JP7699485B2 - Vehicle condition identification device and method, vehicle lamp light axis control device and method, vehicle lamp system - Google Patents

Description

This disclosure relates to a vehicle condition identification device and method, a vehicle lamp light axis control device and method, and a vehicle lamp system.

Patent Publication No. 6271943 (Patent Document 1) describes a control device for vehicle lighting that plots detected values of acceleration during at least one of vehicle acceleration and deceleration on a coordinate system where the acceleration in the vehicle's longitudinal direction is set as the first axis and the acceleration in the vehicle's vertical direction is set as the second axis, derives a straight line from the plotted points, and uses the slope of the straight line to output an adjustment signal that instructs adjustment of the light axis of the vehicle lighting device. The control device derives the straight line by excluding a detected value when the vehicle was in a predetermined turning state if the detected value to be used in deriving the straight line includes the detected value. The control device in this control device derives the straight line by excluding the detected value when the difference between the acceleration in the vehicle's lateral direction in the detected value and a turning judgment reference value derived from the acceleration in the vehicle's lateral direction in the multiple detected values exceeds a predetermined turning judgment threshold value.

Patent No. 6271943

One of the objectives of a specific aspect of the present disclosure is to accurately determine whether the vehicle is in a curve.

[1] A vehicle state identification device according to one aspect of the present disclosure,
A device for identifying a vehicle's running state,
An acceleration sensor;
an angular velocity sensor capable of detecting an angular velocity corresponding to at least a yaw direction of the vehicle ;
a controller connected to the acceleration sensor and the angular velocity sensor;
Including,
The controller:
an angular acceleration, which is a rate of change per unit time of the angular velocity in the yaw direction of the vehicle, obtained based on the output of the angular velocity sensor , and a difference between an acceleration in the vehicle width direction of the vehicle, obtained based on the output of the acceleration sensor, and a predetermined reference value, are calculated; and when the absolute value of the angular acceleration is equal to or greater than a first threshold value or the absolute value of the difference is equal to or greater than a second threshold value, data or a signal indicating that the vehicle is in a cornering state is output.
A vehicle condition identification device.
[2] A vehicle state identification device according to another aspect of the present disclosure,
A device for identifying a vehicle's running state,
An acceleration sensor;
an angular velocity sensor capable of detecting an angular velocity corresponding to at least a yaw direction of the vehicle;
a controller connected to the acceleration sensor and the angular velocity sensor;
Including,
The controller:
a calculation unit that calculates an angular acceleration, which is a rate of change per unit time of an angular velocity in a yaw direction of the vehicle, obtained based on an output of the angular velocity sensor, and a difference between an acceleration in a vehicle width direction of the vehicle, obtained based on an output of the acceleration sensor, and a predetermined reference value;
an output unit that specifies a vehicle state of the vehicle in accordance with the angular acceleration and the difference calculated by the calculation unit, and outputs data or a signal indicative of the vehicle state;
It has
the output unit starts outputting information indicating that the vehicle is in a turning state when the absolute value of the angular acceleration becomes equal to or greater than the first threshold value from a case in which the absolute value of the angular acceleration is less than a first threshold value and the absolute value of the difference is less than a second threshold value, and continues outputting information indicating that the vehicle is in a turning state when the absolute value of the difference is equal to or greater than the second threshold value.
A vehicle condition identification device.
[3] A light axis control device for a vehicle lamp according to one aspect of the present disclosure is a device for controlling a light axis of a vehicle lamp,
The vehicle state identification device according to [1] or [2] ,
a light axis control controller that operates in response to the vehicle running state output from the vehicle state identification device;
The present invention relates to a light axis control device for a vehicle lamp, comprising:
[4] A method for controlling a light axis of a vehicle lamp according to one aspect of the present disclosure,
A method for controlling a light axis of a vehicle lamp, the method being executed by a light axis control controller that operates in response to a running state of the vehicle output from the vehicle state identification device according to [1] or [2] ,
the optical axis control controller accumulates the longitudinal acceleration and the vertical acceleration of the vehicle obtained based on the output of the acceleration sensor over time, performs optical axis control using the accumulated longitudinal acceleration and vertical acceleration, and when the vehicle is in the turning state, stops accumulating the longitudinal acceleration and the vertical acceleration, or excludes the longitudinal acceleration and the vertical acceleration from the targets of the optical axis control.
A method for controlling the optical axis of a vehicle lamp.
[5] A vehicle lighting system according to one aspect of the present disclosure,
The optical axis control device for a vehicle lamp according to the above [3],
a vehicle lamp in which a light axis control is performed by the light axis control device;
A vehicle lighting system comprising:

