Patent Grant
8562192
This application is based upon and claims the benefit of priority from the prior Japanese Patent Application No. 2008-122763, filed on May 8, 2008, Japanese Patent Application No. 2008-122764, filed on May 8, 2008, and Japanese Patent Application No. 2008-122765, filed on May 8, 2008, the entire contents of which are incorporated herein by reference.
1. Field of the Invention
The present invention relates to an automotive headlamp apparatus used for vehicles and the like and a method for controlling the automotive headlamp apparatus.
2. Brief Description of Related Art
Generally, an automotive headlamp apparatus is capable of switching an illumination mode between a lower beam (low beam) and an upper beam (high beam). A lower beam is for illuminating an area close to, for example, a vehicle with a predefined intensity. Distribution of a lower beam is subject to provisions that provide for prevention of glare as experienced by oncoming vehicles or vehicles in front. A lower beam is primarily used on city streets. On the other hand, an upper beam is for illuminating wide areas ahead and distant areas with a relatively high illumination intensity. An upper beam is primarily used for high-speed driving on a road with relatively few oncoming vehicles and vehicles in front. As a result, the upper beam enhances the visibility of a driver much greater than the lower beam. However, an upper beam has a disadvantage of causing the driver of a vehicle or pedestrian ahead of the illuminating vehicle to experience a glare.
In the light of this, a technique is proposed where the light distribution in an upper beam region is varied. Disclosed in Japanese Patent Application Publication No. 2008-37240 is an automotive headlamp wherein when an illumination-prohibited object exists in any of a plurality of upper beam illumination areas, an upper beam unit, for use in an upper beam illumination area where the illumination-prohibited object lies in a plurality of upper beam units, is turned off.
The degree of glare experienced by a driver who drives a vehicle in front of a driver's own vehicle, which travels with high beam selected, changes with the distance. In view of this fact, Japanese Patent Application Publication No. 2000-233684 or Japanese Patent Application Publication No. Hei07-101291 discloses a headlamp apparatus that controls the glare in a manner such that a cut line is moved or the illumination of lamp is controlled in accordance with the position of a vehicle in front.
The above-described techniques are applied with a view to reducing the glare. Further reduction of the glare is desired in order to enhance the visibility.
The present invention has been made in view of the foregoing circumstances, and one of the purposes thereof is to provide a technology for improving the visibility by reducing the glare experienced by a vehicle running in front.
To resolve the foregoing problems, an automotive headlamp apparatus according to one embodiment of the present invention comprises: a headlamp unit placed in a vehicle; and a control unit which controls the illumination of the headlamp unit. The headlamp unit forms a lower beam distribution pattern and an upper beam distribution pattern, and is configured so that a partial region of the upper beam distribution pattern is capable of being non-illuminated. When the entirety of vehicle existent area of a vehicle-in-front travelling in front of a driver's vehicle is contained within the partial region, the control unit controls the headlamp unit in such a manner that the partial region is non-illuminated; when at least a part of the vehicle existent area thereof is contained within a region of the upper beam distribution pattern which is other than the partial region, the control unit controls the headlamp unit in such a manner that the upper beam distribution pattern is not formed.
Another embodiment of the present invention relates also to an automotive headlamp apparatus. This apparatus comprises: a headlamp unit placed in a vehicle; and a control unit which controls the illumination of the headlamp unit according to a vehicle existent area where a vehicle-in-front travelling in front of a driver's vehicle exists. The headlamp unit forms a lower beam distribution pattern and an upper beam distribution pattern, and is configured so that a partial region of the upper beam distribution pattern is capable of being non-illuminated. The control unit determines the vehicle existent area by excluding a vehicle-in-front which is not positioned in a predetermined vertical range as viewed from the driver's vehicle. When the entirety of vehicle existent area is contained within the partial region which can be non-illuminated, the control unit controls the headlamp unit in such a manner that the partial region is non-illuminated; when at least a part of the vehicle existent area is contained within a region of the upper beam distribution pattern which is other than the partial region, the control unit controls the headlamp unit in such a manner that the upper beam distribution pattern is not formed.
Still Another embodiment of the present invention relates also to an automotive headlamp apparatus. This apparatus comprises: a headlamp unit placed in a vehicle; and a control unit which controls the illumination of the headlamp unit according to a vehicle existent area where a vehicle-in-front travelling in front of a driver's vehicle exists. The headlamp unit forms a lower beam distribution pattern and an upper beam distribution pattern, and is configured so that a partial region of the upper beam distribution pattern is capable of being non-illuminated. The control unit determines the vehicle existent area, based a correction range which is wider by a predetermined angle than a basic range where the vehicle-in-front exists as seen from the driver's vehicle. When the entirety of vehicle existent area is contained within the partial region which can be non-illuminated, the control unit controls the headlamp unit in such a manner that the partial region is non-illuminated; when at least a part of the vehicle existent area is contained within a region of the upper beam distribution pattern which is other than the partial region, the control unit controls the headlamp unit in such a manner that the upper beam distribution pattern is not formed.
Embodiments will now be described by way of examples only, with reference to the accompanying drawings which are meant to be exemplary, not limiting and wherein like elements are numbered alike in several Figures in which:
The invention will now be described by reference to the preferred embodiments. This does not intend to limit the scope of the present invention, but to exemplify the invention.
Hereinbelow, the embodiments will be described with reference to the accompanying drawings. Note that in all of the Figures the same reference numerals are given to the same components and the description thereof is omitted as appropriate.
(Embodiment)
The automotive headlamp apparatus 12 includes a pair of headlamp units 20R and 20L and a headlamp controller 22 for controlling the illumination, namely, the shape and position of light distribution pattern, from the respective headlamp units 20R and 20L. The headlamp controller 22 controls the headlamp units 20R and 20L by referring to a signal sent from the vehicle controller 18 in accordance with the distance between a driver's vehicle and a vehicle traveling in front of a driver's vehicle or the position of the vehicle in front thereof. Thus, with a lamp mode selected by an operation of the lamp mode selector switch 16, the headlamp controller 22 according to the present embodiment controls the illumination by the headlamp units 20R and 20L according to the selected lamp mode.
