How to calibrate a vehicle's inertial measurement sensor system

Abstract

The present invention relates to a method for calibrating an inertial measurement sensor system (2) of a vehicle (1), the calibration being performed during a driving operation of the vehicle (2) and being based on a determination of a misalignment of a sensor coordinate system of the inertial measurement sensor system (2) with respect to a vehicle coordinate system, the determination of the misalignment being interrupted in a situation where a level deviation exceeding a predetermined threshold with respect to a reference level is confirmed by at least one level sensor of the vehicle itself. Furthermore, the present invention relates to a method for adjusting an optical axis of at least one headlight of the vehicle (1).

Description

[Technical Field]

[0001] The present invention relates to a method for calibrating a vehicle inertial measurement sensor system as described in the preamble of claim 1. [Background technology]

[0002] Furthermore, the present invention relates to a method for adjusting the optical axis of at least one headlight of a vehicle.

[0003] It is known that MEMS (Micro Electro Mechanical Systems)-based inertial measurement sensor systems are incorporated into vehicles to measure angular velocity as an angular velocity sensor and to measure vehicle acceleration in up to three spatial directions as an accelerometer or acceleration sensor. These inertial measurement sensor systems are used for a variety of vehicle systems, such as vehicle dynamic control, modern augmented reality applications, and assisted or automated driving.

[0004] However, detection by this type of inertial measurement sensor system is prone to errors, which can lead to limitations in availability and achievable system accuracy in many applications that utilize such detection. Such sensor errors include, for example, incorrect alignment of each inertial measurement sensor system with respect to the vehicle, and offset errors of individual measurement axes. In this case, the offset error represents the intrinsic error of the inertial measurement sensor system, and in addition to outputting the currently occurring acceleration and angular velocity, the measured value x meas However, as shown in the following equation, the actual value x real A constant offset x that changes slowly relative to this. offset This manifests itself in the form that (t) is also present. x meas =x real +x offset (t) (1)

[0005] It is known to determine such offset errors inside a vehicle through long-term comparison of measurement values. In this case, on a relatively long time axis, since the vehicle starts and stops at 0 km / h, it is assumed that the sum of accelerations and the sum of angular velocities are equal to zero because the vehicle does not turn upside down or roll over. Therefore, most of the deviation in the measurement values should be largely caused by the offset component x offset estimation of the inertial measurement sensor system, and thus, by estimating this, it can be subtracted from future measurement values based on the following equation. x meas = x real +x offset (t) - x offset estimation ≒ x real (2)

[0006] However, external factors such as changes in the vehicle's attitude due to, for example, changing pitch angles and rolling angles may act to invalidate such assumptions. In theory, since the vehicle may be traveling within an infinite stationary circle, it is also not possible to reliably determine the value of the yaw rate offset by the method described above. To obtain a reference value for the existing yaw state, it is necessary to refer to information from another sensor such as a wheel rotation speed sensor.

[0007] Due to the offset effect of gravity caused by the deviation between the inertial measurement sensor system and the vehicle coordinate system, offset error estimation attempts to correct the influence of the sensor installation position. Since the value of gravity is known from the position of the vehicle on the earth, the excessive acceleration ratio (acceleration component) in the stationary state is due to the offset. However, despite this, the offset for each sensor axis can vary greatly, so completely accurate gravity correction and the accompanying offset determination are still impossible.

[0008] For more accurate and comprehensive calibration of each inertial measurement sensor system, a special measurement setup is required that provides the inertial measurement sensor system with predefined acceleration and angular velocity for offset calibration, and a tare-equipped horizontal plane for alignment calibration. In this setup, both the acceleration directions of gravity and the vehicle are defined in the vehicle coordinate system. In this way, the inertial measurement sensor system can be virtually rotated accordingly, but this is very time-consuming and expensive.

[0009] A method for determining the misalignment of sensors in a vehicle sensor cluster is known from German Patent Application Publication No. 102005033237 (Patent Document 1). The sensor cluster has either three linear acceleration sensors or three angular velocity sensors. A desired mounting direction for the sensors relative to the coordinate axes of a Cartesian coordinate system fixed to the vehicle is predetermined, but the actual mounting direction of the sensors may differ from the desired mounting direction due to misalignment. The actual mounting direction of the sensors is determined by comparing the values ​​measured by the sensors under various conditions with values ​​known under these various conditions in the Cartesian coordinate system fixed to the vehicle.

[0010] A method for determining the orientation of a vehicle's inertial measurement sensor system with respect to the vehicle coordinate system is known from German Patent Application Publication No. 102015115282 (Patent Document 2). In this method, a first sensor signal of the inertial measurement sensor system is detected when the vehicle is not accelerating, and a second sensor signal of the inertial measurement sensor system is detected when the vehicle is linearly accelerating. The orientation is determined based on the first and second sensor signals. In this case, the first sensor signal is used to find the vertical alignment of the inertial measurement sensor system based on gravitational acceleration, and the second sensor signal is used to determine the rotation of the inertial measurement sensor system about the vehicle's vertical axis.

