JP2000296736A - Automatic adjustment of the headlight optical axis direction for vehicles - Google Patents

Abstract

(57) [Problem] To appropriately adjust the optical axis direction of a headlight (headlight) without frequent switching in accordance with the running state of a vehicle. SOLUTION: A pitch angle in the front-rear direction of the vehicle is calculated based on signals from height sensors 11F, 11R disposed on front and rear wheels of the vehicle. Here, when the acceleration based on the vehicle speed exceeds a determination level set so as not to be able to reach in a normal driving state, the acceleration subsequently fluctuates greatly, but the vehicle attitude does not fluctuate so much. Therefore, the filter corresponding to the control mode corresponding to the acceleration is fixed and is not frequently switched until the constant speed state of the vehicle continues for a predetermined time and becomes a stable driving state, and the light of the headlights 30L and 30R is not changed frequently. The axial direction is prevented from following the fluctuation of the acceleration. Thereby, the optical axis directions of the headlights 30L and 30R are appropriately adjusted according to the running state of the vehicle.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicular headlamp automatic optical axis direction adjusting device for automatically adjusting the optical axis direction of irradiation by a headlamp provided in a vehicle.

[0002]

2. Description of the Related Art Conventionally, a headlight of a vehicle gives glare to an oncoming vehicle or the like when the optical axis of the headlight is directed upward due to the inclination of the vehicle body. There is a demand that the optical axis direction of the headlamp be kept constant because the visibility is reduced.

[0003] As a prior art document related to this, there is known one disclosed in Japanese Patent Application Laid-Open No. 9-301055. In this method, a control mode is set according to acceleration, and when the acceleration is less than a predetermined value, a filter process is executed. When the acceleration becomes equal to or more than a predetermined value, the filter process is eliminated so as not to delay switching of the control mode. There is disclosed a technique for adjusting the optical axis direction of a headlight based on a change in vehicle height at that time.

[0004]

By the way, in the above-described system, when an acceleration at a level that cannot be reached in a normal driving state is detected in accordance with the known TRC control or ABS control, the acceleration is set to a predetermined value. As described above, the filter mode is not performed, and the control mode is frequently switched. However, when accelerating with TRC control (hereinafter referred to as “TRC control”
During deceleration with ABS control (hereinafter, referred to as “ABS control”), the acceleration greatly fluctuates, but the vehicle attitude does not fluctuate so much. There is a problem that improper optical axis control appears when the acceleration fluctuation is followed.

SUMMARY OF THE INVENTION The present invention has been made to solve such a problem, and a vehicle headlight light which can be appropriately adjusted without frequently switching the direction of the optical axis of the headlight in accordance with the running state of the vehicle. It is an object to provide an automatic axial adjustment device.

[0006]

According to the automatic headlight optical axis direction adjusting device for a vehicle according to the first aspect of the present invention, the tilt angle calculating means includes, for example, a vehicle disposed at each of a front portion and a rear portion of the vehicle. The inclination angle of the headlight of the vehicle with respect to the horizontal plane in the optical axis direction is calculated based on the output value from the high sensor, and the vehicle speed is detected from the vehicle speed detected by the wheel speed sensor and the acceleration calculated based on the calculated vehicle speed. According to the control mode determined by the mode determining means, the filter for changing the response of the adjustment of the headlight in the optical axis direction is switched by the filter switching means, and based on the angle obtained by applying the filter. The optical axis direction of the headlight is adjusted by the optical axis direction adjusting means. Here, when the acceleration exceeds the highest determination level set by the mode determining means so that the acceleration cannot be reached in the normal driving state, the acceleration state of the vehicle or the vehicle speed unless the constant speed state of the vehicle continues for a predetermined period thereafter The control mode corresponding to the deceleration state is continued. In other words, when the acceleration exceeds the highest judgment level set so that it cannot be reached in the normal driving state, a large acceleration fluctuation occurs in the following predetermined period, but it does not match the vehicle attitude. In this predetermined period, the control mode corresponding to the acceleration state or the deceleration state of the vehicle is changed, and the filter is fixed so that the filter is not frequently switched. Thereby, the filter corresponding to the traveling state of the vehicle is applied to the inclination angle, and the optical axis direction of the headlight of the vehicle is adjusted with an appropriate response, so that the effectiveness of the optical axis control can be enhanced.

In the automatic headlight optical axis direction adjusting device for a vehicle according to the second aspect, the highest determination level is set to a magnitude that the acceleration can reach during the TRC control or the ABS control. Since the vehicle does not reach in the operating state, the time of the TRC control or the time of the ABS control is reliably determined, and the predetermined optical axis control based on this determination can be appropriately executed.

