Vehicle control device

Abstract

To provide a vehicle control device that, when a vehicle is loaded with baggage, and thereby, inclined by the loading of baggage while the vehicle is stationary, can adjust an optical axis by detecting the inclination of a vehicle attitude angle caused by the loading.SOLUTION: A vehicle control device according to the present disclosure comprises: a determination unit that determines whether or not a vehicle has changed in position without being self-propelled; a storage unit that stores correction information necessary for correcting an optical axis of a headlamp of the vehicle when the vehicle is in a stopped state; and a correction unit that, when it is not determined that the vehicle has positionally changed without being self-propelled while the vehicle is in the stopped state, corrects the optical axis of the headlamp on the basis of a present G sensor value and the correction information, and meanwhile when it is determined that the vehicle has positionally changed without being self-propelled while the vehicle is in the stopped state, does not correct the optical axis of the headlamp on the basis of the present G sensor value and the correction information.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a vehicle control device.

Background Art

[0002] For vehicles, a headlamp leveling system is set up to comply with the R48 regulations. When a heavy object is loaded in the trunk or the like of the vehicle, the vehicle tilts and the headlamp faces upward, which may dazzle oncoming vehicles. Therefore, it is required that the headlamp can be adjusted downward. There are two types of leveling systems: manual leveling in which the user controls the optical axis by operating a switch, and auto-leveling in which the optical axis is automatically adjusted.

[0003] Patent Document 1 discloses a method of controlling the optical axis of a headlamp based on the current value of a G-sensor, the road surface angle and the vehicle attitude angle stored in a storage unit when the power switch is turned on, where the road surface angle and the vehicle attitude angle are written into the storage unit when the power switch is turned off.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] However, in the technique described in Patent Document 1, when the vehicle moves while the ignition is off in a towed vehicle and there is a difference in the road surface gradient before and after the towed vehicle moves, the change in the road surface angle is misrecognized as the vehicle attitude angle, and the optical axis control is performed even when there is no change in the load on the vehicle. For example, when a vehicle is manufactured at a vehicle factory and then delivered to a customer such as a dealer, a towed vehicle is often used, and at that time, a deviation of the optical axis occurs due to the optical axis control.

[0006] Therefore, when using running correction control that runs the vehicle to perform optical axis control, it is conceivable to run the vehicle until running data is accumulated to correct the deviation of the optical axis, but running for a certain distance is required. However, it is not desirable to extend the running distance of a customer's new vehicle or the like for correcting the deviation of the optical axis, and it takes working time. Also, it is conceivable to correct the deviation of the optical axis by work at a dealer, but the operator needs to perform work (reset work) to correct the deviation of the optical axis one by one, which takes working time.

[0007] The present invention has been made in view of the above, and an object thereof is to provide a vehicle control device capable of detecting the inclination of the vehicle attitude angle due to loading and adjusting the optical axis when a load is placed on the vehicle while the vehicle is stopped and the vehicle tilts.

Means for Solving the Problems

[0008] In order to solve the above-described problems and achieve the object, a vehicle control device according to the present invention includes a determination unit that determines whether or not the vehicle has changed its position without self-running, a storage unit that stores correction information necessary for optical axis correction of the vehicle's headlamp when the vehicle stops, and when it is determined that the vehicle has not changed its position without self-running while the vehicle is stopped, based on the current G-sensor value and the correction information, performs optical axis correction of the headlamp, and when it is determined that the vehicle has changed its position without self-running while the vehicle is stopped, based on the current G-sensor value and the correction information, does not perform optical axis correction of the headlamp, and a correction unit.

[0009] According to this configuration, when a load is placed on the vehicle while the vehicle is stopped and the vehicle tilts, the inclination of the vehicle attitude angle due to loading can be detected and the optical axis can be adjusted.

[0010] In addition, in the vehicle control device according to the present invention, the storage unit stores correction information when the vehicle power is turned off. When the power is on, if it is determined that the vehicle has not changed its position without self-driving since the power was turned off, the correction unit performs optical axis correction of the headlamp based on the current G-sensor value and the correction information. When the power is on and it is determined that the vehicle has changed its position without self-driving since the power was turned off, the correction unit does not perform optical axis correction of the headlamp based on the current G-sensor value and the correction information.

