201119891 六、發明說明： 【發明所屬之技術領域】 本發明是有關於一種車輛頭燈自動控制裝置，特別是 有關於一種可有效降低車輛電力消耗之車輛頭燈自動控制 裝置。 【先前技術】 一般來說，習知之車輛頭燈自動控制方式大致上可區 分為以下數種：依照環境的暗明程度來開啟或關閉頭燈、 依照電源開關位置來開啟或關閉頭燈、以及依照引擎發動 或停止狀況來開啟或關閉頭燈。 就依照％ i兄的暗明程度來開啟或關閉頭燈之控制方式 而言，其可能會發生白天沒有開啟頭燈之情形。 就依如電源開關位置來開啟或關閉頭燈之控制方式而 s ’其會在電源開關開啟後就開啟頭燈。然而，倘若此時 引擎並未發動，則被開啟的頭燈會消耗電瓶中的電力。 就依照引擎發動或停止狀況來開啟或關閉頭燈之控制 方式而言，其頭燈開啟可能會在車輛之引擎處於怠速運轉 時發生一些問題。更具體而言，由於引擎在怠速運轉時之 轉速較低’故電瓶之充電量會很有限。此時，開啟頭燈仍 會消耗電瓶中的電力。此外’倘若需以增大發電量來解決 耗電的問題，則可能又會造成引擎轉速不穩的問題。 、 【發明内容】 本發明基本上採用如下所詳述之特徵以為了要解決上 述之問題。也就是說，本發明包括—電源；一第一頭燈； 201119891 一第二頭燈；一電源開關，具有一第一端點及一第二端點， 其中，該第一端點係連接於該電源之正極；一切換開關， 具有一第三端點、一第四端點及一第五端點，其中，該第 三端點係連接於該電源開關之該第二端點，並且係選擇性 連接於該第四端點或該第五端點；一第一繼電器，具有一 第一激磁線圈及一第一激磁開關，其中，該第一激磁線圈 係相對於該第一激磁開關，並且具有一第一輸入端點及一 第一輸出端點，該第一輸入端點係連接於該切換開關之該 第四端點，以及該第一激磁開關係連接於該電源之正極與 該第一頭燈之間，並且係藉由該第一激磁線圈之激磁操作 而閉合；一第二繼電器，具有一第二激磁線圈及一第二激 磁開關，其中，該第二激磁線圈係相對於該第二激磁開關， 並且具有一第二輸入端點及一第二輸出端點，該第二輸入 端點係連接於該切換開關之該第五端點，以及該第二激磁 開關係連接於該電源之正極與該第二頭燈之間，並且係藉 由該第二激磁線圈之激磁操作而閉合；以及一控制單元， 連接於該第一激磁線圈之該第一輸出端點以及該第二激磁 # 線圈之該第二輸出端點，係用以控制該第一激磁線圈以及 該第二激磁線圈之激磁操作。 同時，根據本發明之車輛頭燈自動控制裝置，該控制 單元係根據一引擎轉速訊號控制該第一激磁線圈以及該第 二激磁線圈之激磁操作。 又在本發明中，該控制單元係根據一油門開度訊號控 制該第一激磁線圈以及該第二激磁線圈之激磁操作。 又在本發明中，該第一頭燈係為一近光頭燈，以及該 第二頭燈係為一遠光頭燈。 r c 5 201119891 為使本發明之上述目的、特徵和優點能更明顯易懂， 下文特舉較佳實施例並配合所附圖式做詳細說明。 【實施方式】 茲配合圖式說明本發明之較佳實施例。 請參閱第1圖，本實施例之車輛頭燈自動控制裝置100 可應用於一般汽車或機車之中，並且其主要包括有一電源 110、一第一頭燈121、一第二頭燈122、一電源開關130、 一切換開關140、一第一繼電器150、一第二繼電器160及 一控制單元170。 在本實施例之中，第一頭燈121可以是一近光頭燈， 而第二頭燈122可以是一遠光頭燈。 電源開關130具有一第一端點131及一第二端點132。 第一端點131是連接於電源110之正極。在此，電源110 可以是一電瓶。 切換開關140具有一第三端點143、一第四端點144 及一第五端點145。第三端點143是連接於電源開關130 之第二端點132，並且第三端點143是選擇性連接於第四 端點144或第五端點145。在此，切換開關140乃是用來 切換第一頭燈121或第二頭燈122之運作。 第一繼電器150具有一第一激磁線圈151及一第一激 磁開關152。第一激磁線圈151是相對於第一激磁開關 152，並且第一激磁線圈151具有一第一輸入端點151a及 一第一輸出端點151b。第一輸入端點151a是連接於切換 開關140之第四端點144。第一激磁開關152是連接於電 源110之正極與第一頭燈121之間。在此，第一激磁開關 201119891 152是處於常開之狀態，並且其可藉由第一激礤線圈151 之激磁操作而閉合。201119891 VI. Description of the Invention: [Technical Field] The present invention relates to an automatic control device for a vehicle headlight, and more particularly to an automatic control device for a vehicle headlight that can effectively reduce power consumption of a vehicle. [Prior Art] In general, the conventional automatic control mode for a vehicle headlight can be roughly classified into the following types: turning on or off the headlight according to the degree of darkness of the environment, turning the headlight on or off according to the position of the power switch, and Turn the headlights on or off according to engine start or stop conditions. In terms of how to turn the headlights on or off according to the degree of darkness of the % i brother, it may happen that the headlights are not turned on during the day. Just like the power switch position to turn the headlights on or off, s ' will turn on the headlights after the power switch is turned on. However, if the engine is not started at this time, the turned-on headlights will consume power from the battery. In terms of how the headlights are turned on or off depending on whether the engine is started or stopped, the headlights may be turned on when the engine of the vehicle is idling. More specifically, the amount of charge in the battery will be limited due to the lower engine speed at idle speed. At this point, turning on the headlights still consumes power from the battery. In addition, if you need to increase the amount of power generated to solve the problem of power consumption, it may cause the engine speed to be unstable. SUMMARY OF THE INVENTION The present invention basically employs the features detailed below in order to solve the above problems. That is, the present invention includes a power source; a first headlight; 201119891 a second headlight; a power switch having a first end point and a second end point, wherein the first end point is connected to a positive pole of the power source; a switch having a third end