Vehicle state specifying device and method thereof, optical axis control device for vehicle lamp and method thereof, vehicle lamp system

Abstract

To accurately identify whether a vehicle state is traveling along a curve (turning).SOLUTION: A device for identifying a travel state of a vehicle includes: an acceleration sensor; an angular velocity sensor; and a controller connected with the acceleration sensor and the angular velocity sensor. The controller outputs a signal indicating that the travel state of the vehicle is a turning state when an absolute value of an angular velocity of the vehicle in a yaw direction obtained on the basis of the output from the angular velocity sensor is equal to or greater than a first threshold or when an absolute value of a difference between a predetermined reference value and an acceleration of the vehicle in the vehicle width direction obtained on the basis of the output from the acceleration sensor is equal to or greater than a second threshold.SELECTED DRAWING: Figure 5

Description

Technical Field

[0001] The present disclosure relates to a vehicle state specifying device and method thereof, an optical axis control device and method for vehicle lamps, and a vehicle lamp system.

Background Art

[0002] Japanese Patent No. 6271943 (Patent Document 1) discloses a control unit for plotting a detection value of acceleration at least during acceleration or deceleration of a vehicle in a coordinate system where the acceleration in the vehicle longitudinal direction is set as the first axis and the acceleration in the vehicle vertical direction is set as the second axis, deriving a straight line from a plurality of plotted points, and outputting an adjustment signal for instructing adjustment of the optical axis of vehicle lamps using the slope of the straight line. When a detection value when the vehicle is in a predetermined turning state is included in the detection values to be used for deriving the straight line, the control unit excludes this detection value and derives the straight line. In the control unit of this control device, when the difference between the acceleration in the vehicle lateral direction in the detection value and the turning determination reference value derived from the accelerations in the vehicle lateral direction in a plurality of detection values exceeds a predetermined turning determination threshold value, the detection value is excluded and the straight line is derived.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] One of the objectives of a specific aspect according to the present disclosure is to accurately determine whether the vehicle state is a curve driving (turning).

Means for Solving the Problems

[0005] [1] A vehicle state specifying device according to an aspect of the present disclosure is a device for specifying the driving state of a vehicle, an acceleration sensor, At least capable of detecting an angular velocity corresponding to the yaw direction of the vehicle an angular velocity sensor, a controller connected to the acceleration sensor and the angular velocity sensor, and includes, wherein the controller, when the absolute value of the difference between the acceleration in the vehicle width direction of the vehicle obtained based on the output of the acceleration sensor and a predetermined reference value is greater than or equal to a second threshold value, The rate of change per unit time of the angular velocity angular acceleration And in the yaw direction of the vehicle obtained based on the output of the angular velocity sensor, Each of them is calculated, and when the absolute value of the angular acceleration is greater than or equal to a first threshold value or the difference outputs a signal indicating that the running state of the vehicle is a turning state. Is any one of It is a vehicle state specifying device. Data or [2] The vehicle state specifying Other according to the aspect of the present disclosure Device is, A device for specifying the running state of a vehicle, comprising An acceleration sensor, An angular velocity sensor capable of detecting at least an angular velocity corresponding to the yaw direction of the vehicle, A controller connected to the acceleration sensor and the angular velocity sensor, Including The controller has An arithmetic unit that calculates each of an angular acceleration that is the 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, an acceleration in the vehicle width direction of the vehicle obtained based on the output of the acceleration sensor, and a difference from a predetermined reference value, An output unit that specifies the vehicle state of the vehicle according to the angular acceleration and the difference calculated by the arithmetic unit and outputs data or a signal indicating the vehicle state, And has The output unit starts outputting that the running state of the vehicle is a turning state when the absolute value of the angular acceleration becomes greater than or equal to the first threshold value from the case where 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, and continues to output that the running state of the vehicle is a turning state when the absolute value of the difference is greater than or equal to the second threshold value, It is a vehicle state specifying device. [3] An optical axis control device for a vehicle lamp according to an aspect of the present disclosure is a device for controlling the optical axis of a vehicle lamp, and includes the vehicle state specifying device of [1], Or [2] and an optical axis control controller that operates according to the running state of the vehicle output from the vehicle state specifying device. It is an optical axis control device for a vehicle lamp. [4] An optical axis control method for a vehicle lamp according to an aspect of the present disclosure the [1],Or [2] A method for controlling the optical axis of a vehicle lamp, which is executed by an optical axis controller that operates according to the running state of the vehicle output from the vehicle state specifying device, and the optical axis controller accumulates the longitudinal acceleration and vertical acceleration of the vehicle obtained based on the output of the acceleration sensor over time, and performs optical axis control using the accumulated longitudinal acceleration and vertical acceleration. When the running state of the vehicle is the curvilinear running state, the accumulation of the longitudinal acceleration and the vertical acceleration is stopped, or the longitudinal acceleration and the vertical acceleration are excluded from the target of the optical axis control, It is a method for controlling the optical axis of a vehicle lamp. [5] A vehicle lamp system according to an aspect of the present disclosure, the optical axis control device for the vehicle lamp of [3], and a vehicle lamp whose optical axis is controlled by the optical axis control device, and A vehicle lamp system including.