The above configuration makes it possible to accurately determine whether the vehicle is in a curve.

FIG. 1 is a diagram showing a configuration of a vehicle lighting system according to a first embodiment. FIG. 2 is a diagram showing an example of the configuration of a computer that realizes a controller for the vehicle lighting system. Fig. 3A is a diagram for explaining reference axes of acceleration and angular velocity in a vehicle, and Fig. 3B is a diagram for explaining a vector direction of an angular velocity corresponding to a yaw angle. FIG. 4 is a diagram showing an example of changes in angular velocity and angular acceleration over time. Fig. 5A is a graph showing the behavior of the Y-axis acceleration (absolute value) when traveling around a curve and when traveling straight before and after the curve. Fig. 5B is a graph showing the behavior of the yaw angle angular acceleration (absolute value) when traveling around a curve and when traveling straight before and after the curve. FIG. 6 is a flowchart showing a processing procedure for identifying the vehicle state. 7A and 7B are diagrams showing the results of identifying the driving conditions according to a comparative example, and Fig. 7C is a diagram showing the results of identifying the driving conditions according to the present embodiment. Fig. 8(A) is an enlarged view of the time period from 0 s to 10 s in Fig. 7(A), and Fig. 8(B) is an enlarged view of the time period from 0 s to 10 s in Fig. 7(C).

Figure 1 is a diagram showing the configuration of a vehicle lighting system according to the first embodiment. This vehicle lighting system irradiates light by variably setting the optical axis according to the attitude of the vehicle, and is composed of a controller 10, an angular velocity sensor 11, an acceleration sensor 12, a memory 13, and a pair of lamp units 30L and 30R.

The controller 10 is used to control the operation of the vehicle lighting system, and is configured, for example, using a computer capable of executing a specified operating program. Here, the functions realized by the controller 10 are explained using functional blocks to make it easier to understand. The controller 10 has a data storage unit 21, a parameter calculation unit (calculation unit) 22, a vehicle state output unit (output unit) 23, and a light axis control unit 24.

The parameter calculation unit 22 and vehicle state output unit 23 of the controller 10 constitute the "vehicle state identification device" according to the present disclosure, and the "vehicle state characteristic method" is executed. The data storage unit 21, parameter calculation unit 22, vehicle state output unit 23, and optical axis control unit 24 of the controller 10 constitute the "optical axis control device" according to the present disclosure, and the "optical axis control method" is executed. The controller 10 also corresponds to a "optical axis control controller."

The angular velocity sensor (gyro sensor) 11 is a sensor that detects angular velocity and outputs data or a signal according to the magnitude of the angular velocity. The angular velocity sensor 11 of this embodiment is required to be able to detect at least the angular velocity corresponding to the yaw angle of the vehicle, but may also be able to detect the angular velocities corresponding to the roll angle and pitch angle. The angular velocity sensor 11 is installed at a predetermined position on the vehicle (for example, behind the glove box, etc.).

The acceleration sensor 12 is a sensor that detects acceleration and outputs data or a signal according to the magnitude of the acceleration. The acceleration sensor 12 of this embodiment is capable of detecting acceleration corresponding to each of the forward/backward, left/right, and up/down directions of the vehicle. Note that each axis of the acceleration sensor 12 does not necessarily have to completely coincide with each of the forward/backward, left/right, and up/down directions of the vehicle, and in that case, the desired acceleration can be obtained by performing an appropriate correction process on the detected value.