[0008]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below based on examples.

FIG. 1 is a schematic diagram showing the overall configuration of a vehicle headlight optical axis direction automatic adjusting apparatus according to an embodiment of the present invention.

In FIG. 1, a suspension between a vehicle axle on the driver's seat side or a passenger's seat side on the front and rear sides of the vehicle and a front (front wheel) side height sensor (vehicle height sensor) 11F and a rear (rear). A height sensor (vehicle height sensor) 11R on the rear wheel side is mounted. From the height sensors 11F and 11R, a front height value (a displacement amount of the front wheel side vehicle height) HF and a rear height value as a relative displacement amount (a displacement amount of the front wheel side) between the front wheel side axle and the rear wheel side axle and the vehicle body. Value (displacement of the vehicle height on the rear wheel side) HR, and various values such as a wheel speed pulse from a wheel speed sensor 12 which is disposed on the vehicle side as a vehicle speed sensor and is used in well-known TRC control, ABS control, and the like. ECU (Elec) mounted on the vehicle
tronic Control Unit (electronic control unit) 20. Note that the ECU 20 and the wheel speed sensor 12 are illustrated outside the vehicle for convenience.

The ECU 20 includes a CPU 21 as a well-known central processing unit, a ROM 22 storing a control program,
It is configured as a logical operation circuit including a RAM 23 for storing various data, a B / U (backup) RAM 24, an input / output circuit 25, and a bus line 26 connecting them.

An output signal from the ECU 20 is input to actuators 35L, 35R of left and right headlights (headlights) 30L, 30R of the vehicle, and the optical axes of the left and right headlights 30L, 30R are described later. The direction is adjusted. In addition, various sensor signals from the wheel speed sensor 12 and the like are used when the vehicle is in a stop mode, an acceleration mode, a deceleration mode,
Used for mode determination such as constant speed mode.

FIG. 2 shows a headlight 30L (30) shown in FIG.
It is sectional drawing which shows the principal part structure of R).

In FIG. 2, a headlight 30L (30
R) mainly includes a lamp 31, a reflector 32 for fixing the lamp 31, a rod-shaped support portion 33 for supporting the reflector 32 so as to be swingable in the direction of an arc arrow, and a movable member for supporting the reflector 32 and movable. And an actuator 35L (35R) including a step motor or a DC motor for driving the movable portion 34 in the direction of the front and rear arrows. For this reason, when the movable portion 34 is driven in the front-rear direction by the actuator 35L (35R), the reflector 32 is vertically moved with the tip of the support portion 33 as a fulcrum, and an actuator drive angle (target optical axis direction adjustment angle) θa described later. Only tilted,
The optical axis direction of the headlight 30L (30R) is adjusted. Note that the optical axis direction of the headlight 30L (30R) is initially set on the assumption that one driver gets on the vehicle.

Next, the pitch angle θp in the front-rear direction of the vehicle used in the vehicle headlamp optical axis direction automatic adjusting apparatus of the present embodiment.
The calculation of is described.

The pitch as an inclination angle of the vehicle with respect to a predetermined reference plane in the front-rear direction based on the front height value HF and the rear height value HR from the height sensors 11F and 11R among various sensor signals of the vehicle input to the ECU 20. The angle θp [°] is calculated by the following equation (1). Here, Lw is the wheelbase (inter-axis distance) of the front wheel and the rear wheel.

[0017]

[Equation 1] θp = tan ^-1 {(HF−HR) / Lw} (1)

FIG. 3 is a table showing a filter area corresponding to a control mode used in the automatic headlight optical axis direction adjusting device for a vehicle according to an embodiment of the present invention.

When the horizontal axis is the vehicle speed V [km / h] and the vertical axis is the acceleration dV / dt [m / s ² ] obtained by differentiating the vehicle speed V, the vehicle control modes (stop mode, acceleration mode, Filter areas A, B, C corresponding to TRC acceleration mode, ABS deceleration mode, deceleration mode, constant speed mode)
Is represented. These filters use hardware (for example, signal smoothing by a CR circuit) for the height sensor signal, and use software (for example, a moving average or standard deviation by the ECU) for the height sensor signal or pitch angle. This system uses the moving average for the pitch angle, which is cost effective because the ECU is originally built in the system.

Here, in the table of FIG. 3, when the vehicle speed V is less than several km / h (for example, 2 [km / h]), the filter A corresponding to the stop mode is used. Since a large pitch angle variation is expected, no filter is applied, or a very weak filter is applied so that the actuator responds quickly to the pitch angle variation.

On the other hand, when the vehicle speed V is several km / h (for example, 2 km / h)
[Km / h]) or more, and an acceleration dV / dt obtained by differentiating the vehicle speed V is set to a predetermined threshold (for example,
When the value exceeds ± 2 [m / s ² ]), the filter B is set to a filter corresponding to the acceleration mode or the deceleration mode. Make the actuator respond quickly.

As will be described later, in this embodiment, the vehicle speed V is several km / h (for example, 2 [km / h]) or more, and the vehicle speed V is calculated by differentiating acceleration dV / d.
t exceeds a threshold value (for example, ± 2 [m / s ² ]) determined to be the acceleration mode or the deceleration mode, and further, a threshold value (for example, ± 2) that cannot be reached in a normal operation state.
10 [m / s ² ]) once, the vehicle then travels at a constant speed for a predetermined period (for example, 0.5 [sec]).
c)) Unless the filter B is continued, the same filter B as the acceleration mode or the deceleration mode is continued as the TRC acceleration mode during the TRC control or the ABS deceleration mode during the ABS control.

The vehicle speed V is several km / h (for example, 2 km / h).
[Km / h]) or more, and an acceleration dV / dt obtained by differentiating the vehicle speed V is set to a predetermined threshold (for example,
When it is less than ± 2 [m / s ² ]), the filter C is adapted to the constant speed mode, and it is usually expected that there is no large pitch angle fluctuation. Therefore, the pitch angle due to the high frequency component of the vibration during traveling and the unevenness of the road surface. A strong filter is applied so as to remove the fluctuation so that the actuator does not respond.

Next, a flowchart of FIG. 4 showing a processing procedure of the optical axis control by the CPU 21 in the ECU 20 used in the automatic headlight optical axis direction adjusting device for a vehicle according to one embodiment of the present invention. 3 will be described with reference to the table of FIG. 3 and the time charts of FIGS. Note that this optical axis control routine is executed every 50 ms.
It is repeatedly executed in U21.

In FIG. 4, after the initial setting is performed in step S101, the process proceeds to step S102, in which various sensor signals such as a wheel speed pulse, a front height value HF, and a rear height value HR are read. Next, the process proceeds to step S103, and it is determined whether the vehicle speed V calculated from the wheel speed pulse read in step S102 is less than a preset threshold value V0. The threshold value V0 is, for example, 2 [km / h] as shown in the table of FIG. The determination condition of step S103 is satisfied, that is, the vehicle speed V
Is smaller than 2 [km / h], step S104
And the flag Flag described later is set to “0”. Next, the process proceeds to step S105, where a timer TB described later is cleared to "0". Then, the process proceeds to step S106, and the weak filter A shown in FIG. 3 is applied to the pitch angle θp calculated by the above equation (1) assuming that the vehicle is in the stop mode. As described above, the filtered pitch angle θpf obtained by applying the weak filter A to the pitch angle θp follows the transition state of the actual pitch angle θp to some extent.

On the other hand, when the determination condition of step S103 is not satisfied, that is, when the vehicle speed V is higher than 2 [km / h], the process proceeds to step S107, and the absolute value of the acceleration dV / dt obtained by differentiating the vehicle speed V is calculated. Is less than or equal to a preset threshold value α1. As this threshold α1, FIG.
, For example, ± 2 [m / s ² ]. If the determination condition in step S107 is not satisfied, that is, if the absolute value of the acceleration dV / dt exceeds the threshold value α1, it proceeds to step S108, and the acceleration dV / dt
It is determined whether the absolute value of is less than or equal to the threshold value α2. As shown in the table of FIG. 3, the threshold value α2 is an acceleration which is set in advance so that it cannot be reached in a normal operation state, for example, ± 10 [m / s ² ]. Step S
If the determination condition of 108 is satisfied, that is, if the absolute value of the acceleration dV / dt is smaller than the threshold value α2, the process proceeds to step S109.
Then, the timer TB described later is cleared to "0".
Next, the process proceeds to step S110, where a weak filter B shown in FIG. 3 is applied to the pitch angle θp calculated by the above equation (1) assuming that the mode is the acceleration / deceleration mode (acceleration mode or deceleration mode). Thus, the filtered pitch angle θpf with the weak filter B applied to the pitch angle θp is:
As in the case of the stop mode, the transition state of the actual pitch angle θp follows to some extent.