[0006] According to the above configuration, it is possible to accurately determine whether the vehicle state is a curve running (curvilinear running).

Brief Description of Drawings

[0007]

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MODE FOR CARRYING OUT THE INVENTION

[0008] FIG. 1 is a diagram showing the configuration of a vehicle lighting system according to the first embodiment. This vehicle lighting system variably sets the optical axis according to the posture of the host vehicle and performs light irradiation, and includes a controller 10, an angular velocity sensor 11, an acceleration sensor 12, a memory 13, and a pair of lamp units 30L and 30R.

[0009] The controller 10 is for controlling the operation of the vehicle lighting system, and is configured by using, for example, a computer capable of executing a predetermined operation program. Here, in order to facilitate understanding of the functions realized by the controller 10, description will be made using functional blocks. 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 an optical axis control unit 24.

[0010] Note that a "vehicle state identification device" according to the present disclosure is configured to include a parameter calculation unit 22 and a vehicle state output unit 23 of the controller 10, and a "vehicle state characteristic method" is executed. Further, an "optical axis control device" according to the present disclosure is configured to include a data storage unit 21, a parameter calculation unit 22, a vehicle state output unit 23, and an optical axis control unit 24 of the controller 10, and an "optical axis control method" is executed. Further, the controller 10 also corresponds to an "optical axis control controller".

[0011] The angular velocity sensor (gyro sensor) 11 is a sensor that detects an angular velocity and outputs data or a signal corresponding to the magnitude thereof. The angular velocity sensor 11 of the present embodiment only needs to be able to detect an angular velocity corresponding to at least the yaw angle of the vehicle, but may also be able to detect an angular velocity corresponding to each of the roll angle and the pitch angle. The angular velocity sensor 11 is installed at a predetermined position of the vehicle (for example, the back side of the glove box, etc.).

[0012] The acceleration sensor 12 is a sensor that detects an acceleration and outputs data or a signal corresponding to the magnitude thereof. The acceleration sensor 12 of the present embodiment can detect an acceleration corresponding to each of the front-rear direction, left-right direction, and up-down direction of the vehicle. Note that each axis of the acceleration sensor 12 does not necessarily completely coincide with each of the front-rear direction, left-right direction, and up-down direction of the vehicle. In that case, correction processing may be appropriately performed on the detected value to obtain the target acceleration.

[0013] The memory 13 is a storage device that can store data temporarily or non-volatilely. In the present embodiment, the memory 13 stores data necessary for information processing in the controller 10.

[0014] The data storage unit 21 takes in the angular velocity output from the angular velocity sensor 11 and the acceleration output from the acceleration sensor 12, and stores these data in the memory 13 so that the time series according to the passage of time can be understood. In the present embodiment, for example, the angular velocity and acceleration are taken in every 100 ms, and they are written into the memory 13 and stored as needed.

[0015] The parameter calculation unit 22 calculates parameters necessary for specifying the vehicle state using the data stored in the memory 13 by the data storage unit 21 and the data stored in the memory 13 in advance. In the present embodiment, as one of the parameters, an angular acceleration is calculated using the angular velocity obtained based on the output of the angular velocity sensor 11. Further, as one of the parameters, a 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.

