Vehicle lamp leveling control device and control method thereof

Abstract

This disclosure relates to a leveling controller device for a lamp and a control method thereof. Specifically, it relates to a vehicle lamp leveling control device and a control method thereof. The device includes: at least one acceleration sensor configured to detect the acceleration of a vehicle in at least one direction; a wheel speed sensor configured to detect wheel speed; a lamp configured to emit light; a drive unit connected to the lamp to adjust the direction of the light; and a controller configured to calculate the dynamic angle value of the vehicle relative to the road surface when the vehicle is moving, and to calculate a first static angle value based on the dynamic angle value of the vehicle, and to calculate a second static angle value and the road slope value of the road where the vehicle is located when the vehicle is stopped, and then control the direction of the light emitted forward by the lamp based on the first static angle value or the second static angle value.

Description

[0001] Cross-references to related applications

[0002] This application claims the benefit of Korean Patent Application No. 10-2020-0149785, filed with the Korean Intellectual Property Office on November 11, 2020, the disclosure of which is incorporated herein by reference in its entirety. Technical Field

[0003] This invention relates to a leveling control device for a vehicle lamp and a control method thereof. Background Technology

[0004] The statements in this section are provided only as background information in relation to the present invention and do not necessarily constitute prior art.

[0005] The vehicle is equipped with lights, each with an illumination function, to make it easy to identify objects around the vehicle when driving at night.

[0006] Among these lights, headlights have the fundamental function of ensuring the driver's forward visibility by emitting light in the same direction as the vehicle's direction of travel when the vehicle is traveling at night or in dark places (such as tunnels). Generally, headlights are installed to emit light in a predetermined direction. If the light is emitted only in the predetermined direction when the vehicle's height changes, it may be impossible to ensure sufficient visibility, or it may cause glare to oncoming vehicles.

[0007] To address this issue, a technology has been introduced that uses a vehicle height sensor to determine the vehicle's gradient and adjusts the height of the light emitted from the headlights accordingly. However, mounting the vehicle height sensor on the vehicle body requires numerous components, such as brackets, the vehicle height sensor itself, a base, arms for transmitting dynamic movement within the vehicle, linkages, and linkage supports. This necessitates significant design time, increases production costs, and adds to the vehicle's weight, negatively impacting fuel efficiency.

[0008] To address the issues with altitude sensors, control devices using accelerometers to determine vehicle gradient have been developed. However, accelerometers introduce errors due to noise. Since these errors accumulate as the vehicle moves, the gradient prediction becomes inaccurate. Summary of the Invention

[0009] One aspect of the invention is to reduce vehicle design time by replacing the vehicle height sensor, which will reduce production costs and improve fuel efficiency by reducing vehicle weight.

[0010] Another aspect of the invention is to prevent errors from accumulating in the extraction of vehicle gradients by applying new logic that can continuously predict vehicle gradients even when the vehicle is in motion.

[0011] According to one aspect of the invention, a vehicle headlight leveling control device is provided, the device comprising: at least one acceleration sensor configured to detect acceleration of a vehicle in at least one direction; a wheel speed sensor configured to detect wheel speed of the vehicle; a lamp configured to emit light around the vehicle; a drive unit connected to the lamp to adjust the direction of the light emitted forward by the lamp; and a controller configured to: when the vehicle is moving, use at least one acceleration sensor to calculate a dynamic angle value of the vehicle relative to the road surface during vehicle acceleration or deceleration, and calculate a first static angle value of the vehicle based on the dynamic angle value of the vehicle; and when the vehicle is stopped, use at least one acceleration sensor and a road slope value of the road where the vehicle is located to calculate a second static angle value of the vehicle, and then control the direction of the light emitted forward by the lamp based on the first static angle value or the second static angle value.

[0012] According to another aspect of the present invention, a method for leveling and controlling vehicle lights is provided, the method comprising: a driving state determination operation, using wheel speed sensors to determine whether the vehicle is moving or stopped; a calculation operation, wherein when it is determined that the vehicle is moving, the calculation operation uses an acceleration sensor to calculate a dynamic angle value of the vehicle relative to the road surface during vehicle acceleration or deceleration, and calculates a first static angle value of the vehicle based on the dynamic angle value of the vehicle, and when the vehicle is stopped, the calculation operation uses the acceleration sensor and the road slope value of the road where the vehicle is located to calculate a second static angle value of the vehicle, and then controls the direction of light emitted forward by the lights based on the first static angle value or the second static angle value; and a light adjustment operation, adjusting the position of light emitted from the lights located at the vehicle based on the first static angle value or the second static angle value of the vehicle.