The memory 13 is a storage device that can store data temporarily or non-volatilely. In this embodiment, the memory 13 stores data necessary for information processing in the controller 10.

The data storage unit 21 captures the angular velocity output from the angular velocity sensor 11 and the acceleration output from the acceleration sensor 12, and stores this data in the memory 13 so that a time series according to the passage of time can be understood. In this embodiment, the angular velocity and acceleration are captured, for example, every 100 ms, and are written and stored in the memory 13 as needed.

The parameter calculation unit 22 calculates parameters required to identify the vehicle state using data stored in the memory 13 by the data storage unit 21 and data previously stored in the memory 13. In this embodiment, as one of the parameters, the angular acceleration is calculated using the angular velocity obtained based on the output of the angular velocity sensor 11. In addition, as one of the parameters, the difference between the Y-axis acceleration (see FIG. 3 described later) obtained based on the output of the acceleration sensor 12 and a predetermined reference value is calculated.

The vehicle state output unit 23 identifies the vehicle state according to each parameter calculated by the parameter calculation unit 22, and supplies data (or a signal; the same applies below) indicating the vehicle state to the light axis control unit 24. In this embodiment, the vehicle state output unit 23 uses at least one of two states, "straight ahead" and "curve driving", as the vehicle state.

The optical axis control unit 24 uses the longitudinal acceleration and vertical acceleration of the vehicle obtained based on the output of the acceleration sensor 12 to determine the vehicle's attitude angle (the angle between the road surface and the longitudinal axis of the vehicle), generates a control signal for controlling the optical axis of the light emitted by each lamp unit 30L, 30R according to this attitude angle, and supplies (outputs) the signal to each lamp unit 30L, 30R.

Each headlamp 30L, 30R is provided on the left and right sides of the front of the vehicle, and is intended to irradiate light ahead of the vehicle. Various known lamp units can be used as each lamp unit 30L, 30R. For example, a lamp unit that has a light source unit including a light source and a reflector, and an actuator that adjusts the orientation of the light source unit up and down to adjust the optical axis (main traveling direction) of the light emitted from the light source unit up and down in the pitch direction of the vehicle, and that can mechanically control the light irradiation range can be used. In addition, a lamp unit that can electronically control the optical axis can be used, such as a lamp unit that can control the light irradiation range by combining a light source and a liquid crystal element, a lamp unit that can control the light irradiation range by selectively turning on and off multiple LEDs, and a lamp unit that can control the light irradiation range by scanning the light from a laser element with a movable reflector and turning the laser element on and off at high speed.

2 is a diagram showing an example of the configuration of a computer that realizes a controller for a vehicle lighting system. The computer shown in the figure includes a CPU (Central Processing Unit) 201, a ROM (Read Only Memory) 202, a RAM (Random Access Memory) 203, a storage device 204, and an external interface (I/F) 205, all of which are connected to each other so as to be able to communicate with each other. The CPU 201 operates based on a basic control program read from the ROM 202, and realizes the functions of the controller 10 described above by reading and executing a program (application program) 206 stored in the storage device 204. The RAM 203 temporarily stores data to be used during the operation of the CPU 201. The memory 13 described above can be realized by this RAM 203. The storage device 204 is a non-volatile storage device such as a hard disk or a solid state drive, and stores various data such as the program 206. The external interface 205 is an interface that connects the CPU 201 to an external device.

Figure 3 (A) is a diagram for explaining the reference axes of acceleration and angular velocity in a vehicle. As shown in the figure, in this embodiment, the front-rear direction of the vehicle is defined as the X axis, the left-right direction of the vehicle is defined as the Y axis, and the up-down direction of the vehicle is defined as the Z axis. The acceleration sensor 12 of this embodiment is capable of detecting accelerations corresponding to each of these X, Y, and Z axes. Note that the three orthogonal axes of the acceleration sensor 12 do not necessarily have to completely coincide with the X, Y, and Z axes. For example, the three orthogonal axes of the acceleration sensor 12 may be arranged at a certain angle with respect to any or all of the X, Y, and Z axes, and in that case, the accelerations corresponding to each of the X, Y, and Z axes can be obtained by performing appropriate corrections in the controller 10.

