Patent Publication Number: US-11029689-B2

Title: Vehicle control system

Description:
CROSS REFERENCE TO RELATED APPLICATIONS 
     The present invention claims the benefit of priority to Japanese Patent Application No. 2017-170473 filed on Sep. 5, 2017 with the Japanese Patent Office, the entire contents of which are incorporated herein by reference in its entirety. 
     BACKGROUND 
     Field of the Invention 
     Embodiments of the present disclosure relate to the art of a vehicle control system configured to operate the vehicle autonomously. 
     Discussion of the Related Art 
     JP-A-2014-106854 describes an automatic driving vehicle control apparatus includes: detection means for acquiring at least any of vehicle traveling state, vehicle surrounding state, and driver state; automatic driving means for automatically driving a vehicle; and determination means for determining whether a condition for automatic driving is satisfied or not. According to the teachings of JP-A-2014-106854, when the determination means determines that the automatic driving condition is not satisfied during automatic driving, a warning is given to a driver to cancel the automatic driving. The automatic driving vehicle control apparatus taught by JP-A-2014-106854 is further configured to guide the vehicle to a stop spot when the driver does not cancel the automatic driving against the warning to cancel the automatic driving. 
     JP-A-2009-040227 describes a vehicular headlamp control device configured to adjust an illuminating angle of the headlamp according to changes in a road grade. According to the teachings of JP-A-2009-040227, the headlamp is turned downwardly when the road grade is changed to a downgrade, and the headlamp is turned upwardly when the road grade is changed to an upgrade. 
     By the control apparatus taught by JP-A-2014-106854, the automatic driving condition can be determined accurately. According to the teachings of JP-A-2014-106854, circumstances around the vehicle are obtained based on data detected by an on-board camera while with reference to a map database. For example, information that is not available in the map such as an electric message indicated on a message board, a disabled vehicle stopping on the road etc. has to be obtained by the on-board camera. However, detection accuracy of the on-board camera may not be maintained sufficiently in the nighttime or bad weather. 
     SUMMARY 
     Aspects of embodiments of the present disclosure have been conceived noting the foregoing technical problems, and it is therefore an object of the present disclosure is to provide a vehicle control system configured to maintain detection accuracy of an external sensor such as an on-board camera. 
     The vehicle control system according to the embodiments of the present disclosure is applied to a vehicle having: a prime mover; a brake device that applies braking force to a wheel; a steering system that turns the wheels; a lighting device that emits a light; an external sensor that detects external conditions; and a controller that controls the prime mover, the brake device, and the steering system based on information about external conditions transmitted from the external sensor, so as to operate the vehicle autonomously without requiring a manual operation. In order to achieve the above-explained objective, according to at least one embodiment of the present disclosure, an orientation of the lighting device is changeable. The controller communicates with a database stored on the controller and a database stored on an external facility. The controller is configured to change the orientation of the lighting device toward an object detected by the external sensor, in a case that the lighting device is turned on, and that the information about external conditions detected by the external sensor is not available in the database stored on the controller and the database stored on an external facility. 
     In a non-limiting embodiment, the information detected by the external sensor may include road information, and the database may include a map database storing the road information detected by the external sensor. 
     In a non-limiting embodiment, the controller may be further configured to further change the orientation of the lighting device within the object detected by the external sensor, in a case that detection accuracy of the external sensor is reduced as a result of orienting the lighting device toward the object. 
     In a non-limiting embodiment, the controller may be further configured to determine reduction in the detection accuracy of the external sensor if the object detected by the external sensor is a light emitting object or a reflection object. If the object is the light emitting object, the controller further changes the orientation of the lighting device within the object in such a manner as to emit light to a portion of the object other than a light emitting portion. If the object is the reflection object, the controller further changes the orientation of the lighting device within the object in such a manner as to emit light to a portion of the object other than a reflecting portion. 
     Thus, according to the embodiment of the present disclosure, an orientation of the lighting device is changed toward the object detected by the external sensor, in a case that the information about the object detected by the external sensor in e.g., the nighttime is not available in the database. According to the embodiment of the present disclosure, therefore, the information about the newly found object that is not available in the database can be specified clearly by the external sensor even in e.g., the nighttime. 