[0013] As described above, according to this embodiment, the headlight leveling control device and its control method use an acceleration sensor instead of a vehicle height sensor to measure the vehicle slope, thus having the following effects: reducing the design time associated with the installation of the vehicle height sensor, reducing production costs, and reducing vehicle weight, thereby improving fuel efficiency.

[0014] In addition, the present invention has the effect of preventing the accumulation of errors caused by noise generated when using an accelerometer to measure the slope of a vehicle. Attached Figure Description

[0015] From the following detailed description taken in conjunction with the accompanying drawings, the above and other aspects, features, and advantages of certain embodiments will become more apparent, wherein:

[0016] Figure 1 This is a block diagram of a vehicle headlight leveling control device according to an embodiment of the present invention;

[0017] Figure 2 This is a schematic diagram illustrating the process of calculating the first and second static angle values ​​of a vehicle;

[0018] Figure 3 It is a graph illustrating the process of converting a dynamic angle value into a first static angle value according to an embodiment of the present invention;

[0019] Figure 4 This is a flowchart of a vehicle headlight leveling control method according to an embodiment of the present invention; and

[0020] Figure 5 This is a flowchart of a vehicle headlight leveling control method according to another embodiment of the present invention. Detailed Implementation

[0021] In the following description, some embodiments of the invention will be described in detail with reference to the exemplary accompanying drawings. In the following description, the same elements will be designated by the same reference numerals, although they are shown in different drawings. Furthermore, in the following description of embodiments of the invention, detailed descriptions of known functions and configurations that may obscure the subject matter of the invention will be omitted from this document.

[0022] In describing elements according to embodiments of the invention, terms or symbols such as first, second, i), ii), a), and b) may be used. These terms or symbols are used to distinguish elements from other elements, and the nature, order, or sequence of elements is not limited by the symbols. Throughout the specification, when a component “comprises” or “includes” an element, that component may further include other elements; such other elements are not excluded unless specifically described to the contrary.

[0023] Figure 1 This is a block diagram of a vehicle headlight leveling control device according to an embodiment of the present invention. Figure 2 This is a schematic diagram illustrating the process of calculating the first and second static angle values ​​of a vehicle. Figure 3 This is a graph illustrating the process of converting a dynamic angle value into a first static angle value according to an embodiment of the present invention. In this case, the first static angle value may refer to the slope value relative to the road surface when the vehicle is moving, the second static angle value may refer to the slope value relative to the road surface when the vehicle is stationary, and the final static angle value may refer to the median or average value of a plurality of valid first static angle values ​​calculated by the controller 40 when the vehicle is moving. The dynamic angle value may refer to the vehicle tilt value formed when the vehicle accelerates or decelerates during driving.

[0024] refer to Figure 1The vehicle headlight leveling control device may include all or part of the following: acceleration sensor 10, wheel speed sensor 20, vehicle entry / exit sensor 30, controller 40, drive unit 50, and lamp 60.

[0025] An acceleration sensor 10 can be mounted on a vehicle to detect the vehicle's acceleration in one or more directions. The acceleration sensor 10 can be a triaxial acceleration sensor with mutually orthogonal X, Y, and Z axes. The acceleration sensor 10 can be mounted on the vehicle and can detect the acceleration vector generated within the vehicle. When the vehicle is moving, the vehicle's motion generates both gravitational acceleration and kinetic acceleration, and the acceleration sensor 10 can detect the gravitational acceleration vector. and dynamic acceleration vector The combined composite acceleration vector like Figure 2 As shown. Additionally, when the vehicle is stationary, the acceleration sensor 10 can detect the gravitational acceleration vector. The accelerometer 10 can send the detected value to the controller 40, and the controller 40 can convert the value received from the accelerometer 10 into vertical, horizontal and vertical axis components.