The lamp modes set as selectable by the lamp mode selector switch 16 as described herein are a driving beam mode (upper beam mode), a passing beam mode (lower beam mode), and an auto-adjusted beam mode (shaded upper beam mode). The auto-adjusted beam mode is a mode in which the light distribution pattern is adjusted according to the distance between the driver's vehicle and a vehicle traveling ahead of the driver's vehicle or the position of the vehicle ahead thereof. The shaded upper beam mode, as will be detailed later, is a mode in which a shaded upper beam is formed by making a partial region of the upper beam distribution pattern non-illuminated as appropriate so as to reduce glare as experienced by the drivers of vehicles in front and at the same time improve distant visibility for the driver.
Though not shown in
Now a description will be given of headlamp units of an automotive headlamp apparatus. The above-described headlamp units 20R and 20L are of identical structure except that the internal structures thereof are bilaterally symmetrical to each other. In the following description, therefore, the right-hand headlamp unit 20R will be explained as an example, and the description of the left-hand headlamp unit 20L will be omitted.
Next, a description will be given of a structure of an upper beam lamp unit 30R of a headlamp unit 20R. Note that the left-hand upper beam lamp unit 30L is of the same structure as that of the right-hand upper beam lamp unit 30R, and therefore the description thereof is omitted here. The lamp housing 26R is comprised of a lamp body 32, which is shaped like a vessel with an opening in front, and a cover 34, which is attached to the front opening of the lamp body 32. The upper beam lamp unit 30R, which is disposed inside the lamp housing 26R, includes a reflector 36, which is formed in a paraboloid (parabola in a cross section as shown in
Used in the upper beam lamp unit 30R according to the present embodiment is a so-called H4 bulb 38 which has two filaments integrally incorporated therein. An R filament 40 disposed on the rear side of the H4 bulb 38 functions as a light source H1, and an F filament 42 disposed on the front side thereof functions as a light source H2. An inner shade 44 is provided near the surface of the H4 bulb 38 above the F filament 42.
In the headlamp unit 20R, as the R filament 40, which is the light source H1 located at the focal point of the reflector 36, lights up, light reflected by the reflector 36 is emitted in a flux of light substantially parallel to a light axis Lx of the lamp. This creates a light distribution pattern HBP1 to illuminate a first illumination area SA1, which is a both laterally (horizontally) and vertically central region ahead of the driver's vehicle as shown in
Now the forward vehicle detecting means 24 will be explained in detail. As shown in
The headlamp controller 22 turns on the headlamp units 20R and 20L by supplying electric power to them when the switch is turned on by the lamp mode selector switch 16. At this time, the turning on and off of the lower beam lamp units 28R and 28L and the upper beam lamp units 30R and 30L is controlled according to the selection status of the lamp mode selector switch 16. In other words, when the lamp mode selector switch 16 is set to the lower beam mode, the lower beam lamp units 28R and 28L only will be turned on for a forward illumination in a lower beam distribution pattern. And when the lamp mode selector switch 16 is set to the upper beam mode, both the lower beam lamp units 28R and 28L and the upper beam lamp units 30R and 30L will be turned on simultaneously for a forward illumination in an upper beam distribution pattern.
When the lamp mode selector switch 16 is set to the shaded upper beam mode, and provided that the position of the vehicle-in-front meets predetermined conditions, a forward illumination in a shaded upper beam distribution pattern, as will be described later, will be performed by the turning on and off of the lower beam lamp units 28R and 28L and the upper beam lamp units 30R and 30L according to the detection signal from the forward vehicle detecting means 24. Further, the headlamp controller 22 is so configured as to be able to independently control the timing of turning on and off with the supply and cutoff of electric power to the light source H1 and the light source H2 especially in the control of turning on and off of the upper beam lamp units 30R and 30L. Also, it is so arranged that the supply and stop of electric power can be performed over predetermined lengths of time such that the brightness of the light source H1 and the light source H2 can be raised or lowered gradually.
(Shaded Upper Beam Mode)
Now the shaded upper beam mode will be explained briefly.
As shown in
To solve this problem, the inventor has conceived a “shaded upper beam” by adding some devices to an upper beam distribution pattern, thereby realizing both distant visibility for the driver and reduction of glare as experienced by drivers of other vehicles in front. The shaded upper beam is an illumination created by making a partial region of an upper beam distribution pattern as shown in
With headlamp units capable of forming a shaded upper beam such as described above, the driver, who used to be required to drive with a lower beam because of the presence of vehicles in front, can keep on driving his/her vehicle with a shaded upper beam on as long as the vehicles in front remain within the non-illuminated region (shaded region) of the upper beam distribution pattern. Therefore, in a drive with a shaded upper beam on, a wider foreground than at least the one in a drive at a lower beam can be illuminated, which improves distant visibility (early discovery of pedestrians and fallen objects on the road, road shoulder, sidewalk, etc.) for the driver while suppressing glare to the drivers of vehicles in front.
To realize positive use of such shaded upper beams, it is desired that determination of the presence of vehicles-in-front in a shadable region of an upper beam distribution pattern and formation of the shaded region be carried out with accuracy. In the following description, the control of shaded upper beams will be discussed in detail.
(Position of a Vehicle in Front)
In controlling a shaded upper beam, it is necessary to digitize the position of a vehicle-in-front from the information of detection by the forward vehicle detecting means 24. Therefore, a description is given of the digitizing of the position of a vehicle-in-front first.
As shown in
Strictly speaking, an oncoming vehicle as viewed from the driver's vehicle is not a point but a plane having a certain breadth. However, since a shaded upper beam functions in a range of about 20 to 1,000 meters of distance between the driver's vehicle and an oncoming vehicle (vehicle in front), the position P of the oncoming vehicle (vehicle in front) is represented as a point in polar coordinates, and the values corresponding to the area thereof are represented by the correction values of horizontal margin angle αm and vertical margin angle βm. The detail of the horizontal margin angle αm and the vertical margin angle βm will be discussed later. Also, it is to be noted that the oncoming vehicle (vehicle in front) may include not only four-wheeled vehicles but also a motorcycle, bicycle, and the like.
(Measuring Area for a Vehicle in Front)
Now a description will be given of the measuring range for the point P of a vehicle in front to be measured by the forward vehicle detecting means 24.
As shown in
The measuring area (αROI,βROI) is set in consideration of the performance of the upper beam lamp units 30 in the headlamp units 20 and the forward vehicle detecting means 24. In the present embodiment, the automotive headlamp apparatus 12, when it determines the absence of any vehicle-in-front in the measuring area based on the result of detection by the forward vehicle detecting means 24, performs control such that the road ahead is illuminated with an ordinary upper beam and not with a shaded upper beam. This further improves the visibility of the road ahead for the driver.