     In addition, in the case that the object detected by the external sensor is the light emitting object or the reflection object, the orientation of the lighting device is further changed within the object in such a manner as to emit light to a portion of the object other than the light emitting portion or the reflecting portion. According to the embodiment of the present disclosure, therefore, reflection between the light emitted from the lighting device and the light emitted from the object may be avoided. For this reason, the information about the newly found object that is not available in the database can be specified clearly by the external sensor even if the object is the light emitting object or the reflection object. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       Features, aspects, and advantages of exemplary embodiments of the present invention will become better understood with reference to the following description and accompanying drawings, which should not limit the invention in any way. 
         FIG. 1  is a schematic illustration showing an example of a structure of the vehicle to which the control system according to the embodiment is applied; 
         FIG. 2  is a schematic illustration showing a configuration of the control system according to the embodiment; 
         FIG. 3  is a flowchart showing an example of a routine executed by the control system; and 
         FIG. 4  is a flowchart showing another example of a routine executed by the control system. 
     
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT(S) 
     Embodiments of the present disclosure will now be explained with reference to the accompanying drawings. The control system according to at least one embodiment of the present disclosure may be applied to a hybrid vehicle powered by an engine and a motor(s), and an electric vehicle powered by the motor(s). In the vehicles of these kinds, electric power may be supplied to the motor not only from a battery but also from a fuel cell. In addition, the control system may also be applied to a conventional vehicle in which the vehicle is powered only by an engine. 
     Referring now to  FIG. 1 , there is schematically shown a structure of a hybrid vehicle (as will be simply called the “vehicle” hereinafter) Ve to which the control system according to the embodiment of the present disclosure is applied. In the vehicle Ve, a prime mover includes an engine  1 , a first motor  2  and a second motor  3 . A damper device  5  is disposed on an output shaft  4  of the engine  1  to absorb vibrations resulting from torque pulse. The damper device  5  comprises an input member  6  connected to the output shaft  4  of the engine  1 , an output member  7  that is allowed to rotate relatively to the input member  6 , and a plurality of elastic members  8  arranged in a circular manner at regular intervals to transmit torque of the input member  6  to the output member  7 . 
     One end of an input shaft  9  is connected to the output member  7  to be rotated integrally therewith, and other end of the input shaft  9  is connected to a single-pinion planetary gear unit  10 . The planetary gear unit  10  comprises a sun gear  11  fitted onto the input shaft  9 , a ring gear  12  arranged concentrically with the sun gear  11 , a plurality of pinion gears  13  interposed between the sun gear  11  and the ring gear  12 , and a carrier  14  supporting the pinion gears  13  while allowing to revolve around the sun gear  11 . 
     A first cylindrical shaft  15  extends from the sun gear  11  on the input shaft  9  toward the engine  1  to be connected to the first motor  2 . For example, a permanent magnet type synchronous motor having a generating function may be used as the first motor  2 . In the first motor  2 , a rotor  2   a  is connected to the first cylindrical shaft  15  of the sun gear  11  to be rotated integrally therewith, and a stator  2   b  is fixed to a stationary member  16  such as a housing. 
     A second cylindrical shaft  17  extends from the ring gear  12  toward the second motor  3 , and a rotor  3   a  of the second motor  3  is connected to the second cylindrical shaft  17  to be rotated integrally therewith. A stator  3   b  of the second motor  3  is fixed to the stationary member  16  such as a housing. 
     A leading end of the second cylindrical shaft  17  is connected to an output shaft  18  to be rotated integrally therewith, and a parking gear  19  as an external gear is fitted onto the output shaft  18  to be rotated integrally therewith. A parking lock mechanism  20  is arranged outside of the parking gear  19 . The parking lock mechanism  20  comprises a parking pawl and a parking actuator (neither of which are shown). The parking actuator selectively brings the parking pawl into engagement with the parking gear  19  thereby locking the output shaft  18 . An engagement between the parking pawl and the parking gear  19  may be maintained even after shutting down a battery as a power source  21 . 