[0026] Wheel speed sensor 20 can be a sensor that detects the rotational speed of vehicle wheels. Wheel speed sensor 20 can be installed on each wheel of the vehicle to measure the speed of each wheel. Wheel speed sensor 20 can measure the rotational speed of the vehicle wheels and calculate the vehicle's speed in the direction of travel based on the wheel rotational speed.

[0027] The vehicle boarding / alighting sensor 30 can detect whether a person or object is boarding or alighting from the vehicle. When a person or object boards or alights, the vehicle's center of gravity may change, and due to changes in the vehicle's gradient, it is necessary to detect whether a person or object is boarding or alighting. The vehicle boarding / alighting sensor 30 can be a weight sensor located at the vehicle seat, a door opening and closing sensor for detecting the opening / closing of vehicle doors, a radar sensor capable of detecting the interior of the vehicle, a camera sensor for each sensor, etc. The invention has been mainly described with respect to the door opening and closing sensor, but is not limited thereto. Furthermore, the above configuration of the vehicle boarding / alighting sensor 30 is merely an example, and the invention is not limited thereto, and may include any configuration capable of detecting the boarding or alighting of a person or object.

[0028] The controller 40 may include all or some of the vehicle gradient calculator 41, road gradient calculator 42, and drive output calculator 43. The configuration of the controller 40 is categorized to facilitate the description of its function, and it is not necessary to have these components separately within the controller 40 as described above. In addition to the above configurations, the controller 40 may include a memory and may be an electronic control unit (ECU) that controls not only the drive unit 50 and the lights 60, but also the overall movement of the vehicle.

[0029] Based on signals received from the acceleration sensor 10, wheel speed sensor 20, and vehicle entry / exit sensor 30, the controller 40 can calculate one or more of a first static angle value, a second static angle value, and a final static angle value. To adjust the angle of light emitted from the lamp 60 using one or more of the first static angle value, the second static angle value, and the final static angle value, the controller 40 can calculate the output of the drive unit 50, which is configured to adjust the emission angle of the lamp 60, and can control the movement of the drive unit 50.

[0030] When the vehicle is moving, during acceleration or deceleration, the vehicle slope calculator 41 can use the acceleration sensor 10 to calculate the dynamic angle value of the vehicle relative to the road surface. The vehicle slope calculator 41 can calculate the dynamic angle value and then perform the process of calculating a first static angle value corresponding to the dynamic angle value. During acceleration or deceleration, the dynamic angle value is affected by the vehicle's inertia, causing the vehicle to tilt. Therefore, the vehicle's angle differs when the vehicle is stationary and when it is traveling at a constant speed. Therefore, after calculating the first static angle value of the vehicle unaffected by vehicle acceleration or deceleration, the light 60 needs to be adjusted based on the first static angle value.

[0031] The dynamic angle value, depending on the vehicle's acceleration or deceleration during travel, satisfies Equation 1. (Refer to...) Figure 2 The diagram shown illustrates each symbol.

[0032] Equation 1

[0033]

[0034] Here, θ r For the road slope, θ v This represents the dynamic angle value of the vehicle relative to the road surface. For gravitational acceleration, and The acceleration of a vehicle. Let be the vector of the vehicle's total acceleration. Equation 1 states... Figure 2 Based on the X and Z axes shown, the X-axis is represented by a vector of the total vehicle acceleration. t and Z t .

[0035] Equation 2 can be derived using Equation 1 to calculate θ. r .

[0036] Equation 2

[0037]

[0038] θ is calculated using Equation 2. r Then, the dynamic angle value θ can be obtained. v .

[0039] After obtaining the dynamic angle value from the vehicle slope calculator 41, the calculator can apply a dynamic-static angle conversion equation obtained through driving tests to convert the dynamic angle value into a first static angle value. The dynamic-static angle conversion equation may vary depending on the vehicle type and requires several driving tests depending on the type. (Reference) Figure 3 The graph shows the curve corresponding to the first static angle value of the dynamic angle value. This shows the values ​​obtained experimentally. In driving tests, the vehicle's dynamic angle value is measured when it has a value less than or equal to a preset threshold during acceleration or deceleration, the vehicle's actual first static angle value is measured, and the correlation between the dynamic angle value and the first static angle value is shown as a curve. Figure 3 The graph shown illustrates the correlation between dynamic and static angle values ​​when acceleration or deceleration is constant, and multiple dynamic-static angle transformation equations can be derived based on several acceleration or deceleration values. Each vehicle has a different dynamic-static angle transformation equation because each vehicle's physical characteristics (such as weight, size, and center of gravity) differ. Instead of transforming equations, the correlation between dynamic angle values ​​and the first static angle value can be stored as a lookup table (LUT) and then transformed.