Next, a description is given of the reasons and advantageous effects of providing a measuring area as described above. The area that can be illuminated with an upper beam is limited, and the illuminated area can vary with the performance of an upper beam by the lamp units, depending, for instance, on whether the light source of the upper beam lamp units is a halogen bulb or a xenon bulb. Hence, if the measuring area is set according to the illumination performance by an upper beam, it will be possible to exclude from the measurement the vehicles in front that are not subject to the glare from the upper beam. Also, if a vehicle in front detected by the forward vehicle detecting means 24 is outside the measuring area, then the vehicle, too, can be excluded from further arithmetic processings, thus reducing the computation load on the vehicle controller 18 and the headlamp controller 22.
Note that where the light axis of the upper beam lamp units is capable of swiveling, the position P of a vehicle in front is represented using the light axis direction after a swivel as the forward direction of the driver's vehicle. In such a case, the measuring area also shifts as much as a swivel angle θ. Also, in the present embodiment, the use of the light axis direction as the forward direction of the driver's vehicle allows a uniform representation of the position P of a vehicle-in-front regardless of swivel capability, and this simplifies computation in the control of a shaded upper beam.
(Determination of Vehicle Existent Area)
Now a method for determining a vehicle existent area will be explained. Here a “vehicle existent area” (vehicle existent range) means a virtual area calculated from the positions of vehicles in front of the driver's vehicle.
The headlamp controller 22 according to the present embodiment calculates the respective positions Pn of vehicles in front existing within a measuring area predefined before the driver's vehicle based on the information of detection by the forward vehicle detecting means 24 and determines the existent ranges αE× and βE×, which contain all the positions Pn, as the vehicle existent areas. Here, the vehicle existent range is αE×=αE×R−αE×L, and the right-hand vehicle existent angle αE×R is defined as an angle corresponding to the position Pn of the rightmost vehicle in front as seen from the driver's vehicle, and the left-hand vehicle existent angle αE×L is defined as an angle corresponding to the position P1 of the leftmost vehicle in front as seen from the driver's vehicle. Note that αE×R is a positive value and αE×L is a negative value.
If the headlamp controller 22 determines that the entirety of the determined vehicle existent area is contained in the shaded region as shown in
On the other hand, when at least a part of the determined vehicle existent area is contained in the region of an upper beam distribution pattern other than the shaded region or the first illumination area SA1 (e.g., the second illumination area SA2 as shown in
Also, even when the entirety of the determined vehicle existent area is contained in the shaded region, the headlamp controller 22 according to the present embodiment forcibly controls the headlamp units 20 in such a manner as not to form an upper beam distribution pattern if there exists a vehicle closer to the driver's vehicle than a first threshold value (e.g., 20 m if the vehicle in front is a preceding vehicle). Ideally speaking, when the entirety of the vehicle existent area is contained in the shaded region or the like of an upper beam distribution pattern, it is possible to keep driving the vehicle with the upper beam distribution pattern on by making the shaded region non-illuminated. However, with a vehicle-in-front close to the driver's vehicle, the position of the vehicle-in-front can vary greatly with time, and it is quite probable that the control of making the shaded region non-illuminated cannot keep pace with it. Therefore, when there exists a vehicle closer in comparison to the driver's vehicle than the first threshold value, the headlamp controller 22 forcibly controls the headlamp units 20 to illuminate in a lower beam distribution pattern only without forming an upper beam distribution pattern. This will reliably prevent glare to the driver of the vehicle in front.
The headlamp controller 22 according to the present embodiment does not consider a vehicle in front as one if the distance of the vehicle to the driver's vehicle is greater in comparison than a second threshold value (e.g., 200 to 500 m if the vehicle in front is a preceding vehicle). That is, the headlamp controller 22 does not use information on the position of a vehicle-in-front farther in comparison than the second threshold value, even when it has received it, in the computation for determining a vehicle existent area. It is because a vehicle far enough from the driver's vehicle is least likely to suffer from the glare therefrom even if it is included in the determination of the vehicle existent area. Inclusion of the region where the distant vehicle exists in the shaded region may not allow a drive with an upper beam distribution pattern on, which in turn proves undesirable from the viewpoint of improving visibility of the road ahead. Therefore, this scheme of not considering a vehicle in front more distant than the second threshold value as a vehicle in front can increase the circumstances for a drive with an upper beam distribution pattern on.
When the vehicle in front is an oncoming one, the headlamp controller 22 controls the headlamp units 20 in such a manner as not to form an upper beam distribution pattern provided that the oncoming vehicle is closer in comparison to the driver's vehicle than a third threshold value, which is larger than the aforementioned first threshold value (when the vehicle in front is a preceding vehicle). When the vehicle in front included in the vehicle existent area is an oncoming vehicle traveling in the opposite direction, the position of the approaching vehicle can vary greatly with time in comparison to the vehicle traveling ahead in the same direction as the driver's vehicle, and the control of making a partial region of the upper beam distribution pattern non-illuminated becomes proportionately difficult. Therefore, when the vehicle in front is an oncoming vehicle, the formation of an upper beam distribution pattern is controlled through comparison of the distance of the oncoming vehicle against the third threshold value, which is larger than the aforementioned first threshold value. As a result, the formation of an upper beam distribution pattern can be stopped at an earlier stage of the approach of the oncoming vehicle, thereby reliably preventing glare on the driver of the oncoming vehicle.
When the vehicle in front is an oncoming one, the headlamp controller 22 does not consider the vehicle-in-front as one if the distance of the vehicle to the driver's vehicle is greater in comparison than a fourth threshold value, which is larger than the aforementioned second threshold value (when the vehicle in front is a preceding vehicle). Here, the second threshold value is selected from 200 to 500 m as a value when the vehicle in front is a preceding vehicle. And the fourth threshold value is selected from 300 to 1,000 m as a value when the vehicle in front is an oncoming vehicle. An oncoming vehicle far enough from the driver's vehicle is least likely to suffer from the glare therefrom even if it is included in the determination of the vehicle existent area. Inclusion of the region where the distant oncoming vehicle exists in the shaded region may not allow a drive with an upper beam distribution pattern on, which in turn proves undesirable from the viewpoint of improving visibility of the road ahead for the driver. Yet, oncoming vehicles come under a greater effect of glare from an upper beam distribution pattern than preceding vehicles. Therefore, the scheme of not considering an oncoming vehicle more distant in comparison than the fourth threshold value, which is larger than the aforementioned second threshold value, as a vehicle in front can increase the circumstances for a drive with an upper beam distribution pattern on while reducing glare on the oncoming vehicle.