[0011] A method for calibrating a vehicle inertial measurement sensor system is known from German Patent Application Publication No. 102004045890 (Patent Document 3), and this inertial measurement sensor system is configured as a simple acceleration sensor for measuring the vertical acceleration of a vehicle. In this case, it is intended to determine the elastic compression state of the vehicle when the vehicle is stationary and store it as a reference value. The elastic compression state of the vehicle is continuously determined during the vehicle's driving operation, and as soon as the measured elastic compression state matches the elastic compression state stored as a reference value, the static value of the simple acceleration sensor is adjusted to a predetermined value.

[0012] According to Chinese Patent Application Publication No. 108819831 (Patent Document 4), a method for adjusting the low beam of a vehicle is known, which includes a beam adjustment unit that receives acceleration data and angular velocity data from an inertial measurement sensor system and vehicle information via a data bus. The beam adjustment unit determines the pitch angle of the vehicle from the obtained information and adjusts the irradiation distance of the low beam depending on the pitch angle.

[0013] According to International Publication No. 2017 / 129199 (Patent Document 5), a method for determining the inclination state of a vehicle relative to the road surface is known, and this determination is made by referring to measured values ​​using an inclination model, and the measured values ​​are determined by an inertial measurement sensor system.

[0014] A method for monitoring the state of a vehicle is known from U.S. Patent Application Publication No. 2013 / 0166099 (Patent Document 6), in which an inertial measurement sensor system detects measurements during the vehicle's driving motion, scans them over a period of time, and, referring to the measurements, determines a rotation matrix that represents the offset between the alignment of the inertial measurement sensor system and the actual alignment of the vehicle.

[0015] From European Patent Application Publication No. 3171134 (Patent Document 7), a method for calibrating an inertial measurement sensor system of a vehicle is known. Sensor data of the inertial measurement sensor system is recorded under various different vehicle alignments at two stationary positions of the vehicle. Further, the sensor data of the inertial measurement sensor system is recorded respectively under straight running at a constant speed, under rightward curve running, and under leftward curve running. Based on the recorded sensor data, the vehicle alignment and offset with respect to the vehicle coordinate system are determined. Summary of the Invention Problems to be Solved by the Invention

[0016] An object of the present invention is to provide a novel method for calibrating an inertial measurement sensor system of a vehicle and a novel method for adjusting the optical axis of at least one headlight of a vehicle. Means for Solving the Problems

[0017] According to the present invention, the above object is achieved by a method for calibrating an inertial measurement sensor system of a vehicle having the features described in claim 1 and a method for adjusting the optical axis of at least one headlight of a vehicle having the features described in claim 10.

[0018] Advantageous embodiments of the present invention are the subject matter of the dependent claims.

[0019] In the method of the present invention for calibrating an inertial measurement sensor system of a vehicle, the calibration is performed during the driving operation of the vehicle. At this time, the calibration relies on the determination of the misalignment (deviation) of the sensor coordinate system of the inertial measurement sensor system with respect to the vehicle coordinate system, and the determination of the misalignment is interrupted when a level deviation exceeding a predetermined threshold with respect to the reference level is confirmed by at least one level sensor of the vehicle itself.

[0020] In order for an inertial measurement sensor system based on an acceleration sensor to provide the correct angle between the vehicle and the road surface level, for example between the lane surface, information about the assembled inertial measurement sensor system is required. Depending on the sensor package, the mounting position on the wiring board, and the orientation of the corresponding control device of the vehicle, various different accelerations, for example rotational accelerations, are measured. These measured values need to be rotated internally back to the orientation of the vehicle body, i.e., the vehicle coordinate system, using information from previous calibrations. With this method, it is possible to automatically and independently calibrate the inertial measurement sensor system using this method because it is possible to distinguish between the vehicle pitch angle and the sensor mounting rotation, which both have the same effect on the measurement. In this way, it is possible to omit the costly and time-consuming calibration under controlled conditions, where either the vehicle pitch angle or the sensor mounting rotation must be known and thus cannot be performed on-site. This is particularly advantageous in the case of vehicle manufacturing in the factory or when replacing the sensor. This is because such costly and time-consuming calibration under controlled conditions can be omitted in this case.

[0021] With this method, the calibration process can be significantly simplified, for example by using the vehicle's own level sensor assembled on the rear axle of the vehicle for calibration control. In this way, after vehicle manufacturing or after sensor replacement, a self-calibration procedure can be initiated to attempt to recognize the mounting orientation of the inertial measurement sensor system relative to the vehicle body plane, i.e., relative to the vehicle coordinate system, under subsequent driving conditions. And the static rotation between the vehicle coordinate system, especially the plane extending through the transverse and longitudinal axes of the vehicle, and the sensor coordinate system, especially the plane extending through the transverse and longitudinal axes of the sensor, can be repeatedly calculated.