point, a fourth end point, and a fifth end point, wherein the third end point is connected to the second end point of the power switch, and Optionally connected to the fourth end point or the fifth end point; a first relay having a first excitation coil and a first excitation switch, wherein the first excitation coil is opposite to the first excitation switch And having a first input end point and a first output end point, the first input end point is connected to the fourth end point of the switch, and the first excitation open relationship is connected to the positive pole of the power source and the Between the first headlights and being closed by the excitation operation of the first excitation coil; a second relay having a second excitation coil and a second excitation switch, wherein the second excitation coil is opposite to the second excitation coil The second excitation switch, and a second input end point and a second output end point, the second input end point is connected to the fifth end point of the switch, and the second excitation open relationship is connected to the positive pole of the power source and the second Between the headlights, and closed by the excitation operation of the second excitation coil; and a control unit coupled to the first output end of the first excitation coil and the second of the second excitation #coil The output end is used to control the excitation operation of the first excitation coil and the second excitation coil. Meanwhile, according to the vehicle headlight automatic control device of the present invention, the control unit controls the exciting operation of the first exciting coil and the second exciting coil in accordance with an engine speed signal. In the present invention, the control unit controls the excitation operation of the first excitation coil and the second excitation coil according to an accelerator opening signal. In still another aspect of the invention, the first headlight is a near-head light, and the second headlight is a high-beam headlight. The above-mentioned objects, features and advantages of the present invention will become more apparent from the description of the appended claims. [Embodiment] A preferred embodiment of the present invention will be described with reference to the drawings. Referring to FIG. 1 , the vehicle headlight automatic control device 100 of the present embodiment can be applied to a general automobile or a locomotive, and mainly includes a power source 110, a first headlight 121, and a second headlight 122. The power switch 130, a switch 140, a first relay 150, a second relay 160, and a control unit 170. In this embodiment, the first headlight 121 can be a low-head light, and the second head light 122 can be a high-beam headlight. The power switch 130 has a first end point 131 and a second end point 132. The first terminal 131 is connected to the anode of the power source 110. Here, the power source 110 can be a battery. The switch 140 has a third end point 143, a fourth end point 144, and a fifth end point 145. The third endpoint 143 is coupled to the second endpoint 132 of the power switch 130, and the third endpoint 143 is selectively coupled to the fourth endpoint 144 or the fifth endpoint 145. Here, the changeover switch 140 is used to switch the operation of the first headlight 121 or the second headlight 122. The first relay 150 has a first exciting coil 151 and a first exciting switch 152. The first exciting coil 151 is opposite to the first exciting switch 152, and the first exciting coil 151 has a first input terminal 151a and a first output terminal 151b. The first input terminal 151a is coupled to a fourth terminal 144 of the switch 140. The first field switch 152 is connected between the anode of the power source 110 and the first headlight 121. Here, the first exciting switch 201119891 152 is in a normally open state, and it can be closed by the exciting operation of the first exciting coil 151.
