車用近光燈之光學設計需同時兼顧道路照明、眩光抑制、截止線清晰度與法規檢測要求。傳統近光燈多利用反射式光杯、遮光板或成像透鏡形成明暗截止線，雖可控制光型邊界，但仍可能因遮蔽損失、局部能量集中及照度分布不均，限制整體光能利用率與光型調整彈性。因此，本文提出一種新穎組合式汽車近光燈設計，以兩組相同反射式光杯結合柱狀透鏡陣列（Cylindrical Lens Array， CLA），透過模組化光型疊合形成符合 ECE R112 Class B 規範之非對稱近光燈光型。 本文首先由球面折射面之近軸成像關係，推導 CLA 曲率半徑、週期寬度與發散半角之關係，並建立光束通過 CLA 後於遠場偵測面之展開寬度估算方法。不同 CLA 參數之理論計算結果與 ASAP 光線追跡模擬結果相比，發散寬度誤差皆小於 1%，顯示所建立之幾何模型可有效預測 CLA 之水平展光範圍。此外，本文以線性位移不變系統與捲積觀點分析 CLA 對光型之展開作用，結果顯示，透過調整兩組光型之相對位置，可利用光型邊緣的漸變照度相互補償，降低疊合區域內部不必要之亮暗分界，並改善整體照度分布的連續性。 在車頭燈模組設計方面，本文採用 OSRAM KW H3L531作為光源，並以兩組相同反射式光杯搭配週期寬度為 0.6 mm、發散半角約為 4.5° 之 CLA。第一組模組負責形成水平截止線與主要道路照明，第二組則形成右側 15° 上揚光型，經位置與角度調整後完成疊合。最終光型具有左側水平截止線與右側傾斜上揚之非對稱分布，可兼顧對向車道眩光抑制與右側道路照明需求。 為驗證此設計之實際可行性，本文完成反射式光杯打樣，並於距離偵測平面 10 m 處進行量測，再依反平方定律換算至 25 m 法規量測條件。實際量測結果顯示，B50L 與 HV 照度分別為 0.32 lx 與 0.68 lx；主要照明檢測點 75R、50V、50R、25L 及 25R 分別為 7.2 lx、15.7 lx、17.4 lx、18.5 lx 及 13.8 lx。Zone 3 最大照度為 0.68 lx，整體最大照度為 31.2 lx，截止線銳利度 G 值介於 0.19 至 0.30，Zone 4 亦通過亮區要求，上述結果均符合 ECE R112 Class B 之主要法規限制。模擬與實際量測在整體光型輪廓、截止線走向及主要亮區位置上呈現相近趨勢，證實利用兩組相同反射式光杯結合 CLA，並透過模組位置與角度調整形成非對稱近光燈光型之方法具有實際可行性。此架構具備元件共用性高、結構模組化及光型調整彈性佳等特點，可作為一種新穎的汽車近光燈光型形成方式。;The optical design of automotive low-beam headlamps must simultaneously address road illumination， glare suppression， cut-off-line sharpness， and regulatory photometric requirements. Conventional low-beam headlamps commonly employ reflector cups， shields， or imaging lenses to form the bright-dark boundary. Although these approaches can control the beam boundary， shielding losses， localized energy concentration， and nonuniform illuminance may still limit optical efficiency and beam-pattern adjustability. This study therefore proposes a novel modular automotive low-beam headlamp composed of two identical reflector cups combined with cylindrical lens arrays (CLAs). The two optical modules are superimposed to generate an asymmetric low-beam pattern that complies with the principal requirements of ECE R112 Class B. First， the relationship among the CLA radius of curvature， pitch， and divergence half-angle was derived from the paraxial imaging relation of a spherical refracting surface. A geometrical model was then established to estimate the beam-expansion width on a far-field measurement screen after transmission through the CLA. For multiple CLA configurations， the deviations between the theoretical beam widths and the ASAP ray-tracing results were all below 1%， demonstrating that the proposed geometrical model can accurately predict the horizontal beam-spreading range of the CLA. In addition， the beam-spreading effect of the CLA was analyzed from the perspectives of linear shift-invariant systems and convolution. The results show that adjusting the relative positions of the two beam patterns allows their gradual edge distributions to compensate for each other， thereby reducing unintended internal bright-dark boundaries and improving the continuity of the combined illuminance distribution. For the headlamp-module design， an OSRAM KW H3L531 LED was used as the light source. Each reflector cup was combined with a CLA having a pitch of 0.6 mm and a divergence half-angle of approximately 4.5°. The first module generated the horizontal cut-off line and the primary road-illumination region， whereas the second module generated a beam pattern with a 15° upward inclination on the right side. After positional and angular adjustment， the two beam patterns were superimposed to produce an asymmetric distribution with a horizontal cut-off line on the left and an upward-sloping illumination region on the right， thereby providing glare control for oncoming traffic while enhancing illumination along the right side of the road. To verify the practical feasibility of the proposed design， prototype reflector cups were fabricated and measured on a screen located 10 m from the optical system. The measured illuminance values were converted to their equivalent values at the 25 m regulatory distance using the inverse-square law. The measured illuminances at B50L and HV were 0.32 lx and 0.68 lx， respectively. The values at the principal illumination points 75R， 50V， 50R， 25L， and 25R were 7.2 lx，15.7 lx，17.4 lx，18.5 lx and 13.8 lx respectively. The maximum illuminance in Zone 3 was 0.68 lx， the overall maximum illuminance was 31.2 lx， and the cut-off-line sharpness parameter G ranged from 0.19 to 0.30. Zone 4 also satisfied its bright-region requirement. These results comply with the principal photometric limits of ECE R112 Class B. The simulated and measured results exhibited similar overall beam contours， cut-off-line orientations， and locations of the principal illuminated regions. This agreement confirms the practical feasibility of forming an asymmetric low-beam pattern by combining two identical reflector cups with CLAs and controlling the relative positions and orientations of the modules. Owing to its high degree of component commonality， modular configuration， and flexible beam-pattern adjustment， the proposed architecture provides a novel approach to automotive low-beam formation.