As shown in FIG. 3(A), in this embodiment, the rotation angle around the longitudinal axis of the vehicle is defined as the roll angle, the rotation angle around the lateral axis of the vehicle is defined as the pitch angle, and the rotation angle around the vertical axis of the vehicle is defined as the yaw angle. Since the roll angle is a rotation angle around the X axis, the X axis is also called the roll axis, since the pitch angle is a rotation angle around the Y axis, the Y axis is also called the pitch axis, and since the yaw angle is a rotation angle around the Z axis, the Z axis is also called the yaw axis. The angular velocity sensor 11 of this embodiment is capable of detecting angular velocities corresponding to at least the yaw angle (yaw axis) of these axes. Furthermore, it may be capable of detecting angular velocities corresponding to each of the roll angle and the pitch angle.

FIG. 3B is a diagram for explaining the vector direction of the angular velocity corresponding to the yaw angle. Here, a plan view of the vehicle from above is shown as a schematic diagram. As shown in the figure, the angular velocity ω [dps] is obtained as a vector quantity in the left-right direction of the vehicle. Specifically, if the yaw angle at a certain time is θa [deg] and the yaw angle at a time Δt [s] after the certain time is θb [deg], the angular velocity ω is expressed as follows:
ω=(θb-θa)/Δt [dps]

Furthermore, by further differentiating the above angular velocity ω with respect to time, we obtain the angular acceleration α [ ^dps2 ], which is the rate of change of the angular velocity per unit time. Specifically, if the angular velocity at a certain time is ωa [dps] and the angular velocity at a time Δt [s] after that time is ωb [dps], the angular acceleration α can be expressed as follows:
α=(ωb−ωa)/Δt [dps ² ]

Figure 4 is a diagram showing an example of time-dependent changes in angular velocity and angular acceleration. According to the study by the inventors of the present application, the influence of the change in the left-right angle of the vehicle is strong when traveling around a curve, so changes in the angular velocity (dotted line graph in the figure) are observed, and it was found that the angular velocity changes significantly when the angular velocity rises and falls. For this reason, when calculating the angular acceleration, it was found that characteristic behavior can be obtained in sections a and b corresponding to the rise and fall of the angular velocity. By using this characteristic behavior of the angular acceleration, it is possible to capture the start and end of traveling around a curve. On the other hand, since the change in angular velocity is relatively small in the middle of traveling around a curve (between sections a and b), it is difficult to identify that the vehicle is traveling around a curve in this section by using only the angular acceleration as a parameter. Therefore, the inventors of the present application came up with a method of identifying that the vehicle is traveling around a curve by combining the characteristics of the behavior of the angular acceleration corresponding to the yaw angle and the characteristics of the behavior of the Y-axis acceleration. The details of this method are described below.

Figure 5(A) is a graph showing the behavior of the Y-axis acceleration (absolute value) when driving around a curve and when driving straight before and after the curve. Also, Figure 5(B) is a graph showing the behavior of the yaw axis angular acceleration (absolute value) when driving around a curve and when driving straight before and after the curve. As shown in Figure 5(A), when looking at the absolute value of the Y-axis acceleration over time, it is almost 0 when driving straight and there is little change, and when driving around a curve, it gradually increases from the beginning, becomes a maximum value in the middle, and gradually decreases toward the end. On the other hand, as shown in Figure 5(B), when looking at the absolute value of the yaw axis angular acceleration over time, it is almost constant at 0 when driving straight, and when driving around a curve, it rapidly increases at the beginning of the section, becomes a maximum value, and rapidly decreases, becomes constant at almost 0 in the middle period, and rapidly increases again at the end of the section, becomes a maximum value, and rapidly decreases. In other words, the angular acceleration of the yaw axis (yaw direction) shows two maximum values at the beginning and end of the curve.