[0040] The vehicle slope calculator 41 can calculate and store a first static angle value at regular time intervals. To calculate the first static angle value more accurately, the vehicle slope calculator 41 can continuously calculate the first static angle value until a preset number or more valid values ​​are stored. However, when the vehicle's acceleration or deceleration exceeds a preset threshold, the calculated first static angle value may not be considered a valid value and therefore is not stored. In the case of excessive acceleration or deceleration, a dynamic angle value close to the maximum value can be measured, regardless of the actual first static angle value; therefore, this first static angle value can be considered noise and is not stored as a valid value. When the number of stored valid values ​​is greater than or equal to a preset number of valid values, the vehicle slope calculator 41 can calculate a final static angle value based on the stored valid values. Specifically, the vehicle slope calculator 41 can determine the median or average value of the first static angle values ​​corresponding to the valid values ​​as the final static angle value.

[0041] When the vehicle stops, the road slope calculator 42 can calculate the road slope value corresponding to the position of the stopped vehicle. Here, the road slope value can be a value representing the inclination of the road relative to the ground. The road slope calculator 42 can calculate the road slope value by subtracting a first static angle value from the total slope value measured using the acceleration sensor 10, and store the road slope value in memory. The vehicle slope calculator 41 can calculate a second static angle value based on the road slope value calculated by the road slope calculator 42. The second static angle value can be a value obtained by subtracting the road slope value from the total vehicle slope value calculated using the acceleration sensor 10. The vehicle slope calculated using the acceleration sensor 10 can be the slope of the vehicle relative to the ground rather than the road surface, and the vehicle slope can only be calculated by subtracting the road slope value from the total vehicle slope value. The controller 40 can use the wheel speed sensor 20 to determine whether the vehicle has stopped. The vehicle can be determined to have stopped when the vehicle speed is less than or equal to a preset speed.

[0042] However, if a person gets on or off the vehicle, or an object is loaded into the vehicle, the second static angle value may change due to the change in the vehicle's center of gravity when the road gradient calculator 42 calculates the road gradient value while the vehicle is stationary. The invention executes logic to respond to this change.

[0043] When the vehicle stops, the road slope calculator 42 can calculate the road slope value even if the road slope value for the current location is not stored in memory. During a preset first time interval used to calculate the road slope value, the vehicle boarding / alighting sensor 30 can detect whether a person or object is boarding or alighting from the vehicle. The road slope calculator 42 can use a first static angle value when calculating the road slope value. When a person or object boards or alights from the vehicle while calculating the road slope value, the pre-calculated first static angle value may differ from the actual static angle value due to the difference in the center of gravity. Due to this difference, an incorrect road slope value may be calculated. Accordingly, the vehicle boarding / alighting sensor 30 can detect whether a person or object is boarding or alighting from the vehicle during the first time interval. When the vehicle boarding / alighting sensor 30 detects a person or object boarding / alighting from the vehicle, it can send a detection signal to the controller 40. Upon receiving the detection signal, the controller 40 does not use the first static angle value to calculate the road slope value, but instead sets the road slope value to a preset temporary value and stores the road slope value in memory. Here, the preset temporary value may be 0 degrees. The reason for setting the road gradient value to a preset temporary value (especially 0 degrees) is to prevent miscalculation of the road gradient value. Even if the road gradient value is set to 0 degrees, it can be corrected later because the normal road gradient value is calculated after stopping following the next driving situation.

[0044] The controller 40 can use a static angle value, calculated using a road gradient calculator 42 and a vehicle gradient calculator 41, to calculate the output of the drive unit 50 connected to the lamp 60. The drive unit 50 is configured to adjust the direction of light emitted from the lamp 60 and can adjust the vertical direction of the light emitted from the lamp 60 according to the degree of drive. Therefore, the drive output calculator 43 in the controller 40 can calculate the angle by which the direction of light emitted from the lamp 60 should be adjusted based on a calculated first static angle value, a second static angle value, or a final static angle value, and can calculate the corresponding output of the drive unit 50. After the drive output calculator 43 calculates the output of the drive unit 50, the controller 40 can send a drive signal to the drive unit 50 to operate it.

[0045] Figure 4 This is a flowchart of a vehicle headlight leveling control method according to an embodiment of the present invention.

[0046] The flowchart of this invention is an algorithm, that is, an algorithm executed when the controller 40 is powered on; therefore, in operation S400, when the controller 40 is not powered on, the algorithm is not executed.

[0047] When the controller 40 is powered on, in operation S410, the controller 40 can determine whether the vehicle speed exceeds a preset speed. This is the process of determining whether the vehicle is moving or stationary, and the preset speed is generally 0 km / h. The vehicle speed can be measured using wheel speed sensors 20. Therefore, when the vehicle speed exceeds 0 km / h, it can be determined that the vehicle is moving, and operation S420 can be executed. Otherwise, it can be determined that the vehicle is stationary, and operation S411 can be executed.

[0048] When it is determined that the vehicle speed exceeds the preset speed, in operation S420, the controller 40 can calculate the first static angle value. Figure 2 and Figure 3 The description of the method for calculating the first static angle value is provided in the description, and will therefore be omitted below.

[0049] When the vehicle speed is determined to be less than or equal to a preset speed, in operation S411, the controller 40 can determine whether the road slope value is pre-stored in the memory. When it is determined that the road slope value is pre-stored in the memory, in operation S412, the controller 40 can calculate a second static angle value. The second static angle value is obtained by subtracting the road slope value from the total slope value measured using the acceleration sensor 10.

[0050] When it is determined that the road slope value is not stored in memory, in operation S413, the controller 40 can calculate the road slope value of the road where the vehicle is currently located. The road slope value can be obtained by subtracting the first static angle value from the total slope value measured using the acceleration sensor 10. In operation S414, the calculated road slope value can be stored in memory.

[0051] After completing any of operations S420, S412, and S414, in operation S430, the controller 40 can perform leveling control based on a first static angle value or a second static angle value. Leveling control can be performed such that the controller 40 controls the output of the drive unit 50 connected to the lamp 60 to adjust the light emission direction of the lamp 60 by calculating the light emission direction of the lamp 60 corresponding to the first static angle value or the second static angle value.

[0052] After executing operation S430, operation S440 determines whether the controller is powered off. When the controller is powered off, the algorithm ends, and when the controller is powered on, the process can return to operation S410.

[0053] Figure 5 This is a flowchart of a vehicle headlight leveling control method according to another embodiment of the present invention. Figure 5 The flowchart shown is Figure 4 Specific and supplementary embodiments of the examples. (The omission of...) Figure 4 A detailed description of the overlapping parts.

[0054] The flowchart of this invention is an algorithm, that is, an algorithm executed when the controller 40 is powered on; therefore, in operation S510, when the controller 40 is not powered on, the algorithm is not executed.

[0055] When controller 40 is powered on, in operation S520, controller 40 can determine whether the road slope value stored in the memory is equal to the road slope value of the road where the vehicle is currently located. When there is a difference between these road slope values, the road slope value can be set to a preset temporary value, and then in operation S521, this process can proceed to operation S530. Here, the road slope value stored in the memory and the current road slope value do not necessarily match, but it is sufficient if these values ​​are similar within the tolerance range. The tolerance range can be set differently depending on the design.

[0056] When it is determined that the road gradient value stored in the memory is equal to the road gradient value of the road where the vehicle is currently located, in operation S530, the controller 40 can determine whether the vehicle speed exceeds the preset speed.

[0057] When the vehicle speed exceeds a preset speed, in operation S540, the controller 40 can calculate a first static angle value and store the valid values ​​of the first static angle value in memory. The first static angle value can be calculated by the controller 40 calculating dynamic angle values ​​during vehicle acceleration or deceleration and using a transformation equation or lookup table (LUT) to transform the dynamic angle values. When the vehicle's acceleration or deceleration exceeds a preset threshold, it is impossible to accurately predict the first static angle value; therefore, the first static angle value can be considered noise and is not stored as a valid value. That is, when the vehicle's acceleration or deceleration exceeds the preset threshold while the vehicle is moving, the controller 40 does not calculate the first static angle value. Even if the first static angle value is calculated, the controller 40 does not include it as a valid value. While the vehicle is moving, the controller 40 can calculate the first static angle value at preset time intervals.