[0011] According to this configuration, when a load is placed on the vehicle while it is parked and the vehicle tilts, the inclination of the vehicle attitude angle due to loading can be detected after the ignition switch is turned on, and the optical axis of the headlamp can be adjusted.

Advantages of the Invention

[0012] The vehicle control device according to the present invention has the effect that when a load is placed on the vehicle while it is parked and the vehicle tilts, the inclination of the vehicle attitude angle due to loading can be detected and the optical axis can be adjusted.

Brief Description of the Drawings

[0013]

Figure 1

Figure 2

Figure 3

Figure 4

Modes for Carrying Out the Invention

[0014] Hereinafter, an example of the vehicle control device according to the present invention will be described in detail with reference to the drawings.

[0015] (First Embodiment) FIG. 1 is a diagram showing an example of the functional configuration of a vehicle according to the first embodiment. The vehicle 300 according to this embodiment includes a control ECU (Electronic Control Unit) 100, a headlamp unit 210, an ignition switch 326, a battery 328, a light switch 304, a vehicle speed sensor 312, a GPS (Global Positioning System) sensor 313, and the like.

[0016] The control ECU 100 (an example of a vehicle control device) is realized as an element and circuit including a computer's CPU (Central Processing Unit) and memory as a hardware configuration, and is realized by a computer program or the like as a software configuration.

[0017] The control ECU 100 as a control device for vehicle lamps (such as headlamps) includes an input interface 102, a CPU 104, an output interface 106, a storage unit 108, a switch circuit 110, a control power supply circuit 112, and an IG monitoring unit 114. The control ECU 100 is installed, for example, near the dashboard of the vehicle 300. Note that the installation position of the control ECU 100 is not particularly limited, and it may be provided, for example, inside the headlamp unit 210.

[0018] The light switch 304, the vehicle speed sensor 312, etc. are connected to the input interface 102. Signals output from the light switch 304, the vehicle speed sensor 312, the GPS sensor 313, etc. are input to the control ECU 100 via the input interface 102. The input signals are transmitted from the input interface 102 to the CPU 104. The GPS sensor 313 acquires the GPS position information of the vehicle 300 (for example, the respective coordinates of the latitude and longitude of the vehicle 300) based on the GPS signal from the GPS satellite.

[0019] The CPU 104 includes an inclination sensor (also referred to as a G-sensor or an acceleration sensor) 116, a receiving unit 118, a control unit 120, a transmitting unit 122, and a RAM 124. In the present embodiment, the inclination sensor 116 is provided within the CPU 104, but it may also be provided outside the CPU 104 and further outside the control ECU 100.

[0020] The receiving unit 118 receives various signals input to the control ECU 100 via the input interface 102. Also, the receiving unit 118 receives signals output from the IG monitoring unit 114 and the inclination sensor 116. The signals received by the receiving unit 118 are transmitted to the control unit 120. The control unit 120 controls the optical axis of the vehicle lamp using the output value of the inclination sensor 116. The control unit 120 has a determination unit 1201 and a correction unit 1202. The control unit 120 generates pitch angle information of the vehicle 300 using the output value of the inclination sensor 116 and information held in the storage unit 108 or the RAM 124 as necessary. Then, the control unit 120 generates an optical axis adjustment signal for instructing the adjustment of the optical axis O of the headlamp unit 10 (an example of a headlamp) using the obtained pitch angle information. Also, the control unit 120 generates a control signal for instructing the turning on and off of the headlamp unit 10, a control signal for instructing the switching of the switch circuit 110, and the like. The operations of each part included in the control unit 120 will be described in detail later.

[0021] The RAM 124 is a volatile memory that temporarily stores information used for the control performed by the control unit 120. Information sent from the control unit 120 and information called from the storage unit 108 are temporarily stored in the RAM 124. The control unit 120 uses the RAM 124 to volatilely hold a road surface angle reference value and a vehicle attitude angle reference value, which will be described later. The storage unit 108 is a non-volatile memory that non-volatilely stores various information including the road surface angle reference value and the vehicle attitude angle reference value.