Therefore, in this embodiment, when the absolute value of the angular acceleration of the yaw axis is equal to or greater than a first threshold value determined in advance, the vehicle is identified as "curve driving (turning)", and when the absolute value is less than the first threshold value, the vehicle is identified as "straight driving". The threshold value may be determined based on simulations or experiments, and may be set to, for example, 10 [dps ² ], or may be set to, for example, 20 to 30 [dps ² ] in consideration of the effects of noise, etc. As a result, in the sections A and B showing the two maximum values shown in FIG. 5B, "curve driving" can be identified based on the angular acceleration. In addition, the difference between the Y-axis acceleration and a predetermined reference value is taken, and when the absolute value is equal to or greater than a predetermined second threshold value, the vehicle is identified as "curve driving", and when the absolute value is less than the second threshold value, the vehicle is identified as "straight driving". As a result, in the section C corresponding to the middle of the sections A and B as shown in FIG. 5A, "curve driving" can be identified based on the Y-axis acceleration. By combining these, the vehicle can be identified as "curve driving" continuously without interruption in sections A to C. The reference value and the second threshold value for finding the difference value with respect to the Y-axis acceleration can be set to, for example, 0.2 [G], and can be read out and used from those stored in advance in the memory 13.

Figure 6 is a flowchart showing the processing procedure for identifying the vehicle state. The operation of the controller 10 will be described in detail below with reference to this flowchart. The processing shown in the flowchart is executed repeatedly by the controller 10 at regular intervals (e.g., every 100 ms) while the vehicle is running. Note that in any of the operating procedures, the order of processing can be changed as appropriate as long as no contradictions or inconsistencies arise in the results of the information processing, and other processing not mentioned here can be added, and such implementations are not excluded.

The parameter calculation unit 22 reads out a reference value for the Y-axis acceleration from the memory 13 (step S11). Next, the parameter calculation unit 22 calculates the difference between the Y-axis acceleration acquired by the data accumulation unit 21 every 100 ms and the reference value read out from the memory 13 (step S12).

The parameter calculation unit 22 also calculates the angular acceleration α corresponding to the yaw axis based on the angular velocity ω of the yaw axis acquired every 100 ms by the data accumulation unit 21 (step S13). These calculated differences and angular accelerations are passed from the parameter calculation unit 22 to the vehicle state output unit 23.

If the absolute value of the angular acceleration is equal to or greater than a predetermined first threshold (step S14; YES), the vehicle state output unit 23 identifies the vehicle state as "curve driving" (step S15).

In addition, if the absolute value of the angular acceleration is less than the first threshold value (step S14; NO), and if the absolute value of the difference between the Y-axis acceleration and the reference value is equal to or greater than a predetermined second threshold value (step S16; YES), the vehicle state output unit 23 identifies the vehicle state as "curve driving" (step S15).

On the other hand, if the absolute value of the angular acceleration is less than the first threshold value (step S14; NO), and if the absolute value of the difference between the Y-axis acceleration and the reference value is less than the second threshold value (step S16; NO), the vehicle state output unit 23 identifies the vehicle state as "straight ahead" (step S17).

When the vehicle state is identified, the vehicle state output unit 23 outputs data indicating the identified vehicle state to the optical axis control unit 24 (step S18). Having obtained this vehicle state, the optical axis control unit 24 obtains the vehicle's attitude angle by a method according to the vehicle state, generates a control signal for controlling the optical axis of the light emitted by each lamp unit 30L, 30R according to this attitude angle, and supplies (outputs) it to each lamp unit 30L, 30R. As an example of control according to the vehicle state, it is possible to consider control such as obtaining an attitude angle if the vehicle is traveling straight, but maintaining the previous value without obtaining an attitude angle if the vehicle is traveling around a curve.