第二繼電器160具有一第二激磁線圈161及一第二激 磁開關162。第二激磁線圈161是相對於第二激磁開關 162，並且第二激磁線圈161具有一第二輸入端點161a及 一第二輸出端點161b。第二輸入端點161a是連接於切換 開關140之第五端點ι45。第二激磁開關162是連接於電 源110之正極與第二頭燈122之間。在此，第二激磁開關 162亦是處於常開之狀態，並且其可藉由第二激礤線圈 之激磁4呆作而閉合。 控制單元170是連接於第一激磁線圈151之第一輸出 端點151b以及第二激磁線圈161之第二輸出端點16ib， 其可用來控制第一激磁線圈151以及第二激磁線圈ι61之 激磁操作。更詳細的來說，控制單元Π0可接收一引擎轉 速訊號或一油門開度訊號，並據以控制第一激礤線圈151 以及第二激磁線圈161之激磁操作。 接下來說明車輛頭燈自動控制裝置100之運作方式。 。首先’在電源開關130被啟動後(例如，在一操作者或 —駕驶者以鑰匙開啟電源開關130後），其第一端點合 = ;端點132。同時，操作者可利用切換開關‘ 說，頭燈121 職122進行運作。舉例來 °兄如第1圖所示，當切換開關140之第二姓科水 於其第四端點144時，此代表操作者選擇連通 進行運作。 百、擇使弟一頭燈121 接著，控制單元可根據所接收到之3丨敬μ、± 或油門開度訊號來判讀是否開啟第轉速訊號 頌燈121。更詳細的 201119891 來說，當控制單元no所接收到之引擎轉速訊 度訊號）低於一預設引擎轉速值（或一預設油門開度值）時: 此即代表-引擎（未顯示）是處於未發動之狀態或處於急速 運轉之狀態。此時’控制單元170之内部會處於斷開之狀 態，因而使得電源110、電源開關130、切換開關14〇、第 一繼電器150(之第一激磁線圈151)與控制單元17〇之間無 法形成一迴路。換言之，電流不會從電源11〇之正極流經 第一繼電器150之弟一激磁線圈151。因此，第一激磁線 圈151不會被激磁，因而使得第一繼電器15〇之第一激磁 開關152仍保持斷開之狀態。如上所述，第一頭燈121無 法被開啟或進行運作。在另一方面，當控制單元17〇所^ 收到之油門開度訊號（或油門開度訊號）高於該預設引擎轉 速值（或該預設油鬥開度值）時，此即代表引擎是處於正常 運轉狀態。此時，控制單元170之内部會處於導通之狀態， 因而可使付電源11 〇、電源開關130、切換開關14〇、第一 繼電器150(之第一激磁線圈151)與控制單元 -迴路。換言之，電流會從電源⑽之正極流經第」= 斋150之第一激磁線圈151。在此，第一繼電器15〇之第 一激磁開關152會藉由第一激磁線圈151之激磁操作而閉 合’因而使得電源11G、第-繼電器15〇(之第—激磁開關 152)與第一頭燈121形成一迴路。因此，電流會從電源ιι〇 之正極流經第一繼電态150之第一激磁開關152以及第一 頭燈121。如上所述，第一頭燈121會被開啟或進行運作。 同樣地，當切換開關140之第三端點143連通於第五 端點145時，此代表操作者選擇使第二駿m進行運作。 在此’由於控制第二㈣122運作之方式是與上述控制第 201119891 一頭燈121運作之方式完全相同，故在此省略其重複之說 明。 如上所述，在車輛頭燈自動控制裝置100之中，由於 第一頭燈121或第二頭燈122之開啟或運作是根據引擎轉 速值（或油門開度值）來被進行，故可有效節省電源110之 電力消耗，進而還可有效提升引擎運轉時之穩定性。 雖然本發明已以較佳實施例揭露於上，然其並非用以 限定本發明，任何熟習此項技藝者，在不脫離本發明之精 神和範圍内，當可作些許之更動與潤飾，因此本發明之保 護範圍當視後附之申請專利範圍所界定者為準。 201119891 【圖式簡單說明】 第1圖係顯示本發明之車輛頭燈自動控制裝置之示意 【主要元件符號說明】 100〜車輛頭燈自動控制裝置 110〜電源 121〜第一頭燈 122〜第二頭燈 130〜電源開關 131〜第·一端點 132〜第二端點 140〜切換開關 143〜第三端點 144〜第四端點 145〜第五端點 150〜第一繼電器 151〜第一激磁線圈 151a〜第一輸入端點 151b〜第一輸出端點 152〜第一激磁開關 160〜第二繼電器 161〜第二激磁線圈 161 a〜第—輸入端點 161b〜第二輸出端點 162〜第二激磁開關 170〜控制單元The second relay 160 has a second exciting coil 161 and a second exciting switch 162. The second exciting coil 161 is opposite to the second exciting switch 162, and the second exciting coil 161 has a second input terminal 161a and a second output terminal 161b. The second input terminal 161a is connected to the fifth terminal ι45 of the switch 140. The second excitation switch 162 is connected between the positive pole of the power source 110 and the second headlight 122. Here, the second exciting switch 162 is also in a normally open state, and it can be closed by the excitation 4 of the second exciting coil. The control unit 170 is connected to the first output end point 151b of the first excitation coil 151 and the second output end point 16ib of the second excitation coil 161, which can be used to control the excitation operation of the first excitation coil 151 and the second excitation coil ι61. . In more detail, the control unit Π0 can receive an engine speed signal or an accelerator opening signal, and accordingly control the excitation operation of the first excitation coil 151 and the second excitation coil 161. Next, the operation mode of the vehicle headlight automatic control device 100 will be described. . First, after the power switch 130 is activated (e.g., after an operator or a driver turns the power switch 130 on with a key), its first endpoint is = endpoint 132. At the same time, the operator can use the switch ‘said, the headlight 121 job 122 to operate. For example, as shown in Fig. 1, when the second name of the switch 140 is at its fourth end point 144, this means that the operator selects the connection to operate. 