[0022] Thus, this method enables automated online calibration control of in-vehicle inertial measurement sensor systems based on concrete and easily understandable criteria, while preventing undefined scenarios, such as static pitch angle changes and / or rolling angle changes, from affecting the calibration results. Depending on the expansion stage of each inertial measurement sensor system, characterized by, for example, the number of measurement axes of the acceleration and angular velocity sensors in the inertial measurement sensor system, various error components, namely misalignment and offset of the sensor coordinate system, can be calibrated. No additional hardware components are required for this, thereby reducing material and cost as well as the required space.

[0023] In a possible embodiment of this method, calibration is performed during a predetermined time period while the vehicle is in motion.

[0024] In a conceivable embodiment of this method, misalignment of the sensor coordinate system with respect to the vehicle coordinate system is determined based on the static pitch angle, which is determined from the alignment of the vertical axis of the sensor coordinate system with respect to the vertical axis of the vehicle coordinate system. By referring to the static pitch angle, vehicle conditions that significantly affect the source of errors in calibration can be determined in a simple and reliable manner, and thus reliably excluded during calibration.

[0025] In another possible embodiment of this method, the vehicle coordinate system is defined such that a plane extending through the vehicle's horizontal and vertical axes extends parallel to the road surface plane under predetermined standard conditions.

[0026] In another possible embodiment of this method, the gravitational acceleration acting on the vehicle is estimated based on the map data of the digital road map, particularly the geographical latitude and road slope, and the vehicle's inclination relative to the road surface plane, with reference to the determined alignment of the sensor coordinate system. During the vehicle's motion, in periods without further acceleration, a comparison is made between the acceleration measured by the inertial measurement sensor system and the estimated gravitational acceleration, and based on the result of this comparison, the offset of the inertial measurement sensor system for acceleration measurement is determined. This allows for a particularly reliable and accurate determination of the offset of the inertial measurement sensor system for acceleration measurement.

[0027] In another possible embodiment of this method, based on map data from a digital road map, it is confirmed whether a change in the inclination of the road surface plane occurs within a predetermined area, and an optical ambient detection sensor device confirms that the change in the cross-sectional shape of the road surface plane within the predetermined area does not exceed a predetermined threshold. The rotation of the vehicle in space is determined by the inertial measurement sensor system, and the relative rotation of the vehicle with respect to the road surface plane is determined by the level sensor. When there is no change in the inclination of the road surface plane and the change in the cross-sectional shape of the road surface plane does not exceed a predetermined threshold, the offset of the angular velocity sensor of the inertial measurement sensor system is determined based on the comparison result between the rotation determined by the inertial measurement sensor system and the relative rotation determined by the level sensor. This makes it possible to determine the offset of the angular velocity sensor of the inertial measurement sensor system with particular reliability and accuracy.

[0028] In another possible embodiment of this method, calibration is performed based on recording (detection) and evaluation of a number of values ​​of the vehicle's longitudinal and lateral accelerations over a predetermined period. This method can be performed in a particularly simple and reliable manner.

[0029] In another possible embodiment of this method, long-term average values ​​are formed from the recorded (detected) longitudinal and lateral accelerations of the vehicle, and calibration is performed based on these long-term average values. This further simplifies the method.

[0030] In another possible embodiment of this method, calibration is performed based on at least one learning algorithm. In this way, it can be automatically adapted to a variety of different vehicle conditions and thus optimized.

[0031] In the present invention for adjusting the optical axis (range) of at least one headlight of a vehicle, an inertial measurement sensor system is calibrated based on the method described above, the alignment of the vehicle relative to the road surface is determined by the calibrated inertial measurement sensor system, and the optical axis (range) of the headlight is adjusted (adjusted) depending on the determined alignment. The calibration of the inertial measurement sensor system, and its application in the method for adjusting the optical axis, enables compensation for changes in the optical axis caused by the acceleration of the vehicle.

[0032] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. [Brief explanation of the drawing]

[0033] [Figure 1] A schematic representation of a road surface having a vehicle, a vehicle coordinate system, a sensor coordinate system, and a road surface coordinate system. [Figure 2] The learning process for the sensor mounting angle is schematically shown. [Modes for carrying out the invention]

[0034] In all of the figures, corresponding parts are denoted by the same reference numeral.

[0035] Figure 1 shows a vehicle 1, particularly a road vehicle, a Cartesian vehicle coordinate system, a Cartesian sensor coordinate system, and a road surface, particularly a road surface plane E, having a Cartesian road surface coordinate system.

[0036] The vehicle coordinate system is fixed to the body of vehicle 1, with the horizontal axis y v , