline..theta..sub.PC .vertline.>M.theta..sub.PC V(i). The
routine goes to S916, if an absolute value of provisional value
.theta..sub.PC of the center light panning angle is below the
maximum panning angle of the center light at vehicular velocity
V(i). Otherwise (if No at S9154), the routine goes to S9155.
[0188] At S9155, controller 3 determines if.theta..sub.PC >0 to
determine whether the steering is rightward or leftward is decided
depending upon whether provisional value .theta..sub.PC of the
center light panning angle is positive or negative. If provisional
value .theta..sub.PC of the center light panning angle is over
zero, it is decided by controller 3 that the steering is rightward,
and the routine goes to S9156. Otherwise, it is decided by
controller 3 the steering is leftward, and the routine goes to
S9158.
[0189] At S9156, controller 3 executes the setting of
.theta..sub.PC =M.theta..sub.PC V(i) so as to set provisional value
.theta..sub.PC of the center light panning angle to maximum panning
angle M.theta..sub.PC V(i) of the center light at vehicular
velocity V(i) in the rightward steering but to maximum panning
angle -M.theta..sub.PC V(i) of the center light at vehicular
velocity V(i) in the leftward steering.
[0190] When vehicular velocity V(i) is extremely low, on the other
hand, controller 3 executes a set operation of .theta..sub.PC =0,
at S9157, so as to set provisional value .theta..sub.PC of the
center light panning angle to zero. Then, the routine goes to
S916.
[0191] [Switching of One-side/Both-sides Controls]
[0192] FIGS. 26, 27, and 28 show detailed flowcharts of switching
of one-side/both-sides controls at S916 of FIG. 20. It is noted
that one-side control is the control for one of rightward and
leftward light distribution control lamps 112R or 112L and that
both-side control is the control for each of rightward and leftward
light distribution control lamps 112R and 112L.
[0193] First of all, at S91601, as shown in FIG. 26, controller 3
determines if .theta..sub.PC >0 so as to decide whether the
steering is rightward or leftward. If this answer is Yes, the
steering is decided to be rightward. Then, the routine goes to
S91602. If No (at S91601), the steering direction is decided by
controller 3 to be leftward and the routine goes to S91608 of FIG.
27.
[0194] At S91602, controller 3 executes the setting operation of
.theta..sub.PCR=.theta..sub.PC to set provisional value
.theta..sub.PCR of the rightward center light panning angle to
provisional value .theta..sub.PC, as has been set, of the center
light panning angle.
[0195] On the other hand, at S91603, controller 3 makes the
decision of whether V(i)>BV4. It is noted that BV4 denotes a
vehicular velocity at which the center light on the un-turning side
moves within the range of the maximum panning angle and which has
been read as a constant of BV4=60 (Km/h) at S1 in FIG. 18, in this
embodiment. It is also noted that the term of un-turning side used
in the specification means an outside of the vehicular turn
direction with respect to the center of the circle of turn, If
vehicular velocity V(i) exceeds BV4, it is decided by controller 3
that vehicular velocity V(i) falls in the high velocity range, and
the routine goes to S91604. Otherwise, the routine goes to
S91605.
[0196] At S91604, controller 3 executes operation of
.theta..sub.PCL=.theta..sub.PC to set provisional value
.theta..sub.PCL of the leftward center light panning angle on the
un-turning side to provisional value .theta..sub.PC, as set before,
of the center light panning angle, and the routine goes to S91614
of FIG. 28.
[0197] At S91605, controller 3 determines if V(i)>BV3. It is
noted that BV3 denotes a vehicular velocity at which the center
light on the un-turning side starts to move and which has been read
as a constant of BV3=40 (Km/h) at S1 in FIG. 18, in this
embodiment. If vehicular velocity V(i) exceeds-BV3 (Yes),
controller 3 decides that the vehicular velocity is in the middle
velocity range and the routine goes to S91606. Otherwise (If No at
S91605), the routine goes to S91607.
[0198] At S91606, provisional value .theta..sub.PCL of the leftward
center light panning angle is calculated from the following
equation:
.theta..sub.PCL={(V(i)-BV3)/(BV4-BV3)}.multidot..theta..sub.PC.
[0199] In the middle velocity range, therefore, provisional value
.theta..sub.PCL of the leftward center light panning angle is
calculated according to vehicular velocity V(i). Then, the routine
goes to S91614 of FIG. 28.
[0200] At S91607, controller 3 executes a setting operation as
.theta..sub.PCL=0 so as to set provisional value .theta..sub.PCL of
the leftward center light panning angle to zero.
[0201] If, at S91601, controller 3 decides that vehicle C is turn
leftward, the routine goes to S91608 of FIG. 27. Controller 3
determines if V(i)>BV4 at S91608. If it is decided by controller
3 that vehicular velocity V(i) exceeds BV4 and that vehicle C is
running in the high velocity range, the routine goes to S91609
shown in FIG. 27. Otherwise (No at S91608), the routine goes to
S91610.
[0202] At S91609, controller 3 executes the operation Of
.theta..sub.PCR=.theta..sub.PC to set provisional value
.theta..sub.PCR Of the rightward center light panning angle on the
un-turning side to provisional value .theta..sub.PC, of the center
light panning angle and the routine goes to S91613.
[0203] At S91613, controller 3 sets as follows: .theta..sub.PCL
=.theta..sub.PC so as to set provisional value .theta..sub.PCL of
the leftward center light panning angle on the turning side to
provisional value .theta..sub.PC, of the center light panning
angle. Then, the routine goes to S91614 of FIG. 28. It is noted
that the term of turning side, in this specification, means an
inside of the turn direction of vehicle C with respect to the
center of the circle of turn.
[0204] At S91610 in FIG. 27, controller 3 determines if
V(i)>BV3. If it is decided by controller 3 that vehicular
velocity V(i) exceeds BV3 and that vehicle C is running in the
middle velocity range, the routine goes to S91611. Otherwise (No),
controller 3 decides that vehicle C is running in the low vehicular
velocity range (No at S91610) the routine goes to S91612.
[0205] At S91611, provisional value .theta..sub.PCR of the
rightward center light panning angle according to the vehicular
velocity is calculated from the following equation and the routine
goes to S91613:
[0206] Namely,
.theta..sub.PCR={(V(i)-BV3)/(BV4-BV3)}.multidot..theta..sub.PC.
[0207] At S91612, controller 3 executes as follows
.theta..sub.PCR=0 to set provisional value .theta..sub.PCR of the
rightward center light panning angle on the un-turning side to
zero.
[0208] It is noted that S91614 to S91618 of FIG. 28 serves as a
flowchart for determining value .theta..sub.PCR(i) of the rightward
center light panning angle, and S91619 to S91623 serves as a flow
for determining value .theta..sub.PCL(i) of the leftward center
light panning angle.
[0209] At S91614 in FIG. 28, controller 3 determines whether
.vertline..theta..sub.PCR-.theta..sub.PCR(i-1)<MCc.times.APPc.times.ST-
. It is noted that .theta..sub.PCR(i-1) denotes a previous (i-1)
provisional value of the rightward center light panning angle and
.vertline..theta..sub.PCR-.theta..sub.PCR(i-1).vertline. denotes an
absolute value of a variation in provisional value .theta..sub.PCR
of the rightward center light panning angle. It is also noted that
MCc denotes a center light panning angle, i.e., the maximum
frequency of pulses for driving motor M1 to set the deflection
drive variable for driving first reflector 11201. In this
embodiment, MCc has been read as constant of MCc=290 (Hz) at S1 in
FIG. 18, in this embodiment. It is further noted that APPc denotes
the deflection drive variable of first reflector 11201 per pulse,
which has been read as constant of APPc=0.188 (deg/pulse) at S1 in
FIG. 18, in this embodiment. Therefore, MCc.times.APPc.times.ST
denotes the maximum deflection drive variable in sampling period
ST.
[0210] If controller 3 decides that
.vertline..theta..sub.PCR-.theta..sub.- PCR(i-1).vertline. of the
provisional value of the rightward center light panning angle is
less than maximum deflection drive variable MCc.times.APPc.times.ST
(Yes at S91614), the routine goes to S91615. Otherwise, the drive
cannot be made by the calculated variable (No at S91614), the
routine goes to S91516 for corrections.
[0211] When the routine goes from S91614 to S91615, controller 3
executes as .theta..sub.PCR(i)=.theta..sub.PCR so that rightward
center light panning angle .theta..sub.PCR(i) is determined to be
the same as calculated provisional value .theta..sub.PCR of the
rightward center light panning angle.
[0212] When the routine goes from S91614 to S91616, controller 3
decides .theta..sub.PCR-.theta..sub.PCR(i-1) to decide whether the
panning angle is deflectively driven for the rightward or the
leftward. If provisional value .theta..sub.PCR of the rightward
center light panning angle is over zero and positive, controller 3
determines that the deflective drive is for the right ward, and the
routine goes to S91617. Otherwise, it is decided by controller 3
that the deflective drive is for the leftward, and the routine goes
to S91618.
[0213] At S91617, controller 3 executes the operation of
.theta..sub.PCR(i)=.theta..sub.PCR(i-1)+MCc.times.APPc.times.ST" so
as to determine value .theta..sub.PCR(i) of the rightward center
light panning angle as the sum of previous value
.theta..sub.PCR(i-1) of the rightward center light panning angle at
the preceding instant (previous time) and maximum deflection drive
variable MCc.times.APPc.times.ST within sampling period ST.
[0214] At S91618, the same value is determined by subtracting them.
In either case, the routine goes to S91619. It is noted that S91619
corresponds to S91614; S91621 to S91516; S91622 to S91617; and
S91623 to S91618. In a similar process, leftward center light
panning angle .theta..sub.PCL(i) is determined (at S91620, S91622
and S91623) by comparing (at S91619)
.vertline..theta..sub.PCL-.theta..sub.PCL (i-1).vertline. of the
leftward center light panning angle with maximum deflection drive
variable MCc.times.APPc.times.ST and by deciding (at S91621) of the
deflecting direction of the panning angle.
[0215] [Calculations of .theta..sub.POR(i) and
.theta..sub.POL(i)]
[0216] FIG. 29 is a general flowchart at S92 in FIG. 19.
[0217] That is to say, at S921, controller 3 calculates as follows:
calculation of .theta..sub.PO to derive the provisional value of
the surrounding light panning angle, i.e., the deflection
controlled variable for second reflector 11202.
[0218] At S922, controller 3 executes the operation of Convergence
at Middle Velocity. The detailed process at S922 will be described
later with reference to FIG. 31.
[0219] At S923, controller 3 executes the one-side control. The
detailed process at S923 will be described later with reference to
FIG. 32.
[0220] [Calculation of .theta..sub.PO]
[0221] FIG. 30 is a detailed flowchart of S921 in FIG. 29.
[0222] At S92101, controller 3 decides whether .delta..sub.H
(i).times..delta..sub.H (i-1)>0 so as to decide whether or not
the vehicular steering angle has crossed over a neutral point.
[0223] If .delta..sub.H (i).times..delta..sub.H (i-1) is over 0 (No
at S92101), it is decided that the neutral point has not be
crossed. If controller 3 determines that the neutral point has been
crossed (No), the routine goes to S92102. If the answer is Yes (the
steering angle has not crossed the neutral point), the routine goes
to S92107.
[0224] At S92102, controller 3 makes the decision of whether
.vertline..delta..sub.H(i)>0 so as to decide whether the
steering is directed to rightward or leftward direction. If the
steering angle .vertline..delta..sub.H(i).vertline. is positive to
decide that the rightward steering angle is carried out(Yes at
S92102), the routine goes to S92103. If negative to decide the
leftward steering angle (No at S92102), the routine goes to
S92104.
[0225] At S92103, controller 3 executes
.theta..sub.PO.multidot.i-1=.theta- ..sub.POR(i-1) to set previous
provisional value .theta..sub.PO.multidot.i- -1 of the surrounding
light panning angle to previous provisional value
.theta..sub.PORi-1 of the rightward surrounding light panning angle
and the routine goes to S92105.
[0226] At S92104, controller 3 executes
.theta..sub.PO.multidot.i-1=.theta- ..sub.POL(i-1)" so as to set
previous provisional value .theta..sub.PO.multidot.i-1 of the
surrounding light panning angle to previous provisional value
.theta..sub.POLi-1 of the leftward surrounding light panning angle
and the routine goes to S92105.
[0227] At S92105, controller 3 makes the decision of
.vertline..delta..sub.H(i).vertline..gtoreq..vertline..delta..sub.H(i-1).-
vertline. so as to decide whether the steering angle is furthermore
increased or returned to the original steering angle (decreased
direction).
[0228] If the present steering angle
.vertline..delta..sub.H(i).vertline. exceeds the previous steering
angle .vertline..delta..sub.H(i-1).vertline- . so as to decide that
the steering angle is further more increased, the routine goes to
S92106. Otherwise, it is decided by controller 3 that the steering
angle is returned to the original steering angle (in decrease
direction) and the routine goes to S92108.
[0229] At S92106, an intercept value of an surrounding light
calculating equation is calculated by the following equation.
Namely,
m=.theta..sub.PO.multidot.i-1-k.sub.UP{.delta..sub.H(i-1)/N}. It is
noted that, in this equation, k.sub.UP denotes a gain at the time
when the surrounding light gain or second reflector 11202 is
deflectively driven according to the steering angle. This gain
k.sub.UP is employed only when the steering wheel is steered and
has been read as constant of k.sub.UP=5.6 at S1 in FIG. 18, in this
embodiment.
[0230] At S92109, controller 3 sets as follows: K=k.sub.UP to set
surrounding light gain K to surrounding light gain k.sub.UP and the
routine goes to S92111.
[0231] When the routine goes from S92101 to S92107, controller 3
sets as follows: m=0 so as to set intercept value m of the
surrounding light calculation equation to zero. Then, the routine
goes to S92109. In a case where the routine goes from S92105 to
S92108, controller 3 sets as follows: m=0 so as to set intercept
value m of the surrounding light calculation equation to zero.
Then, the routine goes to S92110.
[0232] At S92110, the surrounding light gain K is calculated by the
following equation and the routine goes to S92111:
K=.theta..sub.PO.multidot.i-1/{.delta..sub.H(i-1)/N}.
[0233] At S92111, provisional value .theta..sub.PO of the
surrounding light panning angle is calculated from the following
equation. Then, the routine goes to S92112.
[0234] That is to say,
.theta..sub.PO=k.multidot.{.theta..sub.H(i)/N}+m.
[0235] At S92112, controller 3 makes the decision of whether
.vertline..theta..sub.PO.vertline.<M.theta..sub.PO. It is noted
that M.theta..sub.PO denotes the maximum panning angle of the
surrounding light, which is read as constant of M.theta..sub.PO=30
(deg) at S1 in FIG. 18, in this embodiment. The routine goes to
S922, if the answer is Yes. The routine goes to S92113, if No at
S92112.
[0236] At S92113, controller 3 makes the decision of whether
.theta..sub.PO>0. If this answer is Yes and controller 3 decides
that the deflective drive is for the rightward one, the routine
goes to S92114. If No at S92113 and it is decided by controller 3
that the deflective drive is for the leftward one, the routine goes
to S92115.
[0237] At S92114, controller 3 executes the operation of
.theta..sub.PO=M.theta..sub.PO so as to set provisional value
.theta..sub.PO of the surrounding light panning angle to maximum
panning angle M.theta..sub.PO on the rightward turning side.
[0238] At S92115, controller 3 executes the operation of
.theta..sub.PO=-M.theta..sub.PO so as to set provisional value
.theta..sub.PO of the surrounding light panning angle to maximum
panning angle -M.theta..sub.PO on the leftward turning side. In
either case, the routine goes to S922.
[0239] [Convergence at Middle Velocity]
[0240] FIG. 31 shows a detailed flowchart of a convergence at a
middle velocity of S922 in FIG. 29. That is to say, at S9221,
controller 3 makes the decision of whether V(i)>BV5. It is noted
that BV5 denotes a vehicular velocity at which the motion of the
surrounding light starts to be reduced and which has been read as
constant of BV5=40 (Km/h) at S1 in FIG. 18, in this embodiment. The
routine goes to S922, if the vehicular velocity V(i) exceeds BV5,
but the routine goes to S923 if NO (V(i).ltoreq.BV5).
[0241] At S922, controller 3 makes the decision of whether
V(i)<BV6. It is noted that BV6 denotes a vehicular velocity at
which the displacement of the surrounding light completely stops
and which has been read as constant of BV6=60 (Km/h) at S1 in FIG.