It should be understood that the headlamp controller 22 can execute the control of a shaded upper beam with greater accuracy when the first threshold value and the third threshold value are used for preceding vehicles and when the second threshold value and the fourth threshold value are used for oncoming vehicles. In this case, the relationship of the above-mentioned threshold values with each other is: (first threshold value)<(second threshold value), (third threshold value)<(fourth threshold value), and (second threshold value)<(fourth threshold value). Appropriate values may be chosen for the respective threshold values, depending on the structure of upper beam lamp units and the type of light source used therefor.
(Determination of Threshold Values According to the Relative Speed)
When the first threshold value is used for a preceding vehicle or when the third threshold value is used for an oncoming vehicle, the first threshold value or the third threshold value is determined according to the relative speed between the driver's vehicle and the vehicle in front. For example, when an oncoming vehicle and the driver's vehicle pass each other, the faster the relative speed, which is the sum of the speeds of the driver's vehicle and the oncoming vehicle, is and the closer the inter-vehicular distance is, the greater the change of angle αn per unit time (dαn/dt) will be. Here, the angle αn is an angle formed between the straight line interconnecting the two vehicles and their travel direction. At this time, there arises a possibility of the driver of the oncoming vehicle experiencing glare because the control of a shaded upper beam and/or a normal upper beam cannot keep pace with the change due to such limitations as the measuring capacity of the forward vehicle detecting means 24, the computation capacity of the headlamp controller 22, and the structure of the upper beam lamp units 30. Even when the control of a shaded upper beam and a normal upper beam keeps pace with the change, there is a possibility of the switching of the light distribution pattern giving a sense of discomfort to the driver of his/her own vehicle. Therefore, compared with the case where the first threshold value and the third threshold value are fixed, the determination of the first threshold value and the third threshold value for switching to a lower beam according to the relative speed between the driver's vehicle and the vehicle in front can realize the control of a shaded upper beam without giving glare to the driver of the vehicle in front or a sense of discomfort to the driver of his/her own vehicle.
Next, a method for determining the first threshold value and the third threshold value according to the relative speed between the driver's vehicle and the vehicle in front will be discussed in detail.
As described above, the faster the relative speed between the driver's vehicle and the vehicle in front is and the closer the inter-vehicular distance is, the greater the change per unit time of angle αn formed between the two vehicles or the vehicle existent ranges αE× and βE× as shown in
In the present embodiment, attention is directed to the increasing change (dαn/dt) per unit time of angle αn formed between the driver's vehicle and the vehicle in front. That is, it is so arranged that the headlamp controller 22 calculates a limit time tLMT at which (dαn/dt) exceeds a limit value and determines distances (first threshold value and third threshold value) where the limit time tLMT is not exceeded according to the relative speed. Here, the “limit value” of (dαn/dt) means a value predetermined from the structure of upper beam lamp units, the processing capacity of the headlamp controller 22, and the like in consideration of such values as free the driver from a sense of discomfort or displeasure at the presence of a shaded region or allow the control of the shaded region to keep pace.
In the relationship shown in
With the limit time tLMT calculated, the distance d between the two vehicles, namely, the first threshold value and the third threshold value, can be obtained as a function of the relative speed (see
In consideration of cases where the vehicle in front exists directly opposite to the driver's vehicle (α=0 degrees) or where the relative speed is small, there are minimum values set for the first threshold value and the third threshold value as shown in
(Threshold Coefficient According to Facing Angle)
When a second threshold value is used for a preceding vehicle and when a fourth threshold value is used for an oncoming vehicle, the second threshold value and the fourth threshold value are corrected according to a facing angle ωn, which is an angle formed between the light axis of the driver's vehicle and the traveling direction of the vehicle in front. It is to be noted here that the threshold value is corrected according to the facing angle ωn because the intensity of glare as experienced by the drivers of vehicles in front varies with the facing angle ωn. To be more specific, the intensity of glare as experienced by the driver of a vehicle in front is the greatest when the vehicle in front is running in a direction parallel to that of the driver's vehicle (facing angle ωn=0), and it will decrease as the facing angle ωn of the vehicle in front becomes larger.
Suppose that there is a road ahead which intersects at right angles the road on which the driver's vehicle is currently running and a vehicle is now running on the intersecting road. In such a situation, the vehicle on the intersecting road, even if it is at the position P inside the aforementioned vehicle existent ranges αE× and βE×, will be little affected by the glare of an upper beam from the driver's vehicle. Hence, it is desirable that such vehicles in front be not included in the vehicle existent range. However, since there may be roads intersecting not just at right angles but at other angles, it is necessary to determine whether to include a vehicle ahead in the vehicle existent range or not according to its traveling direction relative to the driver's vehicle. Thus, a distance coefficient R is set or predefined and the second threshold value and the fourth threshold value are multiplied by the distance coefficient R in a correction to make both of the threshold values smaller depending on the situation. That is, the larger the facing angle of a vehicle-in-front, the harder it will be for the vehicle-in-front to be included in the vehicle existent range.
As shown in
(Hysteresis Characteristics)
The switching of the light distribution pattern may take place frequently if a number of vehicles in front move away or closer at the distances near the aforementioned threshold values. Even when the distance between the driver's vehicle and a vehicle in front is constant, the switching of the light distribution pattern may occur frequently due to the reversal of the magnitude relation between the threshold value and the distance resulting from measurement errors or the like. In the present embodiment, therefore, the control is executed using hysteresis characteristics in the comparison of the distance r to the vehicle-in-front and the respective threshold values.
However, there may, for instance, be a situation in which the driver's vehicle is following a single vehicle in front and the distance rp to the vehicle in front is changing in the neighborhood of a second threshold value. In such a case, there may arise a possibility of frequent switching between a shaded upper beam and a normal upper beam, thus causing displeasure or reduced visibility to both the driver of the illuminating vehicle and the driver of the vehicle in front. To overcome this problem, the present embodiment employs a width (δ1 to δ4) for each threshold value. In the example of
In the beam pattern switching control like this, the switching of beams seldom occurs even when the distance to the vehicle-in-front changes near the threshold value, so long as the variation is within ±δ. The value of the width δ may be determined based on the distance measuring accuracy, actual vehicle test (e.g., sensory evaluation by the driver), and the like. Note also that the value of the width δ may be set for each threshold value individually or for all of them together.