[0022] When the transmission unit 122 receives various signals from the control unit 120, it transmits these signals to the output interface 106. Also, the transmission unit 122 transmits a control signal for instructing the switching of the switch circuit 110 to the switch circuit 110. The power supply circuit 230 of the headlamp unit 210 and the leveling actuator 226 are connected to the output interface 106.

[0023] The optical axis adjustment signal and the lighting on / off instruction signal generated by the control unit 120 are output to the power supply circuit 230 of the headlamp unit 210 and the leveling actuator 226 via the output interface 106. The leveling actuator 226 is driven in response to the received optical axis adjustment signal, whereby the optical axis O of the headlamp unit 210 is adjusted in the pitch angle direction. Also, the power supply circuit 230 turns the headlamp 14 on and off based on the received lighting on / off instruction signal.

[0024] The vehicle 300 is equipped with a battery 328 and an ignition switch 326. The supply and non-supply of power from the battery 328 to the control ECU 100 are switched according to the on and off states of the ignition switch 326. That is, the ignition switch 326 functions as a power switch for the control ECU 100. The switch circuit 110 connects the battery 328 and the control power supply circuit 112. The switch circuit 110 includes a switch 1102 and an OR circuit 1104. The switch 1102 turns on when it receives a switch switching instruction signal set to a high level (hereinafter, this signal is appropriately referred to as a high-level signal) from the OR circuit 1104, and turns off when it receives a switch switching instruction signal set to a low level (hereinafter, this signal is appropriately referred to as a low-level signal). A signal is input to the OR circuit 1104 from the IG monitoring unit 114 or the CPU 104.

[0025] The IG monitoring unit 114 monitors the on and off states of the ignition switch 326, and when the ignition switch 326 is on, it sends a high-level signal to the receiving unit 118 and the OR circuit 1104. Also, when the ignition switch 326 is off, the IG monitoring unit 114 sends a low-level signal to the receiving unit 118 and the OR circuit 1104. The IG monitoring unit 114 can monitor the on and off of the ignition switch 326, for example, by receiving a signal indicating the on or off state from the ignition switch 326. Alternatively, the IG monitoring unit 114 can also monitor the on and off of the ignition switch 326 by monitoring the ignition voltage. In this case, the IG monitoring unit 114 determines that the ignition switch 326 is off when, for example, the ignition voltage falls below a predetermined threshold or becomes 0V.

[0026] When the ignition switch 326 is on and a high-level signal is sent from the IG monitoring unit 114 to the switch 1102 via the OR circuit 1104, the switch 1102 turns on and the battery 328 is connected to the control power supply circuit 112. Thereby, power is supplied from the battery 328 to the control power supply circuit 112. Or, when a high-level signal is sent from the control unit 120 to the switch 1102 via the OR circuit 1104, similarly the switch 1102 turns on and power is supplied from the battery 328 to the control power supply circuit 112. The control power supply circuit 112 supplies the power supplied from the battery 328 to the CPU 104. When a low-level signal is sent to the switch 1102 from the IG monitoring unit 114 and the control unit 120, the switch 1102 turns off and the connection between the battery 328 and the control power supply circuit 112 is released. Thereby, the supply of power from the battery 328 to the CPU 104 stops.

[0027] The control ECU 100 determines the light distribution pattern to be formed by the headlamp unit 210 according to the operation content of the light switch 304 by the driver. Further, the control ECU 100 may automatically control to form an optimal light distribution pattern for the state of the vehicle detected by various sensors regardless of the operation of the light switch 304. This automatic formation control of the light distribution pattern is executed, for example, when the automatic formation control of the light distribution pattern is instructed by the light switch 304.

[0028] Here, the operations of each part included in the control unit 120 will be described. In the present embodiment, the control unit 120 includes a determination unit 1201 and a correction unit 1202.