100. Selecting a younger lamp 121 Next, the control unit can determine whether to turn on the first rotational speed signal 121 according to the received 3 丨 μ μ, ± or throttle opening signal. More detailed 201119891, when the engine speed signal received by the control unit no is lower than a preset engine speed value (or a preset throttle opening value): This represents the engine (not shown) It is in an un-launched state or in a state of rapid operation. At this time, the inside of the control unit 170 is in an off state, so that the power source 110, the power switch 130, the changeover switch 14A, the first relay 150 (the first excitation coil 151) and the control unit 17A cannot be formed. First circuit. In other words, current does not flow from the positive electrode of the power source 11 through the exciting coil 151 of the first relay 150. Therefore, the first exciting coil 151 is not excited, so that the first exciting switch 152 of the first relay 15 is kept in the off state. As described above, the first headlight 121 cannot be turned on or operated. On the other hand, when the throttle opening signal (or the throttle opening signal) received by the control unit 17 is higher than the preset engine speed value (or the preset tank opening value), this represents The engine is in normal operation. At this time, the inside of the control unit 170 is in an on state, so that the power source 11 〇, the power switch 130, the changeover switch 14A, the first relay 150 (the first excitation coil 151), and the control unit-loop can be made. In other words, current flows from the positive pole of the power supply (10) through the first exciting coil 151 of the first = 150. Here, the first excitation switch 152 of the first relay 15 is closed by the excitation operation of the first excitation coil 151, thus causing the power source 11G, the first relay 15 (the first - the excitation switch 152) and the first head The lamp 121 forms a loop. Therefore, current flows from the positive electrode of the power source ι through the first field switch 152 of the first relay state 150 and the first head lamp 121. As described above, the first headlight 121 will be turned on or operated. Similarly, when the third end point 143 of the diverter switch 140 is in communication with the fifth end point 145, this means that the operator chooses to operate the second stage m. Here, the manner in which the operation of the second (four) 122 is controlled is exactly the same as the operation of the above-mentioned control lamp 201119891, and the repeated description thereof is omitted here. As described above, in the vehicle headlight automatic control device 100, since the opening or operation of the first headlight 121 or the second headlight 122 is performed based on the engine speed value (or the accelerator opening value), it is effective. The power consumption of the power source 110 is saved, thereby further improving the stability of the engine during operation. Although the present invention has been disclosed in its preferred embodiments, it is not intended to limit the present invention, and it is possible to make some modifications and refinements without departing from the spirit and scope of the present invention. The scope of the invention is defined by the scope of the appended claims. 201119891 [Simplified description of the drawings] Fig. 1 is a schematic diagram showing the automatic control device for the vehicle headlight of the present invention. [Main component symbol description] 100~ Vehicle headlight automatic control device 110~ Power supply 121~ First headlight 122~2 Headlight 130 to power switch 131 to first end 132 to second end 140 to switch 143 to third end 144 to fourth end 145 to fifth end 150 to first relay 151 to first excitation The coil 151a to the first input terminal 151b to the first output terminal 152 to the first excitation switch 160 to the second relay 161 to the second excitation coil 161 a to the first input terminal 161b to the second output terminal 162 to Two excitation switch 170~ control unit