[0058] In operation S550, the controller 40 can determine whether a preset number or more valid values ​​from the first static angle value have been stored. This is to improve accuracy by using multiple valid values ​​to predict the static angle value. When it is determined that no preset number or more valid values ​​have been stored, the controller 40 can return to operation S540 and perform the process of calculating the first static angle value.

[0059] When it is determined that a preset number or more valid values ​​have been stored, in operation S560, the controller 40 can calculate the final static angle value. In this case, the final static angle value can be the median or average of the calculated multiple first static angle values. The final static angle value can be a different term representing the value obtained by filtering the first static angle values.

[0060] When the vehicle speed is determined to be less than or equal to a preset speed, in operation S531, the controller 40 can determine whether the road slope value is pre-stored in the memory. When it is determined that the road slope value is pre-stored in the memory, in operation S532, the controller 40 can calculate a second static angle value based on the road slope value.

[0061] When it is determined that the road slope value is not stored in the memory, in operation S533, the controller 40 can use the door opening and closing sensor to determine whether the door remains closed during a preset first time interval.

[0062] When it is determined that at least one door of the vehicle is not closed during the first time interval, in operation S537, the controller 40 can set the road slope value to a preset temporary value and store the road slope value in the memory.

[0063] When it is determined that all vehicle doors have been closed during the first time interval, in operation S534, the controller 40 can determine whether the change in the total gradient value measured by the acceleration sensor 10 during the preset second time interval is less than a reference value. When it is determined that the change in the total gradient value during the second time interval is greater than or equal to the reference value, in operation S537, the controller 40 can set the road gradient value to a preset temporary value and store the road gradient value in the memory.

[0064] When the change in the total slope value during the second time interval is less than the reference value, in operation S535, the controller 40 can calculate the road slope value. The road slope value can be obtained by subtracting the first static angle value from the total slope value measured using the acceleration sensor 10. In operation S536, the calculated road slope value can be stored in the memory.

[0065] After executing any of operations S560, S532, S536, and S537, in operation S570, controller 40 can perform leveling control based on the final static angle value or the second static angle value. After completing the leveling control, in operation S580, it can be determined whether controller 40 is powered off. If controller 40 is not powered off, the algorithm can return to operation S520. If controller 40 is powered off, the algorithm terminates.

[0066] Although embodiments of the invention have been described for illustrative purposes, those skilled in the art will recognize that various modifications, additions, and substitutions can be made without departing from the various features of the invention. Therefore, embodiments of the invention have been described for the sake of brevity and clarity. The scope of the technical concept of these embodiments is not limited to the embodiments themselves. Therefore, those skilled in the art will understand that the scope of the claimed invention is not limited to the embodiments explicitly described above, but rather to the claims and their equivalents.

Claims

1. A vehicle headlight leveling control device, the device comprising: At least one acceleration sensor is configured to detect the acceleration of the vehicle in at least one direction; A wheel speed sensor is configured to detect the wheel speed of the vehicle; The lights are configured to emit light around the vehicle; A drive unit, connected to the lamp, adjusts the direction of the light emitted by the lamp forward; The boarding and alighting sensor is configured to detect whether a person or object has boarded or alighted the vehicle and send the detection signal to the controller. as well as The controller is configured to: When the vehicle is in motion, at least one of the acceleration sensors is used during the acceleration or deceleration of the vehicle to calculate the dynamic angle value of the vehicle relative to the road surface, and a first static angle value of the vehicle is calculated based on the dynamic angle value of the vehicle. and When the vehicle stops, at least one of the acceleration sensors and the road slope value of the road where the vehicle is located are used to calculate the second static angle value of the vehicle, and the direction of the light emitted by the lamp forward is controlled based on the first static angle value or the second static angle value; The controller is also configured to: When the vehicle stops, determine whether the road gradient value is stored in the memory; When it is determined that the road gradient value is not stored in the memory, the vehicle boarding / alighting sensor is used to determine whether a person or object has boarded or alighted during a first time interval from the time the vehicle started to stop to the current time of the controller's operation. When it is determined that no one or any object got on or off the vehicle during the first time interval, the road slope value of the road where the vehicle is located is calculated and stored in the memory; and When it is determined that a person or object has boarded or alighted during the first time interval, the road slope value is set to a preset temporary value and stored in the memory.