[0029] The determination unit 1201 is an example of a determination unit that determines whether or not the position of the vehicle 300 has changed without self-driving. In the present embodiment, the determination unit 1201 determines whether or not the position of the vehicle 300 has changed without self-driving when the ignition switch 326 (an example of a power source) is on. Specifically, the determination unit 1201 stores and compares the GPS position information of the vehicle 300 when it is parked and the current GPS position information of the vehicle 300, and if the difference is within a predetermined range, it determines that the position of the vehicle 300 has not changed without self-driving, and if the difference is outside the predetermined range, it determines that the position of the vehicle 300 has changed without self-driving. Here, the predetermined range is a range set in advance and may be the upper limit value for determining that the position of the vehicle 300 has not changed without self-driving. Note that the position change may be caused by the vehicle 300 being carried, such as the vehicle being moved by a loading vehicle or a tow truck. Also, the determination of whether or not the position has changed is not limited to being based on the GPS position information as described above, and may be based on the change in the position of the ground objects detected by sensors such as in-vehicle cameras and various radars that recognize the surroundings of the vehicle 300. In this case, the position of the ground objects when parked and the current position of the ground objects may be stored and compared, and if the difference in the position of the ground objects is outside the predetermined range, it may be determined that the position has changed. Also, it may be based on the change in the travel distance when parked. In this case, the travel distance when parked and the current travel distance may be stored and compared, and if the difference in the travel distance is outside the predetermined range, it may be determined that the position has changed. Also, it is not limited to directly determining that the position of the vehicle 300 has changed, and the vehicle 300 may receive information that the position of the vehicle 300 has changed from the outside. In this case, a communication means may be mounted on the vehicle 300 to transmit information regarding the position to the outside and receive information that the position of the vehicle 300 has changed from the outside.

[0030] Further, the determination unit 1201 stores, in the storage unit 108, correction information necessary for optical axis correction of the headlamp of the vehicle 300 when the ignition switch 326 is turned off. That is, the storage unit 108 functions as an example of a storage unit that stores correction information. Note that the correction information may be stored at least at any timing during the period from when the vehicle 300 stops until the ignition switch 326 of the vehicle 300 is turned off. Here, the correction information may include a road surface angle reference value that is the road surface angle θr (road surface angle) and a vehicle attitude angle reference value that is the vehicle attitude angle θv (vehicle attitude angle) when the vehicle 300 is stopped and the ignition is off. The road surface angle θr is the inclination angle of the road surface with respect to the horizontal plane. Also, the vehicle attitude angle θv is the inclination angle of the vehicle 300 with respect to the road surface.

[0031] In the present embodiment, the determination unit 1201 may calculate the road surface angle θr and the vehicle attitude angle θv based on the G-sensor value (detection value of gravitational acceleration) from the inclination sensor 116. Specifically, the determination unit 1201 calculates the vehicle attitude angle θv by subtracting the road surface angle reference value from the total angle θ obtained from the G-sensor value. Also, the determination unit 1201 calculates the road surface angle θr by subtracting the vehicle attitude angle reference value from the total angle θ.

[0032] The correction unit 1202 is an example of a correction unit that performs optical axis correction (optical axis control) of the optical axis O based on the current G-sensor value and the correction information stored in the storage unit 108 when it is determined that the vehicle 300 has not changed its position without self-propulsion since the vehicle 300 was last turned off in the state where the power supply of the vehicle 300 is turned on this time (for example, when the ignition is on). Also, the correction unit 1202 does not perform optical axis correction of the optical axis O based on the current G-sensor value and the correction information stored in the storage unit 108 when it is determined that the vehicle 300 has changed its position without self-propulsion since the vehicle 300 was last turned off in the state where the power supply of the vehicle 300 is turned on this time (for example, when the ignition is on).

[0033] As a result, when loading luggage while the vehicle 300 is stopped and the vehicle 300 tilts, it is possible to detect the tilt of the vehicle attitude angle θv due to loading after IGON and adjust the optical axis О of the headlamp. Further, when moving during IG-OFF in the case of stacked vehicles and there is a difference in the road surface gradient before and after the movement of the stacked vehicles, it is possible to prevent the optical axis control from being performed even when there is no change in the load by misrecognizing the change in the road surface angle θr as the change in the vehicle attitude angle θv. Note that the determination of whether the position has changed and the optical axis control are not limited to when the power is turned on, and may be performed at a predetermined timing when the power is on, such as before the vehicle 300 starts running. Here, the predetermined timing may be triggered by an operation related to the user's intention to start running, such as a shift range operation.