On the other hand, when the condition of step S108 is not satisfied, that is, when the absolute value of the acceleration dV / dt exceeds the threshold value α2 and is larger, the process proceeds to step S111, and the acceleration d
After the flag Flag indicating that the absolute value of V / dt has exceeded the threshold value α2 is once set to "1", step S112 is performed.
The timer TB described later is cleared to "0". Next, the processing shifts to step S113, where the TRC at the time of TRC control is
The weak filter B shown in FIG. 3 is applied to the pitch angle θp calculated by the above equation (1) assuming that the mode is the acceleration mode or the ABS deceleration mode during the ABS control. In this manner, the filtered pitch angle θpf obtained by applying the weak filter B to the pitch angle θp follows the transition state of the actual pitch angle θp to some extent, as in the stop mode.

Here, in the control mode switching determination in the above-described steps S107 and S108,
Two-step threshold values α1, α for the absolute value of acceleration dV / dt
2 will be described with reference to time charts in FIGS. 5 and 6.

As can be seen from FIGS. 5 and 6, the TRC
During control or during ABS control, the acceleration dV / dt [m / s ² ] obtained by differentiating the speed V [km / h] greatly fluctuates to a level that cannot be reached in a normal operation state. Here, the acceleration dV in the control mode switching determination
The threshold value for the absolute value of / dt is ± 2 [m /
s ² ], as shown in FIG. 5, the acceleration dV / d during the TRC control or the ABS control, as shown in FIG.
The control mode is frequently switched among the acceleration mode, the deceleration mode, and the constant speed mode with a large fluctuation of t.
For this reason, as shown in FIG. 5, the filter corresponding to the control mode is frequently switched between B and C.

Therefore, in the present embodiment, as shown in FIG. 3, the thresholds for the absolute value of the acceleration dV / dt in the control mode switching determination are ± 2 [m / s ² ], ± 10
[M / s ² ]. ± 1 of these
The threshold value of 0 [m / s ² ] is a level that cannot be reached with the absolute value of the acceleration dV / dt in the normal driving state of the vehicle, and the fluctuation of the acceleration dV / dt during the TRC control or the ABS control. Can only be reached at
For this reason, as shown in FIG.
TRC due to large fluctuation of acceleration dV / dt during S control
Once the acceleration mode or the ABS deceleration mode is once determined, the filter corresponding to the control mode is fixed to B and is not frequently switched unless the constant-speed running state continues for a predetermined period.

On the other hand, when the determination condition of step S107 is satisfied, that is, when the absolute value of the acceleration dV / dt is smaller than the threshold value α1, the process proceeds to step S114, and the flag Fl
It is determined whether ag is “1”. Step S114
If the determination condition is satisfied, that is, if the flag Flag at this time is "1", the process proceeds to step S115, and the timer TB for measuring the time from when the absolute value of the acceleration dV / dt once exceeds the threshold value α2 It is determined whether or not the counted time exceeds the preset time T0. Here, the time T0 is, for example, 0.5 [sec] until the operation of the TRC control or the ABS control is considered to end.
c]. If the determination condition in step S115 is not satisfied, that is, if the count time of the timer TB is shorter than the time T0, the process proceeds to step S116, and the time ΔT as a sampling cycle is added to the timer TB. In the present embodiment, the predetermined time is measured as the predetermined period. However, the number of times when the absolute value of the acceleration dV / dt once exceeds the threshold α2 and is continuously equal to or lower than the threshold α1 may be counted. Good.

Next, the process proceeds to step S113, and the weak filter B shown in FIG. 3 corresponding to the TRC acceleration mode or the ABS deceleration mode is continuously applied as described above. On the other hand, when the determination condition of step S115 is satisfied, that is, when the count time of the timer TB becomes longer than the time T0, the vehicle shifts to step S117 assuming that the vehicle is in a stable constant speed traveling state, and the flag Flag is set to "0". Thereafter, in step S118, the timer TB is cleared to "0".

After the processing in step S118 or the determination condition in step S114 is not satisfied, ie, the flag F
When the flag is "0", steps S115, S117 and S118 are skipped, and the process proceeds to step S119, where the pitch angle θp calculated by the above equation (1) assuming the constant speed mode is shown in FIG. The strong filter C shown is applied. In this manner, the filtered pitch angle θpf obtained by applying the strong filter C to the pitch angle θp is such that the high-frequency component of the vibration is removed from the transition state of the actual pitch angle θp and there is no fine fluctuation.