[0016] The vehicle state output unit 23 specifies the vehicle state according to each parameter obtained by the parameter calculation unit 22, and supplies (outputs) data (or a signal; the same applies hereinafter) indicating the vehicle state to the optical axis control unit 24. In the present embodiment, the vehicle state output unit 23 uses at least one of two states, "straight running" and "curve running", as the vehicle state.

[0017] The optical axis control unit 24 obtains the attitude angle of the vehicle (the angle formed by the road surface and the vehicle longitudinal axis) using the longitudinal acceleration and vertical acceleration of the vehicle obtained based on the output of the acceleration sensor 12, generates a control signal for controlling the optical axis of the irradiation light of each lamp unit 30L, 30R according to this attitude angle, and supplies (outputs) it to each lamp unit 30L, 30R.

[0018] Each of the headlamps 30L and 30R is provided one on each of the left and right sides of the front of the vehicle for irradiating light forward of the vehicle. As each of the lamp units 30L and 30R, various known lamp units can be adopted. For example, a light source unit configured to have a light source, a reflector, etc., and an actuator for adjusting the orientation of the light source unit vertically in the pitch direction of the vehicle to adjust the optical axis (main traveling direction) of the light emitted from the light source unit vertically, and a lamp unit capable of mechanically controlling the light irradiation range can be used. Also, for example, a lamp unit having a configuration in which a light irradiation range can be controlled by combining a light source and a liquid crystal element, a lamp unit having a configuration in which a light irradiation range can be controlled by selectively turning on / off a plurality of LEDs, a lamp unit having a configuration in which the light from a laser element is scanned by a movable reflector and the laser element is rapidly turned on / off at that time to control the light irradiation range, etc., a lamp unit capable of electronically controlling the optical axis can also be used.

[0019] FIG. 2 is a diagram showing a configuration example of a computer that realizes a controller of a vehicle lighting system. The illustrated computer 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 that are connected to be communicable with each other. The CPU 201 operates based on a basic control program read from the ROM 202, reads out a program (application program) 206 stored in the storage device 204, and executes the program to realize the functions of the controller 10 described above. The RAM 203 temporarily stores data 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 for connecting the CPU 201 and an external device.

[0020] FIG. 3(A) is a diagram for explaining the respective reference axes of acceleration and angular velocity in a vehicle. As shown in the figure, in the present embodiment, the longitudinal direction of the vehicle is defined as the X-axis, the lateral direction of the vehicle is defined as the Y-axis, and the vertical direction of the vehicle is defined as the Z-axis. The acceleration sensor 12 of the present embodiment can detect accelerations corresponding to each of these X-axis, Y-axis, and Z-axis. Note that the orthogonal three axes of the acceleration sensor 12 do not necessarily have to exactly coincide with the X-axis, Y-axis, and Z-axis. For example, the orthogonal three axes of the acceleration sensor 12 may be arranged at a certain angle with respect to any one or all of the X-axis, Y-axis, and Z-axis. In that case, the controller 10 appropriately corrects to obtain the accelerations corresponding to each of the X-axis, Y-axis, and Z-axis.

[0021] Also, as shown in FIG. 3(A), in the present 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 the rotation angle around the X-axis, the X-axis is also referred to as the roll axis. Since the pitch angle is the rotation angle around the Y-axis, the Y-axis is also referred to as the pitch axis. Since the yaw angle is the rotation angle around the Z-axis, the Z-axis is also referred to as the yaw axis. The angular velocity sensor 11 of the present embodiment can detect the angular velocity corresponding to at least the yaw angle (yaw axis) among these axes. Further, it may be possible to detect the angular velocity corresponding to each of the roll angle and the pitch angle.