[0034] FIGS. 2 and 3 are flowcharts of the auto leveling control executed by the control ECU according to the first embodiment. This flow starts when the ignition switch 326 is turned on and power is supplied from the battery 328, and may be repeatedly executed at a predetermined timing.

[0035] As shown in FIG. 2, first, the determination unit 1201 determines whether the vehicle 300 has started within a predetermined time after the ignition switch 326 has shifted to the on state (step S101). If the vehicle 300 has started within the predetermined time (step S101: Yes), the determination unit 1201 determines whether the vehicle 300 has stopped (step S102). If the vehicle 300 is not stopped (step S102: No), the determination unit 1201 ends this routine.

[0036] If the vehicle 300 has stopped (step S102: Yes), the determination unit 1201 subtracts the vehicle attitude angle reference value read from the storage unit 108 from the current total angle θ to obtain the road surface angle θr (step S103). Then, the determination unit 1201 updates the obtained road surface angle θr as a new road surface angle reference value and stores it in the RAM 124 (step S104). Next, the determination unit 1201 shifts to the normal control shown in FIG. 3 while maintaining the optical axis angle θo, which is the angle of the optical axis О of the headlamp unit 10, at the initial setting position, for example.

[0037] If the vehicle 300 has not started within the specified time (step S101: No), the determination unit 1201 determines whether the difference between the current GPS position information of the vehicle 300 and the GPS position information at the time of IGOFF is within a predetermined range (step S107). If the difference between the current GPS position information of the vehicle 300 and the GPS position information at the time of IGOFF is within the predetermined range (step S107: Yes), the determination unit 1201 subtracts the road surface angle reference value read from the storage unit 108 from the current total angle θ to calculate the vehicle attitude angle θv (step S105). Then, the determination unit 1201 adjusts the optical axis angle θo using the obtained vehicle attitude angle θv, updates the vehicle attitude angle reference value, and stores it in the RAM 124 (step S106). Also, the determination unit 1201 stores the road surface angle reference value read from the storage unit 108 in the RAM 124. On the other hand, if the difference between the current GPS position information of the vehicle 300 and the GPS position information at the time of IGOFF is outside the predetermined range (step S107: No), the determination unit 1201 proceeds to the process shown in step S103.

[0038] Subsequently, as shown in FIG. 3, normal control is executed. First, the determination unit 1201 determines whether the vehicle 300 is in motion (step S201). If the vehicle 300 is in motion (step S201: Yes), the determination unit 1201 ends this routine. If the vehicle 300 is not in motion (step S201: No), the determination unit 1201 determines whether the vehicle 300 is stopped (step S202). If the vehicle 300 is stopped (step S202: Yes), the determination unit 1201 subtracts the vehicle attitude angle reference value held in the RAM 124 from the current total angle θ to calculate the road surface angle θr (step S203). Then, the determination unit 1201 updates the road surface angle reference value to the calculated road surface angle θr (step S204) and ends this routine.

[0039] When the vehicle 300 is not stopped (step S202: No), in this case, since it means that the vehicle 300 is stopped, the correction unit 1202 subtracts the road surface angle reference value held in the RAM 124 from the current total angle θ to calculate the vehicle attitude angle θv (step S205). Then, the correction unit 1202 adjusts the optical axis angle θo using the obtained vehicle attitude angle θv, and updates the vehicle attitude angle reference value to the obtained vehicle attitude angle θv and stores it in the RAM 124 (step S206).