Similarly, in an extension of such a scheme, the comparison between the shaded region and the vehicle existent area may be controlled by the use of hysteresis characteristics as described above such that the point of switching the light distribution is different between the case where a state of the shaded region contained in the vehicle existent region changes to a state thereof not contained and the opposite case where a state of the shaded region not contained in the vehicle existent region changes to a state thereof contained. Such an arrangement can also prevent the frequent occurrence of beam switching.
(Margin Angles)
Now a description will be given of margin angles which have already been explained briefly. The margin angles are set in consideration of measurement errors in the positions P of vehicles in front, variations in the structure of headlamp units that can affect the light distribution pattern, and the like. As shown in
In the light of the foregoing circumstances, the headlamp controller 22 according to the present embodiment determines a vehicle existent area as existent ranges αE× and βE×, which are wider by a predetermined horizontal margin angle αm and a predetermined vertical margin angle βm, respectively, than the basic ranges in which the vehicles in front exist as seen from the driver's vehicle. Then, when the entirety of the vehicle existent area is contained in the shaded region, the headlamp controller 22 controls the headlamp units 20 in such a manner as to make the shaded region non-illuminated. And when at least a part of the vehicle existent area is contained in the region of an upper beam distribution pattern other than the shaded region, the headlamp controller 22 controls the headlamp units 20 in such a manner as not to form any upper beam distribution pattern.
For example, in the case where the boundary of a shaded region capable of being non-illuminated and the boundary of a vehicle existent area are in close proximity to each other, there may be chances of vehicles in front being illuminated by an upper beam distribution pattern, though such should not happen, due to detection errors in the positional information on the vehicles in front, variations in the upper beam distribution pattern resulting from tolerances on the parts of the headlamp units 20, and the like. Nevertheless, the headlamp controller 22 according to the present embodiment can prevent the glare to the drivers of vehicles-in-front reliably because it determines a vehicle existent area based on a corrected range which is wider by predetermined angles than the basic range where the vehicles-in-front exist as seen from the driver's vehicle.
The headlamp controller 22 determines a vehicle existent area based on a vertical vehicle existent range βE×, including the basic range, which is enlarged by a predetermined vertical margin angle βm from the vehicles-in-front positioned at ends in the vertical direction. Since a vehicle in front has a spatial breadth in a vertical direction as well, determining a vehicle existent area by assuming the vehicle as a point creates possibilities of placing some vertical portion thereof outside the vehicle existent area. The method for determining the vehicle existent area employed herein, however, prevents some vertical portions of vehicles-in-front from being placed outside the vehicle existent region, thus realizing a highly accurate shaded upper beam control.
Also, the headlamp controller 22 determines a vehicle existent area based on a horizontal vehicle existent area αE×, including the basic range, which is enlarged by a predetermined horizontal margin angle αm from the vehicles-in-front positioned at ends in the horizontal direction. Since a vehicle in front has a spatial breadth in a horizontal direction as well, determining a vehicle existent area by assuming the vehicle as a point creates possibilities of placing some horizontal portion thereof outside the vehicle existent area. The method for determining the vehicle existent area employed herein, however, prevents some horizontal portions of vehicles-in-front from being placed outside the vehicle existent area, thus realizing a highly accurate shaded upper beam control.
One of the objectives of a shaded upper beam distribution pattern is the prevention of accidents by early discovery of pedestrians and obstacles which may exist in a horizontal direction relative to the driver's vehicle. In this sense, if a horizontal correction range to be added to the basic range in determining a vehicle existent area is too large, there may arise higher possibilities of the entirety of the vehicle existent region not contained in the shaded region capable of being non-illuminated in an upper beam distribution pattern. While this may prevent glare to the drivers of vehicles in front effectively, there is room for further improvements from the viewpoint of early discovery of pedestrians and obstacles. Also, for vehicles, such as buses and trucks, which have higher driver's eye point than ordinary vehicles, it is of greater importance that the occurrence of glare by an upper beam distribution pattern be reduced.
Thus, the headlamp controller 22 according to the present embodiment determines a vehicle existent area based on a vertical existent range βE×, including the basic angle, which is enlarged by a vertical margin angle βm from the vehicles-in-front positioned at ends in the vertical direction, and a horizontal correction range αm, including the basic angle, which is enlarged by a horizontal margin angle αm from the vehicles-in-front positioned at ends in the horizontal direction. Note here that the horizontal margin angle αm is set smaller than the vertical margin angle βm. As a result, in the control of an upper beam distribution pattern with respect to the horizontal positions of vehicles in front, priority is given to the maintenance of illumination of an upper beam distribution pattern over the reduction of glare. And in the control of an upper beam distribution pattern with respect to the vertical positions of vehicles in front, priority is given to the reduction of glare.
In terms of a method of control, a method for controlling an automotive headlamp apparatus according to the present embodiment includes the following steps (1)-(3). That is, the method includes: (1) the step of determining a vehicle existent area for the vehicles traveling ahead of the driver's vehicle; (2) the step of comparing a shaded region capable of being non-illuminated in an upper beam distribution pattern with a vehicle existent area; and (3) the step of controlling the headlamp units in such a manner as not to form an upper beam distribution pattern if there is an overlap between a region other than the shaded region in the upper beam distribution pattern and the vehicle existent area. In the step of determining a vehicle existent area, the vehicle existent area is determined based on a correction range which is wider by predetermined angles than the basic range containing the vehicles-in-front as seen from the driver's vehicle.
For example, in the case where the boundary of a shaded region capable of being non-illuminated and the boundary of a vehicle existent area are in close proximity to each other, there may be instances of vehicles-in-front being illuminated by an upper beam distribution pattern, though such should not happen, due to detection errors in the positional information on the vehicles-in-front, variations in the upper beam distribution pattern resulting from tolerances on the parts of the headlamp units, and the like. However, according to the control method herein, a vehicle existent area is determined to be wider based on a corrected range which is wider by predetermined angles than the basic range where the vehicles-in-front exist as seen from the driver's vehicle are contained, and consequently the glare to the drivers of vehicles-in-front is prevented reliably.