[0022] FIG. 3(B) is a diagram for explaining the vector direction of the angular velocity corresponding to the yaw angle. Here, a state of the vehicle viewed from above in plan view is schematically shown. As shown in the figure, the angular velocity ω [dps] is obtained as a vector quantity in the lateral direction of the vehicle. Specifically, assuming that the yaw angle at a certain time is θa [deg] and the yaw angle at a time Δt [s] after a certain time is θb [deg], the angular velocity ω is expressed as follows. ω = (θb - θa) / Δt [dps]

[0023] Also, by further differentiating the above-described angular velocity ω with respect to time, the angular acceleration α [dps], which is the change rate of the angular velocity per unit time 2is obtained. Specifically, assuming that the angular velocity at a certain time is ωa [dps] and the angular velocity at the time Δt [s] after that time is ωb [dps], the angular acceleration α is expressed as follows. α=(ωb - ωa) / Δt [dps 2

[0024] FIG. 4 is a diagram showing an example of the time change of the angular velocity and the angular acceleration. According to the study by the inventor of the present application, since the influence of the angular change in the left-right direction of the vehicle is strong during curve driving, a change can be seen in the angular velocity (the dotted graph in the figure), and it was found that the angular velocity changes greatly at the rise and fall of the angular velocity. Therefore, when calculating the angular acceleration, it was found that characteristic behaviors can be obtained in the sections a and b corresponding to the rise and fall of the angular velocity. By using this characteristic behavior of the angular acceleration, it becomes possible to detect the start and end of curve driving. On the other hand, since the change in the angular velocity is relatively small during the middle of curve driving (between section a and section b), it is difficult to specify that the vehicle is in curve driving if only the angular acceleration is used as a parameter in this section. Therefore, the inventor of the present application conceived a method for specifying that the vehicle is in curve driving 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 will be described below.

[0025] ​FIG. 5(A) is a graph schematically showing the behavior of the Y-axis acceleration (absolute value) during and before and after curve driving. Further, FIG. 5(B) is a graph schematically showing the behavior of the angular acceleration (absolute value) of the yaw axis during and before and after curve driving. As shown in FIG. 5(A), looking at the change over time of the absolute value of the Y-axis acceleration, it changes little at almost 0 during straight driving, and during curve driving, it gradually increases from the start, reaches a maximum value in the middle, and gradually decreases towards the end. On the other hand, as shown in FIG. 5(B), looking at the change over time of the absolute value of the angular acceleration of the yaw axis, it is almost constant at 0 during straight driving, and during curve driving, it rapidly increases to a maximum value and rapidly decreases in the starting section, is almost constant at 0 during the middle period, and rapidly increases to a maximum value and rapidly decreases again in the ending period. That is, the angular acceleration of the yaw axis (yaw direction) shows two maxima at the start and end of curve driving.

[0026] Therefore, in the present embodiment, when the absolute value of the angular acceleration of the yaw axis is equal to or greater than a predetermined first threshold value, it is specified as "curve driving (curving)", and when it is less than the first threshold value, it is specified as "straight driving". The threshold value may be determined based on simulations, experiments, etc. For example, it may be set to 10 [dps 2 , or it may be set to, for example, 20 to 30 [dps 2 considering the influence of noise, etc. Thereby, in intervals A and B showing the two maxima shown in FIG. 5(B), "during curve driving" can be specified based on the angular acceleration. Further, the difference between the Y-axis acceleration and a predetermined reference value is taken, and when the absolute value thereof is equal to or greater than a predetermined second threshold value, it is specified as "during curve driving", and when it is less than the second threshold value, it is specified as "during straight driving". Thereby, as shown in FIG. 5(A), in interval C corresponding to the middle of interval A and interval B, "during curve driving" can be specified based on the Y-axis acceleration. By combining these, it can be specified that the vehicle is continuously "during curve driving" without interruption in intervals A to C. The reference value and the second threshold value for obtaining the difference value from the Y-axis acceleration can be determined to be, for example, 0.2 [G], and those stored in the memory 13 in advance can be read out and used.

[0027] FIG. 6 is a flowchart showing a processing procedure for specifying a vehicle state. Hereinafter, the operation of the controller 10 will be described in detail along this flowchart. The processing shown in the flowchart is assumed to be repeatedly executed by the controller 10 at regular intervals (for example, every 100 ms) during the running of the vehicle. In addition, in any operation procedure, as long as there are no contradictions or inconsistencies in the results of information processing, the processing order can be appropriately changed, and other processes not mentioned here may be added, and their embodiments are not excluded either.

[0028] The parameter calculation unit 22 reads a reference value regarding 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 every 100 ms by the data storage unit 21 and the reference value read from the memory 13 (step S12).