Furthermore, when the driving state is "curve driving" (step S19; YES), the data accumulation unit 21 removes the X-axis acceleration and Z-axis acceleration data captured by the acceleration sensor 12 from the memory 13 (step S20). Note that this may be replaced by a process that does not capture the X-axis acceleration and Z-axis acceleration data at the next processing opportunity. This process makes it possible to exclude the X-axis acceleration and Z-axis acceleration data that contain errors due to the influence of the acceleration in the left and right direction of the vehicle when driving around a curve from the statistical data that is used to calculate the attitude angle. This improves the accuracy of the attitude angle. Note that, on the other hand, when the driving state is "straight driving" (step S19; NO), the data is not removed.

Figures 7(A) and 7(B) are diagrams showing the results of identifying the driving state according to a comparative example. Figure 7(C) is a diagram showing the results of identifying the driving state according to this embodiment. In each figure, the time change in Y-axis acceleration is shown at the top of the figure, and the results of identifying the driving state are shown at the bottom of the figure. The left vertical axis corresponds to the Y-axis acceleration, and the right vertical axis corresponds to the results of identifying the driving state (curve/straight). In addition, the comparative example shown in Figure 7(A) identifies the driving state by comparing only the Y-axis acceleration with a threshold value, and the comparative example shown in Figure 7(B) identifies the driving state by comparing only the angular acceleration with a threshold value.

As shown in FIG. 7(C), in this embodiment, the driving state is identified as curve driving at an earlier point in time, and this identification result continues for a longer period of time. In contrast, in the comparative example of FIG. 7(A), the period during which curve driving is identified is short. Also, in the comparative example of FIG. 7(B), the period during which curve driving is identified is not continuous, but intermittent. Also, while this embodiment is able to identify more gentle curve driving (around 22s to 27s), it is not identified in the comparative example of FIG. 7(A), and in the comparative example of FIG. 7(B), the period during which it is identified is short, and the number of times it is identified is also small.

Figure 8 (A) is an enlarged view of the time period from 0 s to 10 s in Figure 7 (A). Similarly, Figure 8 (B) is an enlarged view of the time period from 0 s to 10 s in Figure 7 (C). As shown, in this embodiment, curve driving can be identified 0.6 s earlier than in the comparative example, and curve driving can be identified up to 1.5 s later than in the comparative example. This makes it possible to eliminate more of the X-axis acceleration and Z-axis acceleration, which include the influence of the Y-axis acceleration, when entering a curve, and improves the accuracy of the optical axis adjustment (the accuracy of calculating the attitude angle).

According to the above embodiment, it is possible to accurately determine whether the vehicle is in a curve.

Note that the present disclosure is not limited to the contents of the above-described embodiment, and various modifications can be made within the scope of the gist of the present disclosure. For example, the reference values and threshold values in the above-described embodiment are merely examples, and are not limited to these and can be set as appropriate. Also, in the above-described embodiment, a light axis adjustment device for vehicle lamps was given as an example of a device or equipment to which the vehicle condition identification device (method) is applied, but the scope of application of the present disclosure is not limited to this. For example, it may be applied to a car navigation system and used for processing such as estimating the vehicle position.

10: Controller, 11: Angular velocity sensor, 12: Acceleration sensor, 13: Memory, 21: Data storage unit, 22: Parameter calculation unit, 23: Vehicle status output unit, 24: Optical axis control unit, 30L, 30R: Lamp unit

Claims (9)