2. The apparatus of claim 1, wherein, The road gradient value is the difference between the total gradient value of the vehicle calculated using at least one of the acceleration sensors and the first static angle value.

3. The apparatus according to claim 1, wherein, The controller is further configured to: when the vehicle is driving and the acceleration or deceleration of the vehicle exceeds a preset threshold, not to calculate the first static angle value, and when calculating the first static angle value, not to include the first static angle value as a valid value.

4. The apparatus according to claim 3, wherein, The controller is also configured to: The first static angle value is calculated at each preset time interval; When it is determined that the valid values ​​include a valid number or more of the first static angle values, the median or average value of the measured first static angle values ​​is determined as the final static angle value; and The final static angle value is used to control the direction of the light emitted by the lamp forward.

5. The apparatus according to claim 1, wherein, The controller is also configured to: Determine whether the road slope value calculated when the controller is powered on matches the road slope value pre-stored in the memory; and When the calculated road slope value does not match the road slope value stored in the memory, the calculated road slope value is set to the preset temporary value and stored in the memory.

6. A method for controlling the leveling of vehicle lights, the method comprising the following steps: The driving status determination operation uses wheel speed sensors to determine whether the vehicle is moving or stationary. The calculation operation, when determining that the vehicle is moving, uses an acceleration sensor to calculate the dynamic angle value of the vehicle relative to the road surface during the vehicle's acceleration or deceleration, and calculates a first static angle value of the vehicle based on the dynamic angle value of the vehicle; and when the vehicle stops, the calculation operation uses the acceleration sensor and the road slope value of the road where the vehicle is located to calculate a second static angle value of the vehicle, and controls the direction of the light emitted by the lamp forward based on the first static angle value or the second static angle value; The calculation operation further includes: When the vehicle stops, before determining whether the road gradient value is stored in memory, Perform the operation of determining whether the road slope value is stored in the memory; The open and close detection operation, when it is determined that the road gradient value is not stored in the memory, uses door open and close sensors to detect whether all doors of the vehicle remain closed during a first time interval from the time the vehicle started to stop until the controller's current time of operation; and The storage operation includes: when it is determined that all doors of the vehicle remain closed during the first time interval, calculating the road slope value of the road where the vehicle is located and storing the road slope value in the memory; and when it is determined that at least one door of the vehicle is not closed during the first time interval, setting the road slope value to a preset temporary value and storing the road slope value in the memory; and The lamp adjustment operation adjusts the position of the light emitted from the lamp located on the vehicle based on the first static angle value or the second static angle value of the vehicle.

7. The method according to claim 6, wherein, The road gradient value is the difference between the total gradient value of the vehicle calculated using the acceleration sensor and the first static angle value.

8. The method according to claim 6, wherein, In the calculation operation, When the vehicle is in motion, if the acceleration or deceleration of the vehicle exceeds a preset threshold, the first static angle value is not calculated, and when the first static angle value is calculated, it is not included as a valid value.

9. The method according to claim 8, wherein, In the calculation operation, When the vehicle is in motion, the first static angle value is calculated at preset time intervals; and When it is determined that a preset number or more of the first static angle values ​​are included as the effective values, the median or average value of the measured first static angle values ​​is determined as the final static angle value.

10. The method according to claim 9, wherein, The lamp adjustment operation also includes: using the final static angle value to control the direction of the light emitted by the lamp forward.

11. The method according to claim 6, wherein, The storage operation also includes: When it is determined that all doors of the vehicle remain closed during the first time interval, the road gradient value is calculated before proceeding. Determine whether the change in the total gradient value of the vehicle during a preset second time interval is less than a reference value; When it is determined that the change in the total slope value is less than the reference value, the road slope value is calculated; and When it is determined that the change in the total slope value is greater than or equal to the reference value, the road slope value is not calculated, but the road slope value is set to the preset temporary value and stored in the memory.

12. The method according to claim 6, wherein, The driving status determination operation includes: When the vehicle is traveling at a speed faster than a preset speed, it is determined that the vehicle is in motion; and When the vehicle is traveling at a speed less than or equal to the preset speed, the vehicle is determined to stop.

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