     A leading end of the output shaft  18  is connected to a differential gear unit  22 , and the differential gear unit  22  is connected to a pair of drive wheels  24  through drive shafts  23  extending laterally. The drive wheels  24  are turned by a steering system  25 . Rotations of the drive wheels  24  and another pair of wheels  26  are individually stopped by a brake  27 . 
     An operating mode of the vehicle Ve may be selected from a hybrid mode (to be abbreviated as the “HV mode” hereinafter) in which the vehicle Ve is powered at least by the engine  1 , and an electric vehicle mode (to be abbreviated as the “EV mode” hereinafter) in which the vehicle Ve is powered by at least one of the first motor  2  and the second motor  3 . Specifically, in the HV mode, the engine  1  generates power in accordance with a required drive force calculated by a controller (i.e., ECU)  28 , and the first motor  2  generates reaction torque in such a manner as to deliver the output power of the engine  1  to the drive wheels  24  through the planetary gear unit  10 . In this situation, electric power generated by the first motor  2  may be supplied to the second motor  3  so that an output torque of the second motor may be applied to the second cylindrical shaft  17 . That is, the output power of the engine  1  may be translated partially into the electric power by the first motor  2 , and then translated into kinetic energy again by the second motor  3  to be applied to a torque transmission route between the engine  1  and the drive wheels  24 . By contrast, when the first motor  2  serves as a motor while establishing the reaction torque, output torque of the first motor  2  applied to the transmission route may be translated into electric power by the second motor  3 , thereby reducing power transmitted through the transmission route. 
     In the EV mode, the second motor  3  is operated as a motor in such a manner as to achieve a required drive force calculated by the controller  28 . In this situation, fuel supply to the engine  1  and power supply to the first motor  2  may be stopped. 
     As shown in  FIG. 1 , the first motor  2  is connected to a first inverter  29 , and the second motor  3  is connected to a second inverter  30 . The first inverter  29  and the second inverter  30  are also connected to an output terminal of the battery  21  through a positive bus line  31  and a negative bus line  32 . The first motor  2  and the second motor  3  are also connected to each other through the positive bus line  31  and the negative bus line  32  so that electric power generated by one of the motors  2  and  3  is supplied to the other motor  2  or  3 . A capacitor  33  for storing electric power is connected parallel to the positive bus line  31  and the negative bus line  32 , and an auxiliary  34  e.g., a compressor for activating an air conditioner is also connected to the positive bus line  31  and the negative bus line  32 . In order to selectively allow and interrupt power supply from the battery  21  to the first inverter  29  and the second inverter  30 , a relay switch  35  is individually disposed on the positive bus line  31  and the negative bus line  32  between the output terminal of the battery  21  and the first inverter  29  and the second inverter  30 . The relay switch  35  may be turned on and turned off not only manually by manipulating a switch button or key, but also automatically at desired time by setting a timer or the controller  28 . 
     A configuration of the controller  28  is shown in  FIG. 2 . The controller  28  comprises a main controller  36 , a drive controller  37  and a sub-controller  38 . Output signals from the main controller  36  are sent to the drive controller  37  and the sub-controller  38 . Incident signals to the drive controller  37  are converted into drive commands and further transmitted to a throttle actuator of the engine  1 , the first motor  2 , and the second motor  3 . Incident signals to the sub-controller  38  is converted into appropriate command signals and further transmitted to actuators of the brake  27  etc. 
     In order to selectively connect and disconnect the drive controller  37  to/from the battery  21  depending on an operating condition of the switch button or key for energizing the relay switch  35 , a main switch  39  is arranged between the battery  21  and the drive controller  37 . For example, when the switch button is pressed, the main switch  39  is turned on, and then, if the switch button is pressed for a predetermined period of time, the relay switch  35  is turned on. The main switch  39  is controlled by the main controller  36  to automatically allow and interrupt electric power supply to the drive controller  37 . 