In this manner, the headlamp controller 22 uses the vertical margin angle βm calculated according to the distance between the driver's vehicle and the vehicle in front. As a result, if the vehicle in front is very far, the vehicle existent area can be determined such that no vertical portion thereof is placed outside the vehicle existent area even when the vertical margin angle βm is set small according to the distance. Conversely, if the vehicle in front is close, the vehicle existent area can be determined by setting the vertical margin angle βm large according to the distance in such a manner that no vertical portion thereof is placed outside the vehicle existent region. Thus, compared with the case where the vertical margin angle βm is fixed, both the reduction of glare to the vehicles in front and the improvement of visibility can be achieved quite effectively.
Similarly, the headlamp controller 22 uses the horizontal margin angle αm calculated according to the distance between the driver's vehicle and the vehicle in front. As a result, if the vehicle in front is very far, the vehicle existent area can be determined such that no horizontal portion thereof is placed outside the vehicle existent area even when the horizontal margin angle αm is set small according to the distance. Conversely, if the vehicle in front is close, the vehicle existent area can be determined by setting the horizontal margin angle αm large according to the distance in such a manner that no horizontal portion thereof is placed outside the vehicle existent area. Thus, compared with the case where the horizontal margin angle αm is fixed, both the reduction of glare to the vehicles in front and the improvement of visibility can be achieved quite effectively.
Note that the basic range as described above is defined herein as a polygon containing all the vehicles-in-front, so that the basic range can be determined easily and with excellent repeatability.
(Flow for Determining an Illumination Mode Based on Vehicle Existent Area)
Firstly, the headlamp controller 22 resets a flag, indicating a lamp (illumination) mode, to “0” and, at the same time, sets the right-side vehicle existent angle αE×R to +∞ and sets the left-side vehicle existent angle αE×L and the vehicle existent range to βE× to −∞ (S10). Here, ±∞ may be a maximum value and a minimum value, respectively, which can be treated as variables by the headlamp controller 22.
Then, whether the vehicle-in-front n at position Pn is a preceding vehicle or not is determined based on information acquired from the forward vehicle detecting means 24 (S12). Though discussed later, if a plurality of vehicles-in-front are detected, this processing is repeated the number of times equivalent to the number of detected vehicles-in-front. If the vehicle-in-front n is an oncoming vehicle traveling in the opposite direction (No of S12), a third threshold value (threshold value 3) will be evaluated from the relative velocity v using a function shown in
If, on the other hand, the distance rn to the vehicle-in-front n is greater than or equal to the third threshold value±δ (No of S16), the distance rn to the vehicle-in-front n and (Rn×(fourth threshold value (threshold value 4))±δ will be compared with each other (S20). Rn is a correction coefficient calculated according to the facing angle ω between a driver's vehicle and a vehicle in front. If the distance rn is greater than or equal to (Rn×(fourth threshold value))±δ (Yes of S20), the processing will move to Step S22. If the distance rn is less than (Rn×(fourth threshold value))±δ (No of S20), a horizontal margin angle αm is calculated from rn using a function shown in
Then it is determined whether or not a value, which is obtained when the horizontal margin angle αm is subtracted from the horizontal direction angle αn that is one of parameters indicating the position Pn of the vehicle-in-front n, is less than the left-side vehicle existent angle αE×L which has been set so far, namely, whether or not the vehicle-in-front n is present in a position leftmost from the light axis direction of the driver's vehicle (S26). If (αn−αm)<αE×L (Yes of S26), it will be determined that the vehicle-in-front n locates in the leftmost position, and αE×L=αn−αm is stored as a new left-side vehicle existent angle αE×L (S28).
If (αn−αm)<αE×L does not hold (No of S26), it will be determined whether or not the value of the horizontal direction angle αn added with the horizontal margin angle αm is greater than that of the right-side vehicle existent angle αE×R, namely, whether or not the vehicle-in-front n is present in a position rightmost from the light axis direction of the driver's vehicle (S30). If (αn+αm)>αE×R (Yes of S30), it will be determined that the vehicle-in-front n locates in the rightmost position, and αE×R=αn+αm is stored as a new right-side vehicle existent angle αE×R (S32).
If (αn+αm)>αE×R does not hold (No of S30), it will be determined whether or not the value of the vertical direction angle βn (which is one of parameters indicating the position Pn of the vehicle-in-front n) added with the vertical margin angle βm is greater than that of the vehicle existent range βE× which has been set so far, namely, whether or not the vehicle-in-front n is present in a position uppermost from the light axis direction of the driver's vehicle (S34). If (βn+βm)>βE× (Yes of S34), it will be determined that the vehicle-in-front n locates in the uppermost position, and βE×=βn+βm is stored as the value of a new vehicle existent range βE× (S36). If (βn+βm)>βE× (No of S34), move to Step S22.
If the vehicle-in-front n is a preceding vehicle traveling ahead in the same direction as the driver's vehicle (Yes of S12), a first threshold value (threshold value 1) will be evaluated from the relative velocity v using a function shown in
If, on the other hand, the distance rn to the vehicle-in-front n is greater than or equal to the first threshold value±δ (No of S40), the distance rn to the vehicle-in-front n and (Rn×(second threshold value (threshold value 2))±δ will be compared with each other (S42). If the distance rn is greater than or equal to (Rn×(second threshold value))±δ (Yes of S42), the processing will move to Step S22. If the distance rn is less than (Rn×(second threshold value))±δ (No of S42), a horizontal margin angle αm is calculated from rn using a function shown in
It is determined whether the above-described processing has been repeated the number of times corresponding to the number N of detected vehicles-in-front or not (S22). If the processing is not repeated (No of S22), the processings of Steps S12 to S42 will be executed as appropriate. If, on the other hand, the processings of Steps S12 to S42 has been repeated the number of times corresponding to the number N of detected vehicles-in-front (Yes of S22), it is determined whether or not the left-side vehicle existent angle αE×L is identical to −∞ which is the initial set value (S44).
If αE×L=−∞ (Yes of S44), this indicates that no vehicles-in-front has contributed to the decision of the vehicle existent area has been found. Such a case includes a case where the detected vehicle-in-front is a preceding vehicle far from the second threshold value or an oncoming vehicle far from the fourth threshold value. In this case, it is less likely for the vehicle-in-front to experience glare even if the driver's vehicle continues to travel with a normal upper beam on. Thus a value indicating the normal upper beam is set to the illumination mode FLAG (S46) and this processing is completed once. If αE×L=−∞ does not hold (No of S44), this indicates that there is a vehicle-in-front to be light-shielded by the shaded upper beam and therefore the glare is likely to be experienced by the vehicle-in-front if the driver's vehicle continues to travel with a normal upper beam on. Thus a value indicating the shaded upper beam is set to the illumination mode FLAG (S48) and this processing is completed once. In case any contradiction occurs during the execution of processings shown in the flowchart of
As described above, the vehicle existent range in the horizontal direction of the position Pn of the vehicle-in-front n is a range demarcated by (αn−αm) to (αn+αm) with respect to the light axis direction of the driver's vehicle. If there is a plurality of vehicles-in-front, a vehicle existent range αE×=αE×R−αE×L will be finally obtained where the minimum value of the total vehicle existent ranges obtained by superposing the vehicle existent range of each vehicle-in-front is set to the left-side vehicle existent angle αE×L and the maximum value thereof is set to the right-side vehicle existent angle αE×R.