In this manner, the filter processing is performed in the vehicle stop mode in step S106, the vehicle acceleration / deceleration mode in step S110, the TRC acceleration mode or ABS deceleration mode in step S113, and the vehicle constant speed mode in step S119. Pitch angle θpf
On the other hand, the actuator drive angle (the target optical axis direction adjustment angle) θa that does not give glare to the oncoming vehicle because θa ≒ −θpf is calculated. Next, the process proceeds to step S120, where the actuator 35L (35R) is driven based on the calculated actuator drive angle θa and the headlight 3
Step S after the optical axis direction of 0L (30R) is adjusted
102, and thereafter, from step S102 to step S1
Step 20 is repeatedly executed. The control speed setting and the like for the actuator 35L (35R) are omitted. Thereby, headlights 30L corresponding to the running state of the vehicle (stop mode, acceleration / deceleration mode, TRC acceleration mode or ABS deceleration mode, constant speed mode).
The optical axis direction of (30R) is appropriately adjusted without being frequently switched.

Next, at the time of TRC control of this embodiment, T
The transition state of the control angle [°] corresponding to the pitch angle [°] by the optical axis control including the RC acceleration mode or the ABS deceleration mode during the ABS control will be described with reference to the time chart of FIG.

As shown in FIG. 7 by a thin solid line as a control angle, the acceleration d in the control mode switching determination is shown.
The threshold value for the absolute value of V / dt is 1 of ± 2 [m / s ² ].
In the optical axis control using only the steps, the control angle corresponding to the pitch angle fluctuates relatively largely. In contrast, FIG.
As shown by the thick solid line as the control angle, the threshold value for the absolute value of the acceleration dV / dt in the control mode switching determination has two levels of ± 2 [m / s ² ] and ± 10 [m / s ² ]. According to the above-described optical axis control, the control angle corresponding to the same pitch angle is gradually changed. Therefore, as a result, the optical axis control including the time of the TRC control and the time of the ABS control for the headlights 30L (30R) can be made comfortable for the driver or the like.

As described above, the apparatus for automatically adjusting the optical axis direction of the vehicle headlamp according to the present embodiment includes the front and rear portions of the vehicle.
Height sensors 11F and 11R, which are disposed at the locations and detect the displacement amount of the vehicle height, and height sensors 11F and 11R.
Inclination angle calculating means, which is achieved by the ECU 20, which calculates a pitch angle θp as an inclination angle of the headlights (headlights) 30L, 30R of the vehicle with respect to the horizontal plane in the optical axis direction based on the output values HF, HR, The left and right wheel speeds VL of the vehicle,
This is achieved by a wheel speed sensor 12 as a vehicle speed sensor that detects a vehicle speed V based on VR, and an ECU 20 that determines a control mode corresponding to a running state from the vehicle speed V and an acceleration dV / dt calculated based on the vehicle speed V. Filter switching means achieved by the ECU 20 that switches a filter that changes the response of the adjustment of the headlights 30L, 30R in the optical axis direction in accordance with the control mode determined by the mode determination means. The optical axes of the headlights 30L, 30R are based on the actuator drive angle θa corresponding to the pitch angle θpf obtained by filtering the tilt angle θp calculated by the tilt angle calculation means with the filter switching means. An optical axis direction adjusting means achieved by the ECU 20 for adjusting the direction, wherein the mode determining means is configured to control the acceleration state of the vehicle. Two threshold values [alpha] 1 of the other as a plurality of decision levels determines the transition to the deceleration state, has an [alpha] 2, the acceleration dV / absolute value of dt is two thresholds [alpha] 1, [alpha] 2
When the vehicle exceeds the threshold α2 as the highest judgment level set so that it cannot be reached in the normal driving state, the vehicle corresponds to the acceleration state or the deceleration state unless the constant speed state of the vehicle continues for a predetermined time T0. The control mode is continued. Further, the highest judgment level α2 is set to ± 10 as the magnitude that the absolute value of the acceleration dV / dt reaches in the driving state when the TRC control and the ABS control are executed.
[M / s ² ].