     The main controller  36  is an electronic control unit composed mainly of a microcomputer. To the main controller  36 , detection signals and information about operating conditions and behaviors of constituent elements of the vehicle Ve are transmitted from an internal sensor  40 . Specifically, the internal sensor  40  includes an accelerator sensor  42  for detecting a position of an accelerator pedal  41 , a brake sensor (or switch)  44  for detecting a depression of a brake pedal  43 , a steering sensor  46  for detecting a steering angle of the steering wheel  45 , a vehicle speed sensor  47  for detecting rotational speeds of the wheels  24  and  26 , a longitudinal acceleration sensor  48  for detecting a longitudinal acceleration of the vehicle Ve, a lateral acceleration sensor  49  for detecting a lateral acceleration of the vehicle Ve, a yaw rate sensor  50  for detecting a yaw rate of the vehicle, a shift sensor  52  for detecting a position of a shift lever (or switch)  51  and so on. The main controller  36  transmits command signals for controlling the engine  1 , the first motor  2  and the second motor  3  to the drive controller  37 , and transmits command signals for controlling the brake  27  and so on to the sub-controller  38  based on incident signals from the internal sensor  40  as well as maps and formulas installed in advance. In  FIG. 1 , dashed-lines represent transmission of signals from the internal sensor  40  to the controller  28 , and signals from the controller  28  to the engine  1 , the first motor  2 , the second motor  3 , and the brake  27 . 
     The control system according to the embodiments of the present disclosure is configured to operate the vehicle Ve autonomously. Specifically, the control system is configured to execute a starting operation, an accelerating operation, a steering operation, a braking operation, a stopping operation and etc. of the vehicle Ve completely autonomously at level  4  defined by the NHTSA (National Highway Traffic Safety Administration) or level  4  or  5  defined by the SAE (Society of Automotive Engineers), while recognizing and observing an external condition and a travelling condition. For this reason, the vehicle Ve may be operated not only autonomously with or without a driver (and a passenger) but also manually by the driver. The control system may also be configured to operate the vehicle Ve at level  3  at which an accelerating operation, a steering operation, a braking operation etc. are executed autonomously only in an allowable condition, and the driver has to manipulate the vehicle Ve upon request from the system. 
     As described, the vehicle Ve is operated autonomously while manipulating the engine  1 , the first motor  2 , the second motor  3 , the brake  27 , and so on by the controller  28 . In addition, the steering system  25 , the parking lock mechanism  20  and so on are also controlled by the controller  28 . 
     In order to operate the vehicle Ve autonomously, detection signals from external sensors  53  for detecting external conditions are also sent to the main controller  36 . For example, the external sensor  53  includes at least one of an on-board camera, a RADAR (i.e., a radio detection and ranging) a LIDAR (i.e., a laser imaging detection and ranging), an ultrasonic sensor and so on. Data detected by the external sensor  53  may be utilized in an inter-vehicle communication. 
     Specifically, the on-board camera is arranged inside of a windshield glass, and transmits recorded information about the external condition to the main controller  36 . To this end, not only a monocular camera but also a stereo camera having a plurality of lenses and image sensors to achieve a binocular vision may be used as the on-board camera. If the stereo camera is used as the on-board camera, the main controller  36  is allowed to obtain three-dimensional information in the forward direction. 
     The RADAR is adapted to detect obstacles utilizing radio waves such as millimetric-waves and microwaves, and to transmit detected information to the main controller  36 . Specifically, the RADAR detects an obstacle such as other vehicles and so on by emitting radio waves and analyzing the radio waves reflected from the obstacle. 
     Likewise, the LIDAR is adapted to detect obstacles utilizing laser light and to transmit detected information to the main controller  36 . Specifically, the LIDAR detects an obstacle such as other vehicles and so on by emitting laser light and analyzing the laser light reflected from the obstacle. 
     Information about other vehicles around the vehicle Ve such as positions, speeds, directions, operating modes etc. may be obtained through the inter-vehicle communication system to support safe driving. Such inter-vehicle communication is available among the vehicles individually having an on-board equipment for intelligent transport systems even where infrastructure has not yet been improved. 