[0040] Subsequently, the determination unit 1201 determines whether the ignition switch 326 has shifted to the off state (step S207). When the ignition switch 326 has not shifted to the off state (step S207: No), the determination unit 1201 ends this routine. When the ignition switch 326 has shifted to the off state (step S207: Yes), the determination unit 1201 maintains the power supply from the battery 328 (step S208). Then, after the determination unit 1201 writes the road surface angle reference value and the vehicle attitude angle reference value held in the RAM 124 to the storage unit 108 (step S209), it writes the current GPS position information of the vehicle 300 to the storage unit 108 (step S211), stops the power supply from the battery 328 (step S209), and ends this routine.

[0041] As described above, according to the vehicle 300 according to the first embodiment, when a load is placed on the vehicle 300 while the vehicle 300 is stopped and the vehicle 300 tilts, the tilt of the vehicle attitude angle θv due to loading can be detected after IGON and the optical axis of the headlamp can be adjusted. Also, when moving with the vehicle loaded while the IG is off, if there is a difference in the road surface gradient before and after the vehicle-loaded movement, it is possible to prevent the optical axis control from being performed even when there is no change in the load by misrecognizing the change in the road surface angle θr as the change in the vehicle attitude angle θv.

[0042] (Second Embodiment) This embodiment stores correction information when the vehicle stops, and when it is determined that the position of the vehicle has not changed while the vehicle is parked, performs optical axis correction of the headlamp based on the current G-sensor value and the correction information. When it is determined that the position of the vehicle has changed while the vehicle is parked, this is an example where optical axis correction of the headlamp is not performed based on the current G-sensor value and the correction information. In the following description, descriptions of configurations similar to those of the above-described embodiment are omitted.

[0043] In this embodiment, the storage unit 108 stores correction information when the vehicle 300 stops.

[0044] In this embodiment, the determination unit 1201 determines whether or not the position of the vehicle 300 has changed while the vehicle 300 is parked.

[0045] In this embodiment, when the power of the vehicle 300 is on (during IG-ON) and it is determined that the position of the vehicle 300 has not changed without self-driving while the vehicle 300 is parked, the correction unit 1202 performs optical axis correction of the headlamp based on the current G-sensor value and the correction information. In this embodiment, when the power of the vehicle 300 is on and it is determined that the position of the vehicle 300 has not changed without self-driving while the vehicle 300 is parked, the correction unit 1202 performs optical axis correction of the headlamp. However, regardless of whether the power of the vehicle 300 is on or not, when it is determined that the position of the vehicle 300 has not changed without self-driving while the vehicle 300 is parked, optical axis correction of the headlamp may be performed. On the other hand, when the power of the vehicle 300 is on (during IG-ON) and it is determined that the position of the vehicle 300 has changed without self-driving while the vehicle 300 is parked, the correction unit 1202 does not perform optical axis correction of the headlamp based on the current G-sensor value and the correction information. In this embodiment of the present invention, when the power of the vehicle 300 is on and it is determined that the position of the vehicle 300 has changed without self-driving while the vehicle 300 is parked, the correction unit 1202 does not perform optical axis correction of the headlamp. However, regardless of whether the power of the vehicle 300 is on or not, when it is determined that the position of the vehicle 300 has changed without self-driving while the vehicle 300 is parked, it is not necessary not to perform optical axis correction of the headlamp.

[0046] As a result, even when the ignition switch 326 is turned on and the vehicle 300 is moved while being loaded, etc., and there is a difference in the road surface gradient before and after the vehicle is moved while being loaded, it is possible to prevent the change in the road surface angle θr from being misrecognized as the change in the vehicle attitude angle θv, and the optical axis control from being performed even when there is no change in the load.

[0047] FIG. 4 is a flowchart of the auto leveling control executed by the control ECU according to the second embodiment. The determination unit 1201 determines whether it is the first optical axis correction of the headlamp after the ignition switch 326 is turned on (after the power of the vehicle 300 is turned on) (step S401). If it is the first optical axis correction of the headlamp (step S401: Yes), the determination unit 1201 reads the G-sensor angle (total angle θ) when the vehicle 300 is stopped and the optical axis control angle when the vehicle 300 is stopped from the storage unit 108 (step S402). Here, the optical axis control angle is the angle used for the optical axis correction of the headlamp, and for example, it may be the vehicle attitude angle θv. Further, the control ECU 100 reads the GPS position information when the vehicle 300 is stopped from the storage unit 108 (step S403).