18, in this embodiment. If the answer is No at S922 so as to decide
that the vehicle is running at the vehicular velocity falling in a
high velocity range, the routine goes to S9224. If Yes at S922,
controller 3 decides that vehicle C is running in a transition
range and the routine goes to S9223.
[0242] At S9224, controller 3 executes the operation as
.theta..sub.PO=0 so as to set provisional value .theta..sub.PO of
the surrounding light panning angle to zero. On the other hand, at
S9223, controller 3 sets provisional value .theta..sub.PO of the
surrounding light panning angle according to vehicular velocity
V(i) by the following equation:
.theta..sub.PO=.theta..sub.PO.multidot.{1-(V(i)-BV5).multidot.(BV6-BV6)}.
[0243] [One-Side Control]
[0244] FIGS. 32 and 33 show detailed flowcharts of one-side control
executed at S923 in FIG. 29.
[0245] At S92301, controller 3 makes the decision of whether
.theta..sub.PO>0 so as to decide whether the vehicular turn is
rightward direction or leftward direction. If this answer is Yes
(.theta..sub.PO>0), controller 3 decides that the vehicular turn
is in the rightward direction. Then, the routine goes to S92302. If
No (.theta..sub.PO.ltoreq.0) at S92301 so as to decide that the
vehicular turn is in the leftward direction, the routine goes to
S92304.
[0246] At S92302, controller 3 executes the operation of
.theta..sub.POR=.theta..sub.PO so as to set provisional value
.theta..sub.POR of the rightward surrounding light panning angle to
provisional value .theta..sub.PO of the surrounding light panning
angle. Then, the routine goes to S92303.
[0247] At S92303, controller 3 executes the operation as
.theta..sub.POL=0 so as to set provisional value .theta..sub.POL of
the leftward surrounding light panning angle to zero. Then, the
routine goes to S92306 in FIG. 33.
[0248] At S92304, controller 3 executes the operation as
.theta..sub.POR=0 to set provisional value .theta..sub.POR Of the
rightward surrounding light panning angle to zero. Thereafter, the
routine goes to S92305. Next, at S92305, controller 3 executes the
operation as .theta..sub.POL=.theta..sub.PO so as to set
provisional value .theta..sub.POL of the leftward surrounding light
panning angle to provisional value .theta..sub.PO of the
surrounding light panning angle. Thereafter, the routine goes to
S92306 in FIG. 33.
[0249] In FIG. 33, a series of steps S92306 to S92310 serves as a
processing flow for deciding value .theta..sub.POR(i) of the
rightward surrounding light panning angle, and a series of steps
S92311 to S92315 serves as a processing flow for determining value
.theta..sub.POL(i) of the leftward surrounding light panning
angle.
[0250] At S92306 in FIG. 33, controller 3 makes the decision of
whether
.vertline..theta..sub.POR-.theta..sub.OPOR(i-1).vertline.<MCo.times.AP-
Po.times.ST. It is noted that .theta..sub.POR(i-1) denotes previous
provisional value of the rightward surrounding light panning angle,
and .vertline..theta..sub.POR-.theta..sub.POR(i-1).vertline.
denotes an absolute value of a variation in the provisional value
of the rightward surrounding light panning angle. In addition, MCo
denotes the maximum frequency of pulses for driving motor M2 to
control the deflection drive variable of second reflector 11202,
that has been read as constant of MCo=290 (hz) at S1 in FIG. 18, in
this embodiment. Furthermore, APPo denotes an operation rate per
pulse of second reflector 11202. In addition,
MCo.times.APPo.times.ST denotes the maximum deflection drive
variable of second reflector 11202 within sampling period ST.
[0251] Hence, if the variation in provisional value .theta..sub.POR
of the rightward surrounding light panning angle is within the
maximum deflection drive variable for sampling time period ST (Yes
at S92306), the routine goes to S92307. Otherwise (No at S92306),
the routine goes to S92308 for corrections.
[0252] At S92307, controller 3 executes the operation such as
.theta..sub.POR(i)=.theta..sub.POR so as to set value
.theta..sub.POR(i) of the rightward surrounding light panning angle
to provisional value .theta..sub.POR of the rightward surrounding
light panning angle. Then, the routine goes to S92311. On the other
hand, at S92308, controller 3 makes the decision of whether
.theta..sub.POR -.theta..sub.POR(i-1)>0 so as to decide whether
the panning angle is for deflectively driven rightward one or
leftward one. If this answer is Yes
(.theta..sub.POR-.theta..sub.POR(i-1)>0 at S92308), controller 3
decides that the deflective drive is for the rightward one. At this
time, the routine goes to S92309. Otherwise (No at S92308), the
deflective drive is decided by controller 3 to be for the leftward
one and the routine goes to S92310.
[0253] At S92309, controller 3 executes the calculation operation
of .theta..sub.POR(i)=.theta..sub.POR(i-1)+MCo.times.APPo.times.ST
so as to determine rightward surrounding light panning angle
.theta..sub.POR(i) by adding maximum deflection controlled variable
MCo.times.APPo (.times.ST) multiplied by sampling period ST with
previous provisional value .theta..sub.POR(i-1) of the rightward
surrounding light panning angle.
[0254] At 92310, controller 3 performs the calculation operation of
.theta..sub.POR(i)=.theta..sub.POR(i-1)-MCo.times.APPo.times.ST so
as to determine rightward surrounding light panning angle
.theta..sub.POR(i) by subtracting maximum deflection controlled
variable multiplied by sampling time period ST from previous
provisional value of the rightward surrounding light panning angle.
In either case, the routine goes to S92311.
[0255] S92311 corresponds to S92306; S92312 to S92307; S92313 to
S92308; S92314 to S92309; and S92315 to S92310. By similar
calculation operations, controller 3 executes so as to compare (at
S92311) variation
.vertline..theta..sub.POL-.theta..sub.POL(i-1).vertline. in the
provisional value of the leftward surrounding light panning angle
and maximum deflection drive variable MCo.times.APPo.times.ST and
to decide (at S92313) the deflecting direction of the panning
angle, thereby determining leftward surrounding light panning angle
.theta..sub.POL(i) (at S92312, S92314 and S92315).
[0256] [Calculation (on Center light) of Output Value to
Actuator]
[0257] FIG. 34 shows a detailed flowchart of a calculation (on the
center light) of the output value to the actuator at S93 in FIG.
19.
[0258] At S9301, the rightward center light output pulses, i.e.,
pulses to be outputted to motor M1 for controllably driving
rightward first reflector 11201 are calculated by the following
equation:
P.sub.CR=int{.theta..sub.PCR(i)/APPc}-int{.theta..sub.PCR(i-1)/APPc}.
[0259] It is noted that symbol int has the same meaning of Gauss'
notation and is used in the whole specification.
[0260] At S9302, the leftward center light output pulses, i.e.,
pulses to be outputted to motor M1 for controllably driving
leftward first reflector 11201 are calculated by the following
equation:
P.sub.CL=int{.theta..sub.PCL(i)/APPc}-int{.theta..sub.PCL(i-1)/APPc}.
[0261] At S9303, controller 3 makes the decision of whether
P.sub.CR=0. If rightward center light output pulses P.sub.CR are
zero (Yes at S9303), the routine goes to S9304 to de-energize motor
M1. It is noted that the term of de-energize has the same meaning
as to turn off the power supply for. Otherwise (No at S9303), the
routine goes to S9306 to energize motor M1. It is also noted that
the term of energize has the same meaning as to turn on the power
supply for.
[0262] At S9304, controller 3 executes the calculation operation of
EN/DIS.sub.CR=False. It is noted that EN/DIS.sub.CR denotes a
rightward center light motor power switch, i.e., a power switch for
motor M1 to controllably rightward first reflector 11201. This
power switch is set inactive or False. Then, the routine goes to
S9305.
[0263] At S9305, controller 3 executes the calculation operation of
CCW/CW.sub.CR=True. It is noted that CCW/CW.sub.CR denotes a
decision on normal (counter-clockwise) rotation or reverse
(clockwise) rotation (or referred to as forward/backward turns) of
the rightward center light, i.e., a decision on the
forward/backward turns of motor M1 for deflectively driving
rightward first reflector 11201. The turn is set to be forward
turn, viz., True. Then, the routine goes to S9309.
[0264] At S9306, controller 3 executes the calculation operation of
EN/DIS.sub.CR=True so as to set the rightward center light motor
power switch active (power supply on), viz., True. Then, the
routine goes to S9307.
[0265] At S9307, controller 3 makes the decision of whether
P.sub.CR<0 so as to decide whether the rightward center light is
turned in the forward (normal) direction or backward (reverse)
direction depending upon whether rightward center light output
pulses P.sub.CR is positive or negative. If rightward center light
output pulses P.sub.CR are negative, controller 3 decides that this
direction is backward (Yes) and the routine goes to S9308. If the
direction is decided to be the forward (normal) direction
(P.sub.CR.gtoreq.=0 (No), the routine goes to S9305. At S9305,
controller 3 sets as follows: CCW/CW.sub.CR=True. At S9308,
controller 3 executes the calculation operation of
CCW/CW.sub.CR=False so as to set the decision on the
forward/backward turns of the rightward center light to be backward
(reverse direction), viz., or False. Then, the routine goes to
S9309.
[0266] At S9309, controller 3 makes the decision of whether
P.sub.CL=0. Depending on whether or not leftward center light
output pulses P.sub.CL are zero, controller 3 decides whether motor
M1 for controllably driving and leftward first reflector 11201 is
to be energized. If leftward center light output pulses P.sub.CL
are zero (Yes), the routine goes to S9310. Otherwise (No,
P.sub.CL.noteq.0), the routine goes to S9312.
[0267] At S9310, controller 3 executes the calculation operation of
EN/DIS.sub.CL=False. It is noted that EN/DIS.sub.CL denotes a
leftward center light motor power switch, i.e., a power switch for
motor M1 to controllably drive leftward first reflector 11201. This
power switch is set inactive (power supply off), viz., False. Then,
the routine goes to S9311.
[0268] At S9311, controller 3 executes the calculation operation of
CCW/CW.sub.CL=True. It is noted that CCW/CW.sub.CL denotes the
decision on the forward or backward turn of the leftward center
light, i.e., the decision on the forward or backward turn of motor
M1 for controllably driving leftward first reflector 11201. This
turn is set to be forward direction, viz., True.
[0269] At S9312, controller 3 executes the calculation operation
EN/DIS.sub.CL=True so as to set leftward center light motor power
switch EN/DIS.sub.CL active (power supply on), viz., True. Then,
the routine goes to S9313.
[0270] At S9313, controller 3 makes the decision of whether the
forward or backward turn is made depending on whether
P.sub.CL<0. If leftward center light output pulses P.sub.CL are
negative (Yes), the turn is decided to be backward (reverse
direction) and the routine goes to S9314. Otherwise (No at S9313),
the turn is decided to be the forward direction. At this time, the
routine goes to S9311.
[0271] At S9314, controller 3 executes the calculation operation as
CCW/CW.sub.CL=False and decision of CCW/CW.sub.CL on the forward or
backward turn of the leftward center light is set backward (reverse
direction), viz., False.
[0272] [Calculation (on Surrounding light) of Output Value to
Actuator]
[0273] FIG. 35 shows a detailed flowchart of a calculation (on the
surrounding light) of the output value to the actuator of S94 shown
in FIG. 19.
[0274] At S9401, the rightward surrounding light output pulses,
i.e., pulses to be outputted to motor M2 for controllably driving
rightward second reflector 11202 are calculated by the following
equation:
P.sub.OR=int{.theta..sub.POR(i)/APPo}-int{.theta..sub.POR(i-1)/APPo}.
[0275] It is noted that APPo denotes a manipulated variable of
second reflector 11202 per pulse, as read as constant of APPo=0.188
(deg/pulse) at S1 in FIG. 18, in this embodiment.
[0276] At S9402, leftward surrounding light output pulses are
calculated by the following equation. Then, the routine goes to
S9403. That is to say,
P.sub.OL=int{.theta..sub.POL(i)/APPo}-int{.theta..sub.POL(i-1)/APPo}-
.
[0277] At S9403, controller 3 decides whether P.sub.OR=0 so as to
decide whether motor M2 for deflectively driving rightward second
reflector 11202 is energized or de-energized. The routine goes to
S9404, if rightward surrounding light output pulses POR are zero
(Yes). If P.sub.OR.noteq.0, the routine goes to S9406.
[0278] At S9404, controller 3 executes the calculation operation as
EN/DIS.sub.OR=False. It is noted that EN/DIS.sub.OR denotes a
rightward surrounding light motor power switch, i.e., a power
switch for motor M2 to deflectively drive rightward second
reflector 11202. This power switch is set inactive (power supply
off), viz., False. Then, the routine goes to S9405.
[0279] At S9405, controller 3 executes the calculation operation as
CCW/CW.sub.OR=True. It is noted that CCW/CW.sub.OR denotes a
decision on the forward or backward turn of the rightward
surrounding light, i.e., a decision on the forward or backward turn
of motor M2. The turn is set to be forward, viz.,True. Then, the
routine goes to S9409.
[0280] At S9406, controller 3 executes the calculation operation as
EN/DIS.sub.OR=True to set active or True. Then, the routine goes to
S9407.
[0281] At S9407, controller 3 decides whether the forward or
backward turn occurs depending upon whether P.sub.OR<0. If
rightward surrounding light pulses P.sub.OR are negative (Yes), the
turn is decided to be backward (reverse direction)and the routine
goes to S9408. Otherwise (No), controller 3 decides that this turn
is the forward direction and the routine goes to S9405.
[0282] At S9408, controller 3 executes the calculation operation
CCW/CW.sub.OR=False so as to set rightward surrounding light
forward/backward decision CCW/CW.sub.OR backward, viz., False.
Then, the routine goes to S9409.
[0283] At S9409, controller 3 decides whether P.sub.OL=0 so as to
decide whether motor M2 for deflectively driving leftward second
reflector 11202 is to be energized.
[0284] If the leftward surrounding light output pulses P.sub.OL,
i.e., the output pulses to leftward motor M2 are zero (Yes at
S9409), the routine goes to S9410 for de-energizing motor M2 (turn
off of the power supply to M2). Otherwise (No at S9409), the
routine goes to S9412 for energizing (turn on the power supply to )
motor M2 (EN/DIS.sub.OL=True).
[0285] At S9410, controller 3 executes the calculation operation of
EN/DIS.sub.OL=False. It is noted that EN/DIS.sub.OL denotes the
leftward surrounding light motor power switch, i.e., the power
switch to leftward motor M2. This switch is set inactive or False.
Then, the routine goes to S9411.
[0286] At S9411, controller 3 executes the calculation operation as
CCW/CW.sub.OL=True. It is noted that CCW/CW.sub.OL denotes a
decision on the forward or backward turn of the leftward
surrounding light, i.e., a decision on the forward or backward turn
of leftward motor M2. This decision is set to be forward direction,
viz., True.
[0287] On the other hand, at S9412, controller 3 executes the
calculation operation of EN/DIS.sub.OL=True so as to be set active
or True. Then, the routine goes to S9413. At S9413, controller 3
decides whether the forward or backward turn occurs depending upon
whether P.sub.OL<0 If leftward surrounding light output pulses
P.sub.OL, i.e., the output pulses to leftward motor M2 are negative
(Yes), the turn is decided to be backward and the routine goes to
S9414. Otherwise (No), the turn is decided to be forward and the
routine goes to S9411.
[0288] At S9414, controller 3 executes the calculation operation of
CCW/CW.sub.OL=False to set as the turn being backward, viz., False.
At S9411, CCW/CW.sub.OL=True.
[0289] [Calculation of Clock Frequency]
[0290] FIG. 36 shows a detailed flowchart for calculating the clock
frequency at S95 shown in FIG. 19.
[0291] That is to say, at S951, the rightward center light
frequency, i.e., a drive frequency of motor M1 for rightward first
reflector 11201 is calculated by the following equation:
C.sub.CR=P.sub.CR/CAT.times.ST.
[0292] It is noted that CAT denotes a ratio of an calculation time
period of motor M1 (stepping motor is used for M1) to the sampling
period ST, as read as a constant of CAT=0.8 at S1 in FIG. 18, in
this embodiment.
[0293] At S952, S953, and S954 leftward center light frequency
C.sub.CL, rightward surrounding light frequency C.sub.OR, and
leftward surrounding light frequency C.sub.OL are respectively
calculated by controller 3 from the following three equations:
C.sub.CL=P.sub.CL/CAT.times.ST;
C.sub.OR=P.sub.OR/CAT.times.ST; and
C.sub.OL=P.sub.OL/CAT.times.ST.