     In addition, the vehicle Ve is further provided with a GPS (i.e., global positioning system) receiver  54 , a digital map database  55 , and a navigation system  56 . Specifically, the GPS receiver  54  is adapted to obtain a position (i.e., latitude and longitude) based on incident signals from GPS satellites, and to transmit the positional information to the main controller  36 . The map database  55  may be installed in the main controller  36 , but map database stored on external facility such as an online information processing systems may also be available. The navigation system  56  is configured to determine a travelling route of the vehicle Ve based on the positional information obtained by the GPS receiver  54  and the map database  55 . 
     The main controller  36  carries out calculations based on the incident data or information from the internal sensor  40  and the external sensor  53  as well as the preinstalled data, and calculation results are sent in the form of command signal to the drive controller  37 , the sub-controller  38  and the auxiliary  57 . The incident signals to the drive controller  37  are converted into drive commands, and further transmitted to the throttle actuator of the engine  1 , and the first inverter  29  and the second inverter  30  of the first motor  2  and the second motor  3 . The incident signals to the sub-controller  38  are converted into appropriate command signals and further transmitted to actuators  58  of the brake  27 , the steering system  25  and so on. 
     The actuator  58  includes a brake actuator, a steering actuator and so on. Specifically, the brake actuator is adapted to actuate the brake  27  to control braking force applied to the wheels  24  and  26  in response to the command signal from the sub-controller  38 . The steering actuator is adapted to activate an assist motor of the steering system  25  to control a steering torque in response to the command signal from the sub controller  38 . 
     The auxiliary  57  includes devices that are not involved in propulsion of the vehicle Ve such as a wiper, a headlamp, a direction indicator, an air conditioner, an audio player and so on. 
     The main controller  36  comprises a position recognizer  59 , an external condition recognizer  60 , a running condition recognizer  61 , a travel plan creator  62 , a travel controller  63 , an auxiliary controller  64 , a passenger detector  65  and so on. 
     Specifically, the position recognizer  59  is configured to recognize a current position of the vehicle Ve on the map based on the positional information received by the GPS receiver  54  and the map database  55 . The current position of the vehicle Ve may also be obtained from the positional information used in the navigation system  56 . Optionally, the vehicle Ve may also be adapted to communicate with external sensors arranged along the road to obtain the current position of the vehicle Ve. 
     The external condition recognizer  60  is configured to recognize external condition of the vehicle Ve such as a location of a traffic lane, a road width, a road configuration, a road gradient, an existence of obstacles around the vehicle Ve and so on, based on the recorded information of the on-board camera, or detection data of the RADAR or the LIDAR. Optionally, weather information, a friction coefficient of road surface etc. may be obtained according to need. 
     The running condition recognizer  61  is configured to recognize running condition of the vehicle Ve such as a vehicle speed, a longitudinal acceleration, a lateral acceleration, a yaw rate and so on based on detection data collected by the internal sensors  40 . 
     The travel plan creator  62  is configured to create a travel locus of the vehicle Ve based on a target course determined by the navigation system  56 , a position of the vehicle Ve recognized by the position recognizer  59 , and an external condition recognized by the external condition recognizer  60 . That is, the travel plan creator  62  creates a travel locus of the vehicle Ve within the target course in such a manner that the vehicle Ve is allowed to travel safely and properly while complying traffic rules. 
     In addition, the travel plan creator  62  is further configured to create a travel plan in line with the created travel locus. Specifically, the travel plan creator  62  creates a travel plan in line with the target course based on the external conditions recognized by the external condition recognizer  60  and the map database  55 . 
     Specifically, the travel plan is created based on prospective data after few seconds from the present moment to determine a future condition of the vehicle Ve such as a driving force or the like required in future. Optionally, the travel plan may also be created based on prospective data after several ten seconds depending on the external conditions and the running conditions. Thus, the travel plan creator  62  creates a future plan to change a vehicle speed, acceleration, steering torque etc. during travelling along the target course in the form of e.g., a map. 