[0048] Next, the determination unit 1201 determines whether the vehicle 300 is stopped (step S404). If the vehicle 300 is not stopped (step S404: No), the determination unit 1201 ends this routine. On the other hand, if the vehicle 300 is stopped (step S404: Yes), the determination unit 1201 determines whether the vehicle 300 has changed from the running state to the stopped state for the first time (step S405).

[0049] If the vehicle 300 has changed from the running state to the stopped state for the first time (step S405: Yes), the determination unit 1201 stores the G-sensor value and the optical axis control angle when the vehicle 300 is stopped in the storage unit 108 (step S406). Further, the determination unit 1201 stores the GPS position information when the vehicle 300 is stopped in the storage unit 108 (step S407).

[0050] When the vehicle 300 has entered the stopped state from the traveling state for the second time or later (step S405: No), the determination unit 1201 determines whether the difference between the current GPS position information and the GPS position information at the time of stop (the GPS position information stored in the storage unit 108) is within a predetermined range (step S408). When the difference between the current GPS position information and the GPS position information at the time of stop is within the predetermined range (step S408: Yes), the correction unit 1202 performs calculation of the optical axis control angle (step S409). Specifically, the correction unit 1202 calculates, as the optical axis control angle, a value obtained by subtracting, from the optical axis control angle when the vehicle 300 is stopped, a value obtained by subtracting the total angle θ obtained from the current G-sensor value from the total angle θ obtained from the G-sensor value at the time of stop. Then, the correction unit 1202 performs optical axis correction of the optical axis O based on the calculated optical axis control angle (step S410).

[0051] On the other hand, when the difference between the current GPS position information and the GPS position information at the time of stop is not within the predetermined range (step S408: No), the determination unit 1201 causes the storage unit 108 to store the G-sensor value and the optical axis control angle when the vehicle 300 is stopped (step S411). Further, the determination unit 1201 causes the storage unit 108 to store the GPS position information at the time of stop of the vehicle 300 (step S412).

[0052] As described above, according to the vehicle 300 according to the second embodiment, even when the ignition switch 326 is kept on and the vehicle 300 makes a vehicle stacking movement or the like and there is a difference in the road surface gradient before and after the vehicle stacking movement, it is possible to prevent the optical axis control from being performed without a change in the load by misrecognizing the change in the road surface angle θr as the change in the vehicle attitude angle θv.

Description of Reference Numerals

[0053] 100 Control ECU 102 Input I / F 106 Output I / F 108 Storage Unit 110 Switch Circuit 112 Control Power Supply Circuit 114 IG Monitoring Unit 116 Tilt Sensor 118 Receiver unit 120 Control unit 122 Transmitter unit 124 RAM 313 GPS sensor 1201 Judgment unit 1202 Correction unit

Claims

1. a determination unit that determines whether the position of the vehicle has changed without the vehicle moving on its own; a storage unit that stores correction information necessary for correcting the optical axis of the headlamp of the vehicle when the vehicle stops; a correction unit that, when it is not determined that the position of the vehicle has changed without the vehicle moving on its own while the vehicle is stopped, performs correction of the optical axis of the headlamp based on the current G-sensor value and the correction information, and when it is determined that the position of the vehicle has changed without the vehicle moving on its own while the vehicle is stopped, does not perform correction of the optical axis of the headlamp based on the current G-sensor value and the correction information; A vehicle control device comprising the above.

2. The storage unit stores the correction information when the power supply of the vehicle is turned off, In the state where the power supply is turned on, the correction unit, when it is not determined that the position of the vehicle has changed without the vehicle moving on its own since the power supply was turned off, performs correction of the optical axis of the headlamp based on the current G-sensor value and the correction information, and in the state where the power supply is turned on, when it is determined that the position of the vehicle has changed without the vehicle moving on its own since the power supply was turned off, does not perform correction of the optical axis of the headlamp based on the current G-sensor value and the correction information. The vehicle control device according to Claim 1.

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