Therefore, E which achieves the inclination angle calculating means
At least one of the front part and the rear part of the vehicle
Based on output values HF, HR from height sensors 11F, 11R disposed at the locations, headlights 30L, 3
The ECU 20 calculates a pitch angle θp with respect to the horizontal plane in the direction of the optical axis of 0R, and achieves a mode determining means corresponding to the running state from the vehicle speed V detected by the wheel speed sensor 12 and the acceleration dV / dt calculated based on the vehicle speed V. ECU 2 that achieves filter switching means according to the control mode determined by
At 0, the filter for changing the response of the adjustment of the headlights 30L and 30R in the optical axis direction is switched, and the ECU 20 which achieves the optical axis direction adjusting means based on the pitch angle θpf obtained by applying the filter is used. 30L, 30
The optical axis direction of R is adjusted. Here, when the absolute value of the acceleration dV / dt exceeds the uppermost threshold value α2 set by the ECU 20 that achieves the mode determination means so that the acceleration dV / dt cannot be reached in a normal driving state, the constant speed state of the vehicle is thereafter changed to As long as the predetermined time T0 does not continue, the control mode corresponding to the acceleration state or the deceleration state of the vehicle is continued. That is, when the absolute value of the acceleration dV / dt exceeds the threshold value α2 that can be reached only during the TRC control or the ABS control, the acceleration dV / dt
However, since the vehicle attitude does not significantly change, the headlights 30L, 30L are maintained until the constant speed state of the vehicle continues for a predetermined period of time T0 and becomes a stable driving state.
This prevents the optical axis direction of R from following the fluctuation of the acceleration dV / dt. As a result, when the acceleration exceeds a level that cannot be reached in the normal driving state, the filter corresponding to the control mode is fixed and is not frequently switched unless the constant speed state is continued for a predetermined period, and it is possible to correspond to the traveling state of the vehicle. The filtered filter is applied to the pitch angle θp, and the optical axis direction of the headlights 30L and 30R of the vehicle is adjusted with an appropriate response, so that the effectiveness of the optical axis control can be enhanced.

[Brief description of the drawings]

FIG. 1 is a schematic diagram showing the overall configuration of a vehicle headlight optical axis direction automatic adjustment device according to an example of an embodiment of the present invention.

FIG. 2 is a cross-sectional view showing a configuration of a main part of the headlight of FIG.

FIG. 3 is a table showing a filter area corresponding to a control mode used in a vehicle headlight optical axis direction automatic adjustment device according to an example of an embodiment of the present invention.

FIG. 4 is a flowchart showing a processing procedure of optical axis control in a CPU in an ECU used in the automatic headlight optical axis direction adjusting device for a vehicle according to one embodiment of the present invention. .

FIG. 5 is a time chart as a comparative example illustrating the effectiveness of the optical axis control by the vehicular headlamp automatic optical axis direction adjusting device according to one example of the embodiment of the present invention.

FIG. 6 is a time chart for explaining the effectiveness of the optical axis control by the vehicle headlamp automatic optical axis direction adjusting device according to one example of the embodiment of the present invention.

FIG. 7 is a time chart showing a transition state of a control angle corresponding to a pitch angle in the optical axis control by the automatic headlight optical axis direction adjusting device for a vehicle according to one embodiment of the present invention. .

[Explanation of symbols]

 11F, 11R Height sensor (vehicle height sensor) 12 Wheel speed sensor (vehicle speed sensor) 20 ECU (electronic control unit) 30L, 30R Headlight (headlight) 35L, 35R Actuator

Claims (2)

[Claims] 1. A vehicle height sensor for detecting a displacement amount of a vehicle height of a vehicle, and a tilt angle for calculating a tilt angle of a headlight of the vehicle with respect to a horizontal plane in an optical axis direction based on an output value from the vehicle height sensor. Computing means; a vehicle speed sensor for detecting a vehicle speed of the vehicle; mode determining means for determining a control mode corresponding to a running state from the vehicle speed and acceleration calculated based on the vehicle speed; Filter switching means for switching a filter for changing the response of adjustment of the headlight in the optical axis direction in accordance with the control mode; and the filter switching means for the tilt angle calculated by the tilt angle calculation means. Optical axis direction adjusting means for adjusting the optical axis direction of the headlamp based on the angle obtained by applying the filter according to the above, wherein the mode determining means is in an acceleration state or a deceleration state of the vehicle. A plurality of judgment levels for judging a transition to a vehicle state, and when the acceleration exceeds a highest judgment level set so as not to be reached in a normal driving state among the plurality of judgment levels, the vehicle A control mode corresponding to an acceleration state or a deceleration state of the vehicle, unless the constant speed state continues for a predetermined period. 2. The highest judgment level is such that the acceleration is TRC (Traction Control System) control, ABS (Anti
2. The control system according to claim 1, wherein the size is set to a value reached in an operation state when the lock brake system is executed.
4. The automatic headlight optical axis direction adjusting device according to claim 1.