Similarly, the vehicle existent range βE× in the vertical direction of the vehicle-in-front is also obtained in the above-described processing. However, this vehicle existent range is determined by excluding the presence of vehicles-in-front positioned below the H-H line (horizontal line). For a vehicle-in-front positioned below the horizontal line, this vehicle-in-front is illuminated by the lower beam distribution pattern regardless of whether the upper beam distribution pattern is formed or not. Thus it is possible to travel with the upper beam distribution pattern on, by determining the vehicle existent area by excluding the vehicle-in-front positioned below the horizontal line even though the vehicle-in-front is covered by an illumination range of upper beam distribution pattern.
In the light of the foregoing circumstances, the headlamp controller 22 according to the present embodiment determines the vehicle existent area by excluding the vehicle-in-front which does not lie above the horizontal line as viewed from the driver's vehicle. And if the entirety of vehicle existent area is contained in the shaded region, for example, then the headlamp controller 22 will control the headlamp unit 20 such that a shaded region is non-illuminated. And if at least a part of the vehicle existent area is contained in an upper beam distribution pattern area other than the shaded region, the headlamp controller 22 will control the headlamp unit 20 such that no upper beam distribution pattern itself is formed, namely, such that lower beam is irradiated.
In terms of a method of control, a method for controlling an automotive headlamp apparatus according to the present embodiment includes the following steps (1)-(3). That is, the method includes: (1) the step for determining the vehicle existent area of vehicles-in-front travelling ahead of the drive's vehicle; (2) the step for comparing a shaded region, capable of creating a non-illumination state in an upper beam distribution pattern, with the vehicle existent area; and (3) the step for controlling the headlamp unit so that no upper beam distribution pattern is formed when there is an overlapped portion between a region, other than the shaded region, in the upper beam distribution pattern and the vehicle existent area. In the step for determining the vehicle existent area, the vehicle existent area is determined by excluding the vehicle-in-front that does not lie in a predetermined range in the vertical direction as viewed from the driver's vehicle.
With this control method implemented, the vehicle existent area is determined in such a manner that any vehicles-in-front which are not located in a predetermined range in the vertical direction as viewed from the driver's vehicle are excluded. Thus, if a vehicle-in-front is present in a position in the vertical direction where the effect of glare is small, the illumination by the upper beam distribution pattern can be maintained. As a result, the circumstances for a drive with an upper beam distribution pattern on can increase.
(Swivelable Lamp Unit)
A description is given hereunder of a control of shaded upper beam in a structure where an upper beam lamp unit is swivelable. Since the lamp unit is so configured as to be swivelable, the chances of travelling using a shaded upper beam even if the center position of a shaded region cannot be moved can be increased.
In
The swivel angle θ is used primarily to secure the field of front vision along a winding road and is therefore optimized for this purpose. It is not necessarily desirable that the swivel angle θ thus set is freely corrected in order to prioritize the travelling with the shaded upper beam. Generally, the maximum swivelable angle is about ±20 degrees depending on the structure of a lamp unit used. For instance, consider a case where the driver's vehicle is driving along a right-hand curve with a normal upper beam and the light axis is swiveled at 20 degrees to the right. In this case, if a vehicle appears from a distance on the left side and, in response to this, the mode is switched to the shaded upper beam so as to swivel again the swivel angle to the left, the far visible distance will be reduced. In particular, if travelling along a sharper curve having a larger curvature that leads to a larger swivel angle, the driver will drive the vehicle directing his/her attention to a location closer to his/her vehicle. Thus the control performed as described above is not preferred in this case.
In view of the foregoing circumstances, a description is now given of a method for increasing the chances of travelling using a shaded upper beam.
(Basic Control Method in a Shaded Upper Beam Mode)
That is, in terms of a method of control, a control method for controlling an automotive headlamp apparatus performs control as follows. The vehicle existent area where vehicles-in-front travelling ahead of the driver's vehicle is located is compared with a shaded region (non-illuminated region). If the entirety of vehicle existent area is contained in the shaded region, the headlamp unit is so controlled as to form an upper beam distribution pattern where the shaded region is formed. At the same time, if at least a part of the vehicle existent area is contained in the upper beam distribution pattern area other than the shade area, the headlamp unit is so controlled as not to form the upper beam distribution pattern.
If the automotive headlamp apparatus 12 is of a structure such that the light axis is swivelable and the shaded region can be varied, the headlamp controller 22 can control variably a swivel amount (swivel angle θ+correction angle θr) and the shaded region in such a manner that the entirety of vehicle existent area is contained within the minimum shaded region. As a result, both the reduction of glare to the vehicles in front and the improvement of visibility can be achieved quite effectively.
As the shaded upper beam mode is selected by the lamp mode selector switch 16, the initial setting required for the measurement and the like of vehicles-in-front is made (S50) and whether a measurement control is performed or not is determined (S52). If a “control OFF switch” provided in a vehicle is turned on or the switching operation is determined by the driver himself/herself, the switching will be set to the lower beam mode or normal upper beam mode giving priority to the signal status or switching status of switches and the like.
If the measurement control is not performed (No of S52), the illumination will be switched to the lower beam or normal upper beam by a preset processing (S54). If the measurement control is performed (Yes of S52), the vehicle existent area will be calculated by the use of a method as shown in
If a value indicating a lower beam is set in the illumination mode FLAG (Yes of S58), the illumination will be switched to the lower beam mode (S60). If a value indicating a lower beam is not set in the illumination mode FLAG (No of S58), it will be determined whether a value indicating a normal upper beam is set in the illumination mode FLAG or not (S62). If a value indicating a normal upper beam is set in the illumination mode FLAG (Yes of S62), the illumination will be switched to the normal upper beam mode (S64). If a value indicating a normal upper beam is not set in the illumination mode FLAG (No of S62), a value indicating the shaded upper beam mode will be set in the illumination mode FLAG.