[0029] Also, the parameter calculation unit 22 calculates an 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 storage unit 21 (step S13). These calculated differences and angular accelerations are delivered from the parameter calculation unit 22 to the vehicle state output unit 23.

[0030] When 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 specifies the vehicle state as "cornering" (step S15).

[0031] Also, when the absolute value of the angular acceleration is less than the first threshold (step S14; NO), 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 (step S16; YES), the vehicle state output unit 23 specifies the vehicle state as "cornering" (step S15).

[0032] On the other hand, when the absolute value of the angular acceleration is less than the first threshold (step S14; NO), if the absolute value of the difference between the Y-axis acceleration and the reference value is less than the second threshold (step S16; NO), the vehicle state output unit 23 specifies the vehicle state as "straight running" (step S17).

[0033] When the vehicle state is specified, the vehicle state output unit 23 outputs data indicating the specified vehicle state to the optical axis control unit 24 (step S18). The optical axis control unit 24 that has obtained this vehicle state obtains the attitude angle of the vehicle by a method corresponding to the vehicle state, and generates a control signal for controlling the optical axis of the irradiation light of each lamp unit 30L, 30R according to this attitude angle, and supplies (outputs) it to each lamp unit 30L, 30R. As control corresponding to the vehicle state, for example, control such as obtaining the attitude angle in the case of straight running and maintaining the previous value without obtaining the attitude angle in the case of curve running can be considered.

[0034] Also, when the running state is "curve running" (step S19; YES), the data storage unit 21 removes the data of the X-axis acceleration and the Z-axis acceleration taken in from the acceleration sensor 12 from the memory 13 (step S20). Note that it may be replaced with a process of not taking in the data of the X-axis acceleration and the Z-axis acceleration at the next processing opportunity. By this process, it is possible to exclude the data of the X-axis acceleration and the Z-axis acceleration including errors affected by the acceleration in the left-right direction of the vehicle during curve running from the statistical data that is the calculation target of the attitude angle. Therefore, the accuracy of the attitude angle is improved. On the other hand, when the running state is "straight running" (step S19; NO), the removal of each data is not performed.

[0035] Figures 7(A) and 7(B) are diagrams showing the specific results of the running state according to the comparative examples. Figure 7(C) is a diagram showing the specific result of the running state according to the present embodiment. In each figure, the time change of the Y-axis acceleration is shown on the upper side in the figure, and the specific result of the running state is shown on the lower side in the figure. The left vertical axis corresponds to the Y-axis acceleration, and the right vertical axis corresponds to the specific result of the running state (curve / straight). Also, in the comparative example shown in Figure 7(A), the running state is specified by comparing only the Y-axis acceleration with a threshold value, and in the comparative example shown in Figure 7(B), the running state is specified by comparing only the angular acceleration with a threshold value.

[0036] As shown in Figure 7(C), in the present embodiment, it is possible to specify at an earlier time that the running state is a curve running, and the specific result continues for a longer time. In contrast, in the comparative example of Figure 7(A), the period during which it is specified that the vehicle is running on a curve is short. Also, in the comparative example of Figure 7(B), the period during which it is specified that the vehicle is running on a curve does not continue and is intermittent. Also, in the present embodiment, more curve running on gentle curves (around 22s to 27s) can be specified, while in the comparative example of Figure 7(A), it cannot be specified, and in the comparative example of Figure 7(B), the period during which it can be specified is short and the number of times it can be specified is small.

[0037] Figure 8(A) is a diagram showing an enlarged view of the time period from 0s to 10s in Figure 7(A). Similarly, Figure 8(B) is a diagram showing an enlarged view of the time period from 0s to 10s in Figure 7(C). As shown in the figure, in the present embodiment, it can be seen that curve running can be specified 0.6s earlier than the comparative example and curve running can be specified until 1.5s later than the comparative example. As a result, it becomes possible to exclude more of the X-axis acceleration and Z-axis acceleration including the influence of the Y-axis acceleration when entering curve running, and the accuracy of the optical axis adjustment (the calculation accuracy of the attitude angle) can be improved.

[0038] According to the above-described embodiment, it is possible to accurately specify whether the vehicle state is a curve running (curvilinear movement).