     Alternatively, the travel plan creator  62  may also create a pattern to change the vehicle speed, acceleration, steering torque etc. between predetermined points on the travel locus. Specifically, such patterns may be determined by setting target values of those parameters at each point on the travel locus taking account of a required time to reach the point at the current speed. 
     As described, the controller  28  is configured to work with the adaptive cruise control system or cooperative adaptive cruise control system, and the travel plan may also be created in such a manner as to follow the preceding vehicle while communicating with the other vehicles. The adaptive cruise control system may be manipulated by switches arranged in the vicinity of the steering wheel or within a steering pad. Specifically, activation of the cruise control system, selection of a control mode, setting a target distance from a preceding vehicle etc. may be executed by manipulating the switches. 
     The travel controller  63  is configured to operate the vehicle Ve autonomously in line with the travel plan created by the travel plan creator  62 . To this end, specifically, the travel controller  63  transmits command signals to the actuators  58 , or the engine  1 , the first motor  2  and the second motor  3  through the drive controller  37  and the sub-controller  38 . 
     The auxiliary controller  64  is configured to operate the auxiliaries  57  such as the wiper, the headlamp, the direction indicator, the air conditioner, the audio player and so on in line with the travel plan created by the travel plan creator  62 . 
     The passenger detector  65  is configured to determine the existence of passenger in the vehicle Ve and the preceding vehicle. For example, the passenger detector  65  determines the existence of passenger in the vehicle Ve based on a fact that a power switch, an ignition switch, or a start button is turned on, that a passenger sitting on a vehicle seat is detected, that a seat belt is fastened, or that the steering wheel is turned. Meanwhile, the passenger detector  65  determines the existence of passenger in the preceding vehicle by obtaining information about the preceding vehicle through the inter-vehicle communication, or by analyzing information obtained by the on-board camera. 
     Thus, the vehicle Ve shown in  FIG. 1  may be operated autonomously while obtaining external conditions based on the data collected by the information detector such as the external sensor including the on-board camera while with reference to the map database  55 . Specifically, information that is not available in the map database  55  such as a message indicated on a message board, a disabled vehicle stopping on the road etc. are obtained by the on-board camera. However, detection accuracy of the on-board camera may not be maintained sufficiently in the nighttime or in bad weather. In order to avoid reduction in the detection accuracy of the on-board camera, the controller  28  executes a routine shown in  FIG. 3 . 
     At step S 1 , it is determined whether the vehicle Ve is being operated autonomously. Specifically, such determination of the current operating mode can be made based on a signal from the switch for selecting the operating mode, or based on a flag representing the autonomous mode. If the vehicle Ve is currently not operated autonomously so that the answer of step S 1  is NO, the routine returns. 
     In this case, the controller  28  determines that the vehicle Ve is currently operated manually by a driver in the manual mode. As described, the vehicle Ve may be operated autonomously with or without a driver (or a passenger(s)). A presence of the passenger may be determined by the passenger detector  65  based on operating states of the above-explained devices. Instead, a presence of the passenger may be determined based on a signal from a biometric passenger sensor such as an infrared sensor for detecting a body temperature of the passenger, and a motion sensor such as a Doppler sensor for detecting a body movement of the passenger. 
     By contrast, if the vehicle Ve is being operated autonomously so that the answer of step S 1  is YES, the routine progresses to step S 2  to determine whether a headlamp as a lighting device of the vehicle Ve is turned on. According to the embodiment, the lighting device includes not only the headlamp but also a front fog lamp and a lamp of the on-board camera. The lighting device may further include an infrared lamp and a millimeter-wave RADAR. Thus, according to the embodiment, the lighting device includes not only the lighting device for emitting visible light but also the lighting device for emitting invisible light. As described, the headlamp is included in the auxiliary  57 , and controlled automatically by the auxiliary controller  64 . 
     For example, the headlamp is turned on when travelling in the nighttime, when travelling in the fog, when travelling in the rain, and when travelling through a tunnel. If the headlamp is turned off so that the answer of step S 2  is NO, the routine returns without carrying out any specific control. 