Then the headlamp controller 22 determines whether or not a shaded region can be formed so that drivers of vehicles-in-front contained in the calculated vehicle existent area do not experience the glare from the driver's vehicle (S66). At this time, if it is possible to vary the shaded range or correct the swivel angle because of a structure or function of the headlamp unit, whether the vehicle existent area can be light-shielded or not will be determined after such conditions have been added. If the vehicle existent area cannot be light-shield even by varying the shaded region or swiveling the light axis (No of S66), the illumination will be switched to the lower beam mode in order not to cause glare in the vehicles-in-front (S68). If the vehicle existent area can be light-shielded (Yes of S66), the illumination will be switched to the shaded upper beam mode (S70) and therefore the visibility is enhanced without causing the glare in the vehicles-in-front.
If the automotive headlamp apparatus is comprised of a headlamp unit capable of varying the shape of a shaded region, it is preferable that the headlamp unit controls the shape of a shaded region in such a manner that the vehicle existent area can be contained within the minimum shaded region. As a result, both the enhancement of distant visibility and the reduction of glare as experienced by the drivers of the vehicles-in-front are achieved quite effectively. If the automotive headlamp apparatus is comprised of a swivelable headlamp unit, it is preferable that the headlamp unit controls the swivel angle in such a manner that the shaded region can contain the vehicle existent area with the minimum displacement of the light axis. As a result, the swivel capability is used to such an extent that the field of front vision does not deteriorate and therefore an increased length of time during which the driver can travel in the shaded upper beam mode can be achieved. At the same time, if the automotive headlamp apparatus is comprised of a swivelable headlamp unit, it is preferable that the headlamp unit variably controls the shape of a shaded region in such a manner that the vehicle existent area can be contained in the minimum shaded region within a range of the maximum correction angle of the swivel angle.
A description has been given so far of the definition of each value necessary for the control and the basic control method. A detailed description will be given hereinbelow of exemplary embodiments of shaded beam mode.
[First Exemplary Embodiment]
A headlamp unit according to a first exemplary embodiment is so configured that a shaded region whose shape is rectangular or circular is formed in a region inside an upper beam light distribution pattern, and the headlamp unit is provided with a swivel capability.
As long as the vehicle existent range of a vehicle-in-front can be contained within a shaded range in the straight track as shown in
Here, the shaded range is expressed by the shaded range αB and the shaded range βB so as to form a shaded region (αB, βB). Likewise, the vehicle existent range is expressed by the vehicle existent range αE× and a shaded range βE× so as to form a vehicle existent area (αE×,βE×). Now, the shaded range αB and the vehicle existent range αE× are expressed as follows.
αB=αBR−αBL
αE×=αE×R−αE×L
Then whether the pattern is shadable or not is determined in such a manner that the values of right-side vehicle existent angle αE×R, the left-side vehicle existent angle αE×L and the vehicle existent range βE× obtained in the processing shown in
In the automotive headlamp apparatus having a swivel capability, the correction angle θr is set within a range that does not exceed the maximum correction angle θr-max determined by a function f4 of the swivel angle θ as shown in
When the light axis is corrected by the correction angle θr, a measuring area is set in accordance with the light axis after correction. Note, however, the correction angle θr is an angle relative to the swivel angle θ obtained from the curvature or the like of the road on which the driver's vehicle is currently running. Hence, the following control will not be performed. That is, with the light axis after correction being a swivel angle θ, a correction angle is further obtained. Such a control as this will not be performed in the present embodiment. As a result, prevented are the situations wherein a correction angle is added to the angle, after correction, in the light axis direction and therefore the light axis is shifted an indefinite number of times.
[Second Exemplary Embodiment]
A headlamp unit according to a second exemplary embodiment is so configured that a shaded region (recessed portion) is formed in a center of a region above the H-H line of the upper beam distribution pattern and that the shape of the shaded region is variable.
As long as the vehicle existent range of a vehicle-in-front can be contained within a shadable range in the straight track as shown in
Here, the vehicle existent range is expressed by the vehicle existent range αE× and the vehicle existent range βE× so as to form a vehicle existent area (αE×, βE×). However, since the shaded range is so provided that the upper beam distribution pattern above the H-H line is divided into right and left parts, the shaded range βB indicating the vertical direction is not set and a shaded region (αB, −) is formed by the shaded range αB. Now, the shaded range αB and the vehicle existent range αE× are expressed as follows.
αB=αER−αBL
αE×=αE×R−αE×L
In the second exemplary embodiment, the shaded range can be varied. The shaded range that can vary is expressed by αLMT=αBRLMT−αBLLMT
During a time period when the vehicle existent range of a vehicle-in-front obtained by the processing as shown in
The automotive headlamp apparatus exemplified by way of the above-described embodiment and exemplary embodiments may also be characterized as follows.
Even in the case where there are a plurality of vehicles running ahead of the driver's vehicle, the automotive headlamp apparatus according to the present embodiment includes a means for setting a single vehicle existent area that contains the plurality of vehicles-in-front, and a means for making a partial region non-illuminated if the single vehicle existent area set is contained in the partial region. By implementing such a structure as this, if the entirety of the single vehicle existent area that contains a plurality of vehicles-in-front is contained in the partial region, which can be non-illuminated, of the upper beam distribution pattern, then said partial region will be non-illuminated and therefore the glare to the drivers of vehicles-in-front can be reduced. Also, since a single vehicle existent area can be set even if a plurality of vehicles are running in front, only one-time comparison is required between this single vehicle existent area and the partial region of the upper beam distribution pattern that can be non-illuminated. Thus, the processing load of the headlamp controller 22 can be lightened.
It is to be noted that a relationship between the shaded “range” and the shaded “region” and that between the vehicle existent “region” and the vehicle existent “range” may be thought of as a relationship between a three-dimensional (3D) “region” and a “range” corresponding to a screen onto which the 3D region is projected. Then they may be treated as parameters related to each other such that one is convertible into the other and vice versa.
The present invention has been described by referring to each of the above-described embodiments. However, the present invention is not limited to the above-described embodiments only, and those resulting from any combination of them as appropriate or substitution are also within the scope of the present invention. Also, it is understood by those skilled in the art that various modifications such as changes in the order of combination or processings made as appropriate in each embodiment or changes in design may be added to the embodiments based on their knowledge and the embodiments added with such modifications are also within the scope of the present invention.
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