[0039] Note that the present disclosure is not limited to the content of the above-described embodiments, and various modifications can be made and implemented within the scope of the gist of the present disclosure. For example, the numerical values of the reference values and threshold values in the above-described embodiments are merely examples and are not limited thereto, and can be set as appropriate. Further, in the above-described embodiments, as an example of an apparatus / device to which the vehicle state specifying apparatus (method) is applied, an optical axis adjustment apparatus for a vehicle lamp has been cited, but the scope of application of the present disclosure is not limited thereto. For example, it may be applied to a car navigation system and used for processes such as estimation of the position of the host vehicle.

Description of Reference Numerals

[0040] 10: Controller, 11: Angular velocity sensor, 12: Acceleration sensor, 13: Memory, 21: Data storage unit, 22: Parameter calculation unit, 23: Vehicle state output unit, 24: Optical axis control unit, 30L, 30R: Lamp unit

Claims

1. An apparatus for identifying a driving state of a vehicle, comprising: an acceleration sensor; an angular velocity sensor capable of detecting at least an angular velocity corresponding to a yaw direction of the vehicle; a controller connected to the acceleration sensor and the angular velocity sensor; wherein the controller calculates a change rate per unit time of the angular velocity in the yaw direction of the vehicle, which is an angular acceleration, obtained based on an output of the angular velocity sensor, and a difference between an acceleration in the vehicle width direction of the vehicle obtained based on an output of the acceleration sensor and a predetermined reference value, respectively, and when either 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, outputs data or a signal indicating that the driving state of the vehicle is a turning state. Vehicle state identification device.

2. 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 driving state of the vehicle is a straight - running state. The vehicle state identification device according to Claim 1.

3. The controller includes an arithmetic unit that calculates the angular acceleration and the difference; and an output unit that outputs the data or the signal indicating that the driving state of the vehicle is 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.

4. The controller includes a data storage unit that captures 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 understood; wherein the arithmetic unit performs calculations using the angular velocity and the acceleration stored in the memory by the data storage unit. The vehicle state identification device according to Claim 3.

5. An apparatus for identifying a driving state of a vehicle, comprising: an acceleration sensor; an angular velocity sensor capable of detecting at least an angular velocity corresponding to a yaw direction of the vehicle; a controller connected to the acceleration sensor and the angular velocity sensor; wherein 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, an acceleration in the vehicle width direction of the vehicle obtained based on the output of the acceleration sensor, and a difference from a predetermined reference value are each calculated by a calculation unit; An output unit that identifies the vehicle state of the vehicle according to the angular acceleration and the difference calculated by the calculation unit and outputs data or a signal indicating the vehicle state; It has: When 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 when the absolute value of the angular acceleration becomes equal to or greater than the first threshold value, the output unit starts outputting that the running state of the vehicle is a turning state. When the absolute value of the difference is equal to or greater than the second threshold value, the output unit continues to output that the running state of the vehicle is a turning state. Vehicle state identification device.

6. A device for controlling the optical axis of a vehicle lamp, The vehicle state identification device according to any one of Claims 1 to 5, An optical axis control controller that operates according to the running state of the vehicle output from the vehicle state identification device; An optical axis control device for a vehicle lamp, including:

7. 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, and performs optical axis control using the accumulated longitudinal acceleration and vertical acceleration. When the running state of the vehicle is the turning state, the accumulation of the longitudinal acceleration and the vertical acceleration is stopped, or the longitudinal acceleration and the vertical acceleration are excluded from the target of the optical axis control. The optical axis control device for a vehicle lamp according to Claim 6.

8. A method for controlling the optical axis of a vehicle lamp, which is executed by an optical axis control controller that operates according to the running state of the vehicle output from the vehicle state identification device according to any one of Claims 1 to 5. 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, and performs optical axis control using the accumulated longitudinal acceleration and vertical acceleration. When the running state of the vehicle is the turning state, the accumulation of the longitudinal acceleration and the vertical acceleration is stopped, or the longitudinal acceleration and the vertical acceleration are excluded from the target of the optical axis control. Optical axis control method for vehicle lamps.

9. The optical axis control device for a vehicle lamp according to claim 6, and a vehicle lamp whose optical axis is controlled by the optical axis control device, and a vehicle lamp system including the same.

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