A device for identifying a vehicle's running state,
An acceleration sensor;
an angular velocity sensor capable of detecting an angular velocity corresponding to at least a yaw direction of the vehicle ;
a controller connected to the acceleration sensor and the angular velocity sensor;
Including,
The controller:
an angular acceleration, which is a rate of change per unit time of the angular velocity in the yaw direction of the vehicle, obtained based on the output of the angular velocity sensor , and a difference between an acceleration in the vehicle width direction of the vehicle, obtained based on the output of the acceleration sensor, and a predetermined reference value, are calculated; and when the absolute value of the angular acceleration is equal to or greater than a first threshold value or the absolute value of the difference is equal to or greater than a second threshold value, data or a signal indicating that the vehicle is in a cornering state is output.
Vehicle condition identification device. When the absolute value of the angular acceleration is less than the first threshold value and the absolute value of the difference is less than the second threshold value, the controller outputs data or a signal indicating that the vehicle is traveling in a straight line.
The vehicle condition identification device according to claim 1 . The controller:
A calculation unit that calculates the angular acceleration and the difference;
an output unit that outputs the data or a signal indicating that the vehicle is in a turning state when either the absolute value of the angular velocity is equal to or greater than the first threshold value or the absolute value of the difference is equal to or greater than the second threshold value;
The vehicle state identification device according to claim 1 or 2 , further comprising : The controller:
a data storage unit that receives the angular velocity output from the angular velocity sensor and the acceleration output from the acceleration sensor, and stores the angular velocity and the acceleration in a memory so that a time series according to the passage of time can be determined;
Including,
The calculation unit performs a calculation using the angular velocity and the acceleration stored in the memory by the data storage unit.
The vehicle condition identification device according to claim 3 . A device for identifying a vehicle's running state,
An acceleration sensor;
an angular velocity sensor capable of detecting an angular velocity corresponding to at least a yaw direction of the vehicle;
a controller connected to the acceleration sensor and the angular velocity sensor;
Including,
The controller:
a calculation unit that calculates an angular acceleration, which is a rate of change per unit time of an angular velocity in a yaw direction of the vehicle, obtained based on an output of the angular velocity sensor, and a difference between an acceleration in a vehicle width direction of the vehicle, obtained based on an output of the acceleration sensor, and a predetermined reference value;
an output unit that specifies a vehicle state of the vehicle in accordance with the angular acceleration and the difference calculated by the calculation unit, and outputs data or a signal indicative of the vehicle state;
It has
the output unit starts outputting information indicating that the vehicle is in a turning state when the absolute value of the angular acceleration becomes equal to or greater than the first threshold value from a case in which the absolute value of the angular acceleration is less than a first threshold value and the absolute value of the difference is less than a second threshold value, and continues outputting information indicating that the vehicle is in a turning state when the absolute value of the difference is equal to or greater than the second threshold value.
Vehicle condition identification device. A device for controlling the optical axis of a vehicle lamp, comprising:
A vehicle state identification device according to any one of claims 1 to 5 ,
a light axis control controller that operates in response to the vehicle running state output from the vehicle state identification device;
A light axis control device for a vehicle lamp comprising: The optical axis controller includes:
accumulating longitudinal acceleration and vertical acceleration of the vehicle obtained based on the output of the acceleration sensor over time, and performing optical axis control using the accumulated longitudinal acceleration and vertical acceleration;
When the traveling state of the vehicle is the turning state, accumulation of the longitudinal acceleration and the vertical acceleration is stopped, or the longitudinal acceleration and the vertical acceleration are excluded from the targets of the optical axis control.
The optical axis control device for a vehicle lamp according to claim 6 . A method for controlling a light axis of a vehicle lamp, the method being executed by a light axis control controller that operates in response to a vehicle running state output from the vehicle state identification device according to any one of claims 1 to 5 , comprising:
The optical axis controller includes:
accumulating longitudinal acceleration and vertical acceleration of the vehicle obtained based on the output of the acceleration sensor over time, and performing optical axis control using the accumulated longitudinal acceleration and vertical acceleration;
When the traveling state of the vehicle is the turning state, accumulation of the longitudinal acceleration and the vertical acceleration is stopped, or the longitudinal acceleration and the vertical acceleration are excluded from the targets of the optical axis control.
A method for controlling the optical axis of a vehicle lamp. The optical axis control device for a vehicle lamp according to claim 6 ,
a vehicle lamp in which a light axis control is performed by the light axis control device;
A vehicle lighting system comprising:

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