     By contrast, if the headlamp is turned on so that the answer of step S 2  is YES, the routine progresses to step S 3  to determine whether an object whose information is not available in the database is detected, and whether the detected object is a physical object. 
     During propulsion in the autonomous mode, the external sensor  53  detects various objects such as a road sign, a road depression, a railroad crossing and so on while with reference to the database stored on the main controller  36  and the data which has been collected by the external sensor  53 . If the information about the newly detected object is not found in the database stored on the main controller  36 , and the newly detected object is a physical object e.g., a disabled vehicle stopping on the road so that the answer of step S 3  is YES, the routine progresses to step S 4  to change an orientation of the headlamp (i.e., a direction of radiation) toward the detected object. In other words, if the newly detected object is not available in the database, the headlamp is oriented to the newly detected object. 
     The external sensor  53  also detects road information about, a traffic congestion, a speed limit and so on indicated on a road sign and a message board, and the detected road information is stored on the map database  55 . 
     The orientation of the lighting device may be change arbitrarily by the auxiliary controller  64  not only vertically but also horizontally. 
     According to the embodiment, therefore, the object whose information is not available in the database can be recognized clearly by the on-board camera even when the on-board camera is not allowed to recognize the object clearly such as in the nighttime. That is, if a stopping disabled vehicle is detected by the RADAR or the LIDAR but the details of the trouble has not yet been confirmed, the details of the trouble of the disabled vehicle can be confirmed by the on-board camera. For example, it is possible to confirm a fact that a tire(s) of the disabled vehicle is/are flattened, or that the disabled vehicle is overturned. In addition, if the disabled vehicle is out of fuel, such information may be obtained through the inter-vehicle communication. 
     By contrast, if the information about the newly detected object is not available in the database but the newly detected object is the road information so that the answer of step S 3  is NO, the routine progresses to step S 5  to determine whether the newly detected road information e.g., a message board is not available in the database. That is, at step S 3 , availability of the information about the newly found physical object in the database is determined. Meanwhile, at step S 5 , availability of the newly obtained road information in the database is determined. As described, such road information includes messages indicated on a message board about a traffic congestion, a speed limit etc. The answer of step S 3  will also be YES if the information about the newly detected object has already been stored in the database. In this case, the routine returns through the below-mentioned step S 5 . 
     For example, the speed limit may be restricted due to bad weather, and some of traffic lanes may be closed due to traffic accident or road construction. Such road conditions change constantly, and the information stored in the database is updated continuously. Although the road sign or the message board is newly detected, it would be difficult to read the message indicated on e.g., the message board by the on-board camera in e.g., the nighttime. Specifically, in the nighttime, it would be difficult for the on-board camera to clearly recognize the speed limit indicated on the message board that is restricted due to bad weather or the like. 
     If the newly detected road information is not available in the database so that the answer of step S 5  is YES, therefore, the routine also progresses to step S 4  to change an orientation of the headlamp toward the detected object such as the message board. 
     By contrast, if the newly detected road information is available in the database so that the answer of step S 5  is NO, the routine returns without changing the orientation of the headlamp. 
     Then, the routine progresses to step S 6  to specify the detected object by the on-board camera. Specifically, in the case that the newly detected object is the physical object, details of the physical object is specified by the on-board camera. By contrast, in the case that the newly detected object is the road information, details of the message indicated on the message board or the like is read by the on-board camera. Thereafter, the database stored on the main controller  36  is updated at step S 7  based on the information specified by the on-board camera, and the command signals to operate the vehicle autonomously are calculated by the main controller  36  based on the updated database. For example, the travel plan, the target vehicle speed, the pattern to change the vehicle speed the target course and so on are updated by the main controller  36  based on the updated database. Optionally, the database stored in the external online information processing systems may also be updated based on the updated database stored on the main controller  36 . Thereafter, the orientation of the headlamp is retuned to an original position, and the routine returns. 
     Thus, according to the embodiment of the present disclosure, the headlamp is oriented to the newly found object during autonomous propulsion in e.g., the nighttime. According to the embodiment, therefore, the information about the newly found object that is not available in the database can be specified clearly by the external sensor  53  such as the on-board camera even in e.g., the nighttime. In other words, the on-board camera is allowed to specify the newly found object accurately even in the nighttime so that the external conditions around the vehicle Ve is detected correctly. 
     In addition, if the object is detected by the RADAR or the LIDAR but the details of the object has not yet been specified, the details of the object can be obtained by the on-board camera while emitting the light to the object. 
     If the detected object is a light emitting object, it would be difficult for the on-board camera to specify details of the object by emitting the light to the object due to reflection between the light emitted from the headlamp and the light emitted from the object. In order to avoid such disadvantage, the vehicle control system according to the embodiment may be further configured to execute a routine shown in  FIG. 4 . In  FIG. 4 , common step numbers are allotted to the steps in common with those in the routine shown in  FIG. 3 , and detailed explanations for the common steps will be omitted. 
     In the routine shown in  FIG. 4 , contents of steps S 1  to S 5  are similar to those of the routine shown in  FIG. 3 . 
     After changing the orientation of the headlamp to the detected object at step S 4 , it is determined at step S 100  whether the object detected at step S 3  or S 5  is a light emitting object or a reflection object that makes the on-board camera difficult to specify the object if it is irradiated. For example, it would be difficult for the on-board camera to read a massage indicated on an electronic message board if the message board is irradiated by the light emitted from the headlamp. At step S 100 , therefore, reduction in detection accuracy of the on-board camera after orienting the headlamp to the object is determined. Specifically, the light emitting object includes an electronic construction signage, a flare, an electronic message board and so on, and the reflection object includes a rubber pole (i.e., a lane separation pole). If the detected object is the light emitting object or the reflection object so that the answer of step S 100  is YES, the routine progresses to step S 200  to further change the orientation of the headlamp within the object in such a manner as to emit the light to a portion of the object other than a light emitting portion or a reflection portion. 
     At step S 100 , reduction in the detection accuracy of the on-board camera is also determined even if the detection accuracy at the light emitting portion or the reflection portion of the object and the detection accuracy at the remaining portion of the object are identical to each other. In addition, the answer of step S 100  will also be YES when the on-board camera is not allowed to clearly read the message indicated on the message board due to over exposure or the like. For example, such determination at step S 100  may be made based on a threshold of illuminance or detection degree. 
     If the detected object is not the light emitting object or the reflection object so that the answer of step S 100  is NO, the routine progresses to step S 300  to fix the orientation of the headlamp changed at step S 4  until the on-board camera is allowed to specify the object. For example, the orientation of the headlamp is fixed until the on-board camera is allowed to read the message indicated on the message board. Then, the detected object is specified by the on-board camera at step S 6 , and the database stored on the main controller  36  is updated at step S 7  based on the information specified by the on-board camera. Thereafter, the orientation of the headlamp is retuned to the original position, and the routine returns. For example, in a case that the detected object is a disabled vehicle, the orientation of the headlamp is returned to the original position after passing the disabled vehicle. 
     Thus, by executing the routine shown in  FIG. 4 , the headlamp may also be oriented to the newly found object during autonomous propulsion in e.g., the nighttime. In addition, according to the routine shown in  FIG. 4 , if the detected object is the light emitting object or the reflection object, the orientation of the headlamp is adjusted within the object to emit the light to the portion of the object other than the light emitting portion or the reflection portion. According to the routine shown in  FIG. 4 , therefore, the information about the newly found object that is not available in the database can be specified clearly by the on-board camera in e.g., the nighttime, even if the object is the light emitting object or the reflection object. 
     Although the above exemplary embodiments of the present disclosure have been described, it will be understood by those skilled in the art that the present disclosure should not be limited to the described exemplary embodiments, and various changes and modifications can be made within the scope of the present disclosure. For example, any kinds of appropriate mechanism may be applied to change an orientation of the headlamp. In addition, if the newly found object that is the light emitting object or the reflection object, a light emitting period may be reduced to allow the on-board camera to specify the object accurately. Further, if the detected object is large, it is also possible to obtain details of the object while changing the orientation of the on-board camera.