[0294] Thus, through the series of controls described above, motors
M1 and M2 of rightward and leftward first and second reflectors
11201 and 11202 are controllably driven depending upon vehicular
velocity V(i) and in accordance with steering angle
.delta..sub.H(i). As a result of this, the visibility and
brightness on the turning side, the un-turning side, and the front
radiation area of vehicle C can be improved when vehicle C is being
turned
[0295] FIGS. 37A through 38B illustrate surrounding light gains and
center light gains, respectively. FIG. 37A illustrates the gain on
the turning side of the surrounding light and FIG. 37B illustrates
the gain on the turning side of the center light. FIG. 38A
illustrates the gain on the un-turning side of the surrounding
light and FIG. 38B illustrates the gain on the un-turning side of
the center light. It is noted that the terms of the turning side
and un-turning side used in the specification has the same meaning
that the turning side is the same direction as the turn of vehicle
C, viz., the inside (rightward or leftward) of the vehicular body
with respect to the center of a circle of turn and the un-turning
side is the outside (leftward or rightward) of the vehicular body
with respect to the center of the circle of turn.
[0296] As illustrated in FIG. 37A, on the turning side of the
surrounding light, gain K indicates 5.6 until vehicular velocity
V(i) is from 0 to 40 (Km/h). For vehicular velocity V(i) which
indicates from 40 to 60 (Km/h), established is a transition range,
in which gain K linearly decreases. At vehicular velocity V(i)=60
(Km/h) or higher, gain K=0.
[0297] As shown in FIG. 37B, gain k on the turning side of the
center light is 0 (zeroed) in an extremely low range where
vehicular velocity V(i)=15 (Km/h) or lower. Gain k=2.2, at
vehicular velocity V(i)=15 (Km/h). Gain k gradually decreases as
vehicular velocity V(i) changes from 15 (Km/h) to a low velocity
range, to a middle velocity range, and to a high velocity
range.
[0298] Gain k of the surrounding light on the un-turning side is
set to 0 over the whole velocity range, as illustrated in FIG. 38A.
Gain k of the center light on the un-turning side is set, as
illustrated in FIG. 38B, to 0 in the low velocity range and in the
extremely low velocity range lower than vehicular velocity V(i)=40
(Km/h); to k=1.8 at vehicular velocity V(i)=40 (Km/h); and to
gradually decrease over the middle velocity range and the high
velocity range exceeding vehicular velocity V(i)=40 (Km/h).
[0299] FIGS. 39A through and 40B illustrate variations in the
maximum panning angles. FIG. 39A illustrates a variation in maximum
panning angle M.theta..sub.PO of the surrounding light on the
turning side, and FIG. 39B illustrates a variation in maximum
panning angle M.theta..sub.PC of the center light on the turning
side. FIG. 40A illustrates a variation in maximum panning angle
M.theta..sub.PO of the surrounding light on the un-turning side,
and FIG. 40B illustrates a variation in maximum panning angle
M.theta..sub.PC of the center light on the un-turning side.
[0300] Maximum panning angle M.theta..sub.PO of the surrounding
light on the turning side is set, as illustrated in FIG. 39A, to
M.theta..sub.PO=30 (degrees) in the middle, low, and extremely low
velocity ranges where the vehicular velocity is below V(i)=40
(Km/h). In the range wherein the vehicular velocity is over V(i)=40
(Km/h) or below V(i)=60 (Km/h), maximum panning angle
M.theta..sub.PO gradually decreases linearly. In the high velocity
range wherein vehicular velocity is over V(i)=60 (Km/h),
M.theta..sub.PO=0.
[0301] Thus, a transition range in which maximum panning angle
M.theta..sub.PO gradually decreases is provided for the velocity
range of V(i)=from 40 to 60 (Km/h). The surrounding light whose
radiation area is varied according to the steering angle can cause
a smooth variation in the panning angle on the turning side even in
a case where the vehicular velocity varies from the middle velocity
range to high velocity range. Consequently, such a control, without
insufficient feeling given to vehicular driver, that the deflective
drive according to the natural feeling of driving sense by the
driver can be achieved.
[0302] The variation in maximum panning angle M.theta..sub.PC of
the center light on the turning side is set to 0, as illustrated in
FIG. 39B, in the extremely low velocity range where vehicular
velocity is below V(i)=15 (Km/h). The variation gradually increases
linearly in the range where the vehicular velocity is V(i)=from 15
to 30 (Km/h) and M.theta..sub.PC is set to M.theta..sub.PC=15
(degrees) in the middle and high velocity ranges where the
vehicular velocity is over V(i)=30 (Km/h).
[0303] As well as in this maximum panning angle M.theta..sub.PC of
the center light on the turning side, the transition range is
provided for the vehicular velocity of V(i)=from 15 to 30 (Km/h).
Hence, the natural deflection drive which matches to the driver
driving sense can be achieved without insufficient feeling given to
vehicular driver.
[0304] The variation in maximum panning angle M.theta..sub.PO of
the surrounding light on the un-turning side is set to 0 over all
vehicular velocity ranges, as illustrated in FIG. 40A. The
variation in maximum panning angle M.theta..sub.PC of the center
light on the un-turning side is set to 0, as illustrated in FIG.
40B, in the middle, low, and extremely low velocity ranges of the
vehicular velocity of V(i)=40 (Km/h) or lower. The variation
gradually increases linearly for the vehicular velocity of
V(i)=from 40 to 60 (Km/h), and the maximum panning angle is set to
M.theta..sub.PC=15 (deg) in the high velocity range of the
vehicular velocity of V(i)=60 (Km/h) or higher.
[0305] In this maximum panning angle of the center light on the
un-turning side, the transition range is also provided for the
vehicular velocity of V(i)=from 40 to 60 (Km/h). Hence, the natural
drive control can be achieved without insufficient feeling given to
vehicular driver.
[0306] According to these deflection drive controls described above
with reference to FIGS. 37A to 40B, one of the rightward and
leftward second reflectors 11202 which is placed on the vehicular
turning side can be driven, in the extremely low, low, and middle
velocity ranges where the vehicular velocity is V(i)=40 (Km/h) or
lower, to vary the surrounding light panning angle in the vehicular
turn direction in accordance with steering angle .delta..sub.H(i)
over the range to maximum panning angle M.theta..sub.PO. In the
transition range of the vehicular velocity of V(i)=40 to 60 (Km/h),
a rate of the deflection drive variable of the second reflector
11202 which is placed on the vehicular turning side is reduced in
proportion to a rise in the vehicular velocity. In the high
velocity range of the vehicular velocity as V(i)=60 (Km/h) or
higher, the corresponding second reflector 11202 may be fixed to
radiate the reflected light toward the front radiation area of
vehicle C.
[0307] On the other hand, one of the rightward and leftward first
reflectors 11201 which is placed on the turning side is fixed to
radiate the reflected light toward the forward radiation area of
vehicle C, in the extremely low velocity range where the vehicular
velocity is below V(i)=15 (Km/h). In the transition range of the
vehicular velocity of V(i)=from 15 to 30 (Km/h), the deflection
drive variable therefor 11201 is gradually reduced as the vehicular
velocity is increased. In the middle and high velocity ranges where
the vehicular velocity exceeds V(i)=30 (Km/h), the deflection drive
therefor 11201 can be performed to vary the center light panning
angle within the range of maximum panning angle M.theta..sub.PC in
accordance with the vehicular steering angle .delta..sub.H(i).
[0308] On the other hand, one of the rightward and leftward second
reflectors 11202 which is placed on the un-turning side is fixed to
radiate the reflected light toward forward radiation area of
vehicle C over all the vehicular velocity ranges.
[0309] In addition to this, one of rightward and leftward first
reflectors 11201 which is placed on the un-turning side light
distribution control lamp 112R or 112L can be fixed to radiate its
reflected light toward forward radiation area of vehicle C in the
three vehicular velocity ranges of the extremely low, low, and
middle velocity ranges where the vehicular velocity is below
V(i)=40 (Km/h). Then, this first reflector 11201 can be
deflectively driven, in the transition range of the vehicular
velocity of V(i)=from 40 to 60 (Km/h), so as to decrease the center
light panning angle according to the increase in steering angle
.delta..sub.H(i). In the high velocity range where the vehicular
velocity is above V(i)=60 (Km/h), this first reflector 11201 on the
un-turning side can be deflectively driven to vary the center light
panning angle according to steering angle .delta..sub.H(i) within
the range of maximum panning angle M.theta..sub.PC=15
(degrees).
[0310] That is to say, when the vehicular velocity is in the
extremely low velocity range, the front area of vehicle C can be
radiated by rightward and leftward first reflectors 11201 and the
vehicular turn direction can be radiated by means of one of
rightward and leftward second reflectors 11202 placed on the
turning side. For example, while the vehicle is turning a traffic
intersection over the extremely low velocity range at night, the
visibility can remarkably be improved by radiating light beams on
both of the vehicular front area and turn direction of vehicle C.
In the high vehicular velocity range, on the other hand, the
visibility of the turn direction can be remarkably improved during
the high velocity turn by radiating the vehicular turn direction
positively by both of rightward and leftward first reflectors
11201.
[0311] In addition, by performing free deflection drive for both of
rightward and leftward first and second reflectors 11201 and 11202
according to the situation of the vehicular turn at the vehicular
velocity of high velocity range, the optical axes and the radiation
areas can freely be deflected. Thus, a size of the system thereby
can be reduced and a degree of freedom in design can remarkably be
improved.
[0312] When vehicle C is running at a vehicular velocity falling in
the extremely low velocity range, the front area of vehicle C is
radiated by each of rightward and leftward first reflectors 11201
and the direction toward which vehicle C is turned is radiated by
deflecting one of rightward and leftward second reflectors 11202
which is placed on the turning side (,i.e., placed on one of front
lateral ends which is inside of the vehicular body with respect to
the center of the circle of turn) while the other of second
reflectors 11202 which is placed on the un-turning side maintains
its radiation area at the present unchanged position. When vehicle
C is turned at the traffic intersection or the like at the
extremely low velocity, therefore, the visibility on the un-turning
side can also be kept while the visibility on the turning side
being improved. Hence, the whole visibility can remarkably be
improved.
[0313] During the vehicular turn at a vehicular velocity which
falls in the high velocity range, the turn direction can be
radiated by both of rightward and leftward first reflectors 11201,
thus the visibility in the vehicular turn direction being
remarkably improved.
[0314] When vehicle is turning at the vehicular velocity falling in
the middle and low velocity ranges, the vehicular turn direction
can be radiated by one of rightward and leftward first reflectors
11201 which is placed on the turning side. Thus, the visibility in
the vehicular turn direction can be improved during the vehicular
turn at the low and middle velocity ranges while the visibilities
on the un-turning side and in the front radiation area of vehicle C
maintained by other reflectors.
[0315] In the middle velocity range, on the other hand, one of
rightward and leftward first reflectors 11201 which is placed on
the un-turning side can be deflected in the turn direction to a
degree narrower than the other first reflector 11201 which is
placed on the turning side in accordance with the detected steering
angle. Hence, when vehicle C is turned at the vehicular velocity
falling in the middle velocity range, the vehicular turn direction
can be radiated over a wider range of the turn direction by both of
rightward and leftward first reflectors 11201. Thus, the visibility
can be remarkably improved by the radiations of reflected light
beams from both of rightward and leftward first reflectors 11201 on
the turn direction which accord to a field of view by the driver.
In this case, one of rightward and leftward first reflectors 11201
which is placed on the un-turning side may be deflected after the
other thereof which is placed on the turning side has been
deflected.
[0316] Hence, when vehicle C is turning at the vehicular velocity
falling in the middle velocity range, the smooth deflection
operation can be achieved according to a vehicular motion found
during the vehicular turn so that the light distribution control
without insufficient feeling given to vehicular driver can be
achieved which matches to the human's sense of driving feeling
[0317] When vehicle C is turning at a substantially constant
vehicular velocity lower than the low velocity range, one of
rightward and leftward first reflectors 11201 which is placed on
the un-turning side and one of rightward and leftward second
reflectors which is placed on the same un-turning side can be left
undeflected (fixed at its position). Hence, while vehicle C is
turning at the constant vehicular velocity falling below the low
velocity range, the radiation range on the un-turning side can be
maintained through each of first and second reflectors 11201 and
11202 which are placed on the un-turning side.
[0318] In addition when vehicle C is turning at a vehicular
velocity falling in the low velocity range, on the other hand, each
of first and second ones of rightward and leftward first and second
(totally four) reflectors 11201 and 11202 which is placed on the
turning side are deflectively driven toward the turn direction so
that the visibility in the turn direction can furthermore be
improved. Each of the other first and second ones of rightward and
leftward first and second reflectors 11201 and 11202 which is
placed on the un-turning side is not deflectively driven. As a
result of this, the vehicular un-turn direction can also widely be
radiated.
[0319] Furthermore, when vehicle C is turning at a velocity falling
in the middle velocity range, the visibility in the vehicular turn
direction can be improved by the deflection drives for at least one
of rightward and leftward first reflectors 11201 which is placed on
the turning side. At the same time, by deflectively driving the
other of rightward and leftward first reflectors 11201 which is
placed on the un-turning side to a degree narrower than the one
placed on the turning side, the visibility in the turn direction in
accordance with the field of view of the driver can furthermore be
improved during the vehicular turn at the middle velocity
range.
[0320] Since the gain k of the deflection drive variable which
accords with wheel steering angle .delta..sub.8H(i) at a time when
the steering angle, i.e., wheel steering angle .delta..sub.8H(i) is
further increased is set so as to exceed gain k of the deflection
drive variable which accords with wheel steering angle
.delta..sub.H(i) at a time when wheel steering angle
.delta..sub.H(i) is decreased, a natural deflection drive can be
achieved which accords with a kind of human action such that he or
she quickly views the vehicular turn direction while the steering
wheel is increasingly turned and his or her viewing direction is
returned gradually to the front area of vehicle C while the
steering wheel is returned to the neutral position. Consequently,
the natural deflection drive without giving the insufficient
feeling to the driver can be assured.
[0321] Since gain k of the deflection drive variable for each of
the rightward and leftward second reflectors 11202 according to
steering angle .delta..sub.H(i) is set to be in excess of gain k of
the deflection drive variable for each of the rightward and
leftward first reflectors 11201 according to vehicular steering
angle .delta..sub.H(i), a quick deflection drive for the second
reflectors toward the vehicular turn direction can be achieved in
such a case as the vehicular turn at a vehicular velocity falling
in the high velocity range. Consequently, the vehicular lamp system
in the first embodiment can positively provide the natural
deflection drive which accords with the human's sense with almost
no insufficient feeling given to the driver.
[0322] Thus, in accordance with a variation in the vehicular
velocity and in response to the steering angle, controller 3 can
positively perform the deflection drive through driving section for
first reflectors 11201, each for forming the center light, and for
second reflectors 11202, each for forming the surrounding light,
both reflectors being placed on the turning side and on the
un-turning side.
[0323] Hence, the vehicular lamp system in the first embodiment can
assuredly improve the visibility in the vehicular turn direction,
as needed most at the vehicular turn situation, and keep the
visibility of both of the front radiation area and the un-turning
side of vehicle C in accordance with the vehicular velocity.
Consequently, the whole visibility can remarkably be improved.
[0324] In addition, the natural deflection drive control for either
or both of rightward and leftward first reflectors 11201 and
rightward and leftward second reflectors 11202 in accordance with
the vehicular velocity and the steering wheel's steering angle can
be achieved with almost no insufficient feeling given to the
vehicular driver and in conformity to the human's sense.
[0325] (Second Embodiment)
[0326] FIGS. 41 to 49B show a second embodiment of vehicular lamp
system according to the present invention. Hereinafter will be
described deflection drive controls. The basic controls are similar
to those of the first embodiment described above.
[0327] In the second embodiment, processing flows in FIGS. 31, 32
and 33 described in the first embodiment are replaced by those in
FIGS. 43, 44 and 45.
[0328] FIG. 41 is a side elevation view representing a schematic
configuration of one-side light distribution control lamp 112, and
FIG. 42 is a top plan view showing an operated state thereof.
[0329] As shown in FIG. 41, light distribution control lamp 112 is
provided in lower reflector 11201 with light source 11203, in front
end of which shade 11204 is disposed for shading the direct light
coming from light source 1203.
[0330] Although not shown, shade 11204 is supported by the support
axle extended from lower reflector 11201. Two (stepping) motors M1
and M2 are installed as the driving section (as shown in FIG. 1).
Upper reflector is coupled to base 11206 through a rotary axle
11208, on which gear G3 is mounted. By the power of motor M2
mounted on base 11206 through gear G4, as shown in FIG. 8, upper
reflector 11202 is turned on a rotary axle 11208 to the rightward
and leftward.
[0331] Then, Base 11205, on which lower reflector 11021 and light
source 11203 are mounted, is coupled to base 11206 through a rotary
axle 11207, on which gear G1 is mounted. By the power of motor M1
through gear G2, therefore, lower reflector 11201 and light source
11203 are turned on a rotary axle 11207 to the rightward and
leftward, as shown in FIG. 42. Then, base 11206 is fixed to the
vehicle body.
[0332] [Convergence at Middle Velocity]
[0333] FIG. 43 shows a detailed flow of the convergence at a middle
velocity at S922 in FIG. 29.
[0334] At S9225, controller 3 decides whether V(i)>BV5 so as to
decide whether vehicular velocity V(i) exceeds vehicular velocity
BV5 at which the motion (angular displacement) of the surrounding
light starts to be reduced. The routine goes to S9226, if the
vehicular velocity V(i) exceeds BV5 (Yes). If No at S9225, the
routine of FIG. 43 jumps to S923 in FIG. 29.
[0335] At S9226, controller 3 makes the decision of V(i)<BV6 so
as to decide whether or not vehicular velocity V(i) is lower than
vehicular velocity BV6 (=60 (Km/h)) at which the motion (angular
displacement) of the surrounding light completely stops. If
controller 3 decides that vehicular velocity V(i) is lower than
vehicular velocity BV6 (Yes) and controller 3 decides that
vehicular velocity V(i) is in the range of 40 to 60 (Km/h), the
routine goes to S9227. If controller 3 decides that vehicular
velocity V(i) equal to or exceed BV6 (No) and controller 3 decides
that vehicular velocity V(i) is in the high velocity range
exceeding 60 (Km/h), the routine goes to S9228.
[0336] At S9227, provisional value .theta..sub.PO of the
surrounding light panning angle is calculated by the following
equation:
.theta..sub.PO=.theta..sub.PO-{(V(i)-BV5)/(BV6-BV5)}(.theta..sub.PO-.theta-
..sub.PC).
[0337] At S9228, controller 3 executes the calculation operation
.theta..sub.PO=.theta..sub.PC so as to set provisional value
.theta..sub.PO of the surrounding light panning angle to set
provisional value .theta..sub.PC of the center light panning
angle.
[0338] It is noted that .theta..sub.PO is calculated as
.theta..sub.PO-.theta..sub.PC so that a proper control can be made
as in the case of the first embodiment even in a case where the
upper and lower reflectors are controlled completely independently
of each other.
[0339] [One-Side Control]
[0340] FIGS. 44 and 45 show detailed flowcharts of the one-side
control carried out at S923 in FIG. 29.
[0341] At S92316, controller 3 decides whether .theta..sub.PC>0
so as to decide the direction of the panning angle. If provisional
value .theta..sub.PC of the center light panning angle is positive
and controller 3 decides that the turn is to be rightward (Yes),
the routine goes to S92317. If No at SS92316 and controller 3
decides the turn is in the leftward direction, the routine goes to
S92313 in FIG. 45.
[0342] At S92317, controller 3 executes the calculation operation
of .theta..sub.POR=.theta..sub.PO so as to set provisional value
.theta..sub.POR of the rightward surrounding light panning angle to
set provisional value .theta..sub.PO of the surrounding light
panning angle. Then, the routine goes to S92318.
[0343] At S92318, controller 3 makes the decision of V(i)>BV4 so
as to decide whether or not vehicular velocity BV4=60 (Km/h) at
which the center light on the un-turning side is displaced within
the range of the maximum panning angle is exceeded. If vehicular
velocity V(i) exceeds BV4 (Yes), the routine goes to S92319. If No
at S92318, the routine goes to S92310.
[0344] At S92319, controller 3 executes the calculation operation
of .theta..sub.POL=.theta..sub.PC so as to set provisional value
.theta..sub.POL of the leftward surrounding light panning angle to
set provisional value .theta..sub.PC of the center light panning
angle.
[0345] At S92320, controller 3 makes the decision of whether
V(i)>BV3 so as to decide whether or not vehicular velocity V(i)
exceeds vehicular velocity BV3=40 (Km/h) at which the center light
on the un-turning side starts to move. The routine goes to S92321,
if the answer is Yes (V(i)>BV3). If No (V(i).ltoreq.BV3 at
S92325), the routine goes to S92322.
[0346] At S92321, provisional value .theta..sub.POL of the leftward
surrounding light panning angle is calculated by the following
equation:
.theta..sub.POL={(V(i)-BV3)/(BV4-BV3)}.multidot..theta..sub.PC.
[0347] At S92322, controller 3 executes the calculation operation
of .theta..sub.POL=0 so as to set provisional value .theta..sub.POL
of the leftward surrounding light panning angle to zero.
[0348] At S92323 in FIG. 45, controller 3 makes the decision of
whether V(i)>BV4 so as to decide whether or not vehicular
velocity V(i) exceeds vehicular velocity BV4=60 (Km/h) at which the
center light on the un-turning side moves in the range of the
maximum panning angle. The routine goes to S92314, if the answer is
YES (V(i)>BV4). If No at S92323, the routine goes to S92325.
[0349] At S92314, controller 3 executes the calculation operation
of .theta..sub.POR=.theta..sub.PC so as to set provisional value
.theta..sub.POR of the leftward surrounding light panning angle to
set provisional value .theta..sub.PC of the center light panning
angle as .theta..sub.POR=.theta..sub.PC. Then, the routine goes to
S92328.
[0350] At S92315, controller 3 makes the decision of V(i)>BV3 so
as to decide whether or not vehicular velocity V(i) exceeds
vehicular velocity BV3=40 (km/h) at which the center light on the
un-turning side starts to move. The routine goes to S92326, if the
answer is Yes V(i)>BV3. If No at S92315, the routine goes to
S92327.
[0351] At S92326, provisional value .theta..sub.POR of the
rightward surrounding light panning angle is calculated by the
following equation:
.theta..sub.POR={(V(i)-BV3)/(BV4-BV3)}.multidot..theta..sub.PC.
[0352] At S92327, controller 3 executes the calculation operation
Of .theta..sub.POR=0 so as to set provisional value .theta..sub.POR
of the rightward surrounding light panning angle to zero. Then, the
routine goes to S92328.
[0353] At S92328, controller 3 executes the calculation operation
of .theta..sub.POL=.theta..sub.PO so as to set provisional value
.theta..sub.POL of the leftward surrounding light panning angle to
provisional value .theta..sub.PO of the surrounding light panning
angle.
[0354] FIGS. 46A through 47B illustrate surrounding light gains and
center light gains, respectively. FIG. 46A illustrates the gain on
the turning side of the surrounding light, and FIG. 46B illustrates
the gain on the turning side of the center light. FIG. 47A
illustrates the gain on the un-turning side of the surrounding
light, and FIG. 47B illustrates the gain on the un-turning side of
the center light.
[0355] As illustrated in FIG. 46A, on the turning side of the
surrounding light, the gain K=5.6 till vehicular velocity V(i) is 0
to 40 (Km/h). For vehicular velocity V(i)=40 to 60 (Km/h), a
transition range in which gain k linearly decreases to 1.5 is
provided. At vehicular velocity as V(i)=60 (Km/h) or higher, gain k
is set so as to be gradually decreased.
[0356] Gain k on the turning side of the center light is 0 in an
extremely low range where vehicular velocity V(i)=15 (Km/h) or
lower. Gain k=2.2, at vehicular velocity V(i)=15 (Km/h). Gain k
gradually decreases as vehicular velocity V(i) changes from 15
(Km/h) to the low velocity range, the middle velocity range, and
the high velocity range.
[0357] Gain k on un-turning side of the surrounding light is 0 in
the middle vehicular velocity range, low velocity range, and in the
extremely low velocity range below vehicular velocity of V(i)=40
(Km/h), and gain k is set as gain k=2.2 when the vehicular velocity
is V(i)=40 (Km/h). Gain k is subsequently set to be gradually
decreased as vehicular velocity V(i) varies to the high velocity
range of 40 (Km/h) or higher.
[0358] Gain k on the un-turning side of the center light is set to
0, as illustrated in FIG. 47B, in the low velocity range and in the
extremely low velocity range in which vehicular velocity V(i) is
below V(i)=40 (Km/h). Gain k is set to k=1.8 when vehicular
velocity V(i) is V(i)=40 (Km/h) and is subsequently set to
gradually decrease over the high velocity range in which vehicular
velocity V(i) exceeds V(i)=40 (Km/h).
[0359] FIGS. 48A to 49B illustrate changes in the maximum panning
angles. FIG. 48A illustrates a variation in maximum panning angle
M.theta..sub.PO of the surrounding light on the turning side, and
FIG. 48B illustrates a variation in maximum panning angle
M.theta..sub.PC of the center light on the turning side. FIG. 49A
illustrates a variation in maximum panning angle M.theta..sub.PO of
the surrounding light on the un-turning side, and FIG. 49B
illustrates a variation in maximum panning angle M.theta..sub.PC of
the center light on the un-turning side.
[0360] Maximum panning angle M.theta..sub.PO of the surrounding
light on the turning side is set, as illustrated in FIG. 48A, to
M.theta..sub.PO=30 (deg) in the middle, low, and extremely low
velocity ranges where the vehicular velocity is below V(i)=40
(Km/h). In the range where the vehicular velocity is over V(i)=40
(Km/h) or below V(i)=60 (Km/h), maximum panning angle
M.theta..sub.PO gradually decreases linearly to 15 (degrees). In
the high velocity range where vehicular velocity is over V(i)=60
(Km/h), M.theta..sub.PO is set to constant of M.theta..sub.PO=15
(degrees).
[0361] Thus, by providing the transition range in which maximum
panning angle M.theta..sub.PO gradually decreases in the velocity
range of V(i)=40 to 60 (Km/h), the surrounding light according to
the steering angle can be established while naturally matching to
the variation in the panning angle on the turning side even when
the vehicular velocity variations from the middle to high velocity
range. Hence, the deflection drive control can be achieved without
insufficient feeling given to vehicular driver. The deflection
drive according to the natural driving sense of the driver can be
achived.
[0362] The variation in maximum panning angle M.theta..sub.PC of
the center light on the turning side is set to 0, as illustrated in
FIG. 48B, in the extremely low velocity range where vehicular
velocity is below V(i)=15 (Km/h). The variation gradually increases
linearly in the range where the vehicular velocity is V(i)=15 to 30
(Km/h), and is set to M.theta..sub.PC=15 (deg) in the middle and
high velocity ranges where the vehicular velocity is over V(i)=30
(Km/h).
[0363] In this maximum panning angle M.theta..sub.PC of the center
light on the turning side, too, the transition range is provided
for the vehicular velocity of V(i)=15 to 30 (Km/h), so that the
deflection drive can be natural without insufficient feeling given
to vehicular driver.
[0364] The variation in maximum panning angle M.theta..sub.PO on
the un-turning side of the surrounding light is set, as illustrated
in FIG. 49A, to 0 in the middle, low and extremely low velocity
ranges in which the vehicular velocity is V(i)=40 (Km/h) or lower.
M.theta..sub.PO gradually increases linearly in the range of
vehicular velocity of V(i)=40 to 60 (Km/h) and is set to
M.theta..sub.PO=15 (deg) in the high velocity range over vehicular
velocity of V(i)=60 (Km/h).
[0365] The variation in maximum panning angle M.theta..sub.PC on
the un-turning side of the center light is set, as illustrated in
FIG. 49B, to 0 in the middle, low, and extremely low velocity
ranges in which the vehicular velocity is V(i)=40 (Km/h) or lower.
M.theta..sub.PC gradually increases linearly in the rage of
vehicular velocity of V(i)=40 to 60 (Km/h) and is set to
M.theta..sub.PC=15 (degrees) in the high velocity range over
vehicular velocity of V(i)=60 (Km/h).
[0366] In these maximum panning angles of the surrounding light and
the center light on the un-turning side, too, the transition range
is provided for the vehicular velocity of V(i)=40 to 60 (Km/h), so
that the deflection drive can naturally be achieved without
insufficient feeling given to vehicular driver.
[0367] By these controls, second reflector 11202 on the turning
side can be so driven in the extremely low, low-and-middle velocity
ranges where the vehicular velocity is V(i)=40 (Km/h) or lower as
to vary the surrounding light panning angle in the turn direction
in accordance with steering angle .delta..sub.H(i) in the range of
maximum panning angle M.theta..sub.PO. In the transition range of
the vehicular velocity of V(i)=40 to 60 (Km/h), the ratio of the
deflection drive variable can be reduced according to the rise in
the vehicular velocity. In the high velocity range of the vehicular
velocity of V(i)=60 (Km/h) or higher, second reflector 11202 can be
driven by reducing the range of maximum panning angle
M.theta..sub.PO.
[0368] On the other hand, first reflector 11201 on the turning side
is fixed at the forward area of vehicle C in the extremely low
velocity range where the vehicular velocity is below V(i)=15
(Km/h). In the transition range of the vehicular velocity of
V(i)=from 15 to 30 (Km/h), the deflection drive variable is
gradually reduced according to the rise in the vehicular velocity.
In the middle and high velocity ranges where the vehicular velocity
exceeds V(i)=30 (Km/h), the deflection drive can be performed to
vary the center light panning angle within the range of maximum
panning angle M.theta..sub.PC in accordance with the steering angle
.delta..sub.H(i).
[0369] Furthermore, second reflector 11202 on the un-turning side
can be fixed on the forward area of vehicle C, in the extremely
low, low, and middle velocity ranges where the vehicular velocity
is below V(i)=40 (Km/h), and can be deflectively driven in the
transition range of the vehicular velocity of V(i)=40 to 60 (Km/h)
as to increase the center light panning angle according to the
increase in steering angle .delta..sub.H(i). In the high velocity
range where the vehicular velocity is over V(i)=60 (Km/h), second
reflector 11202 on the un-turning side can deflectively be driven
to vary the center light panning angle according to steering angle
.delta..sub.H(i) within the range of maximum panning angle
M.theta..sub.PC=15 (degrees).
[0370] On the other hand, first reflector 11201 on the un-turning
side can be fixed on the forward area of the vehicle in the
extremely low, low, and middle velocity ranges where the vehicular
velocity is below V(i)=40 (Km/h), and can deflectively be driven in
the transition range of the vehicular velocity of V(i)=40 to 60
(Km/h) so as to increase the center light panning angle according
to the increase in steering angle .delta..sub.H(i). In the high
velocity range where the vehicular velocity is over V(i)=60 (Km/h),
first reflector 11201 on the un-turning side can deflectively be
driven to vary the center light panning angle according to steering
angle .delta..sub.H(i) within the range of maximum panning angle
MPC=15 (deg).
[0371] Thus, in the second embodiment, the same advantages as
described in the first embodiment can be attained.
[0372] Since even in the mode where first reflector 11201 is
supported by base 11205 supported movably on base 11206 fixed on
the vehicle body and where second reflector 11202 is supported on
base 11206 fixed on the vehicle body, first reflector 11201 and
second reflector 11202 can appropriately be controlled.
[0373] The visibilities of the front area and on the un-turning
side of vehicle can be kept while the visibility in the turn
direction is improved. At the same time, a natural deflection drive
control having no insufficient feeling given to the vehicular
driver can be achived by the natural control operation according to
the vehicular velocity and the wheel steering-angle.
[0374] In both of the foregoing embodiments, rightward and leftward
second reflectors 11202 are deflectively driven on the turning side
and forward on the un-turning side in the middle velocity range and
are fixed on the forward area of vehicle C on both the turn and
un-turning sides in the high velocity range. These reflectors can
deflectively be driven in an appropriate manner.
[0375] The divisions of the vehicular velocity ranges are not be
limited to the four regions of the extremely low, low, middle, and
high vehicular velocities. The vehicular velocity ranges for
deflection drive control may alternatively be divided into three
regions of low, middle, and high velocities or two regions of low
and high velocities.
[0376] The entire contents of a Japanese Patent Application No.
2000-151969 (filed in Japan on May 23, 2000) are herein
incorporated by reference. Although the present invention has been
described by reference to certain embodiments of the present
invention, the present invention is not limited to the embodiments
described above.
[0377] Modifications and variations of the embodiments described
above will occur to those skilled in the art in the light of the
above teachings.
[0378] The scope of the present invention is defined with reference
to the following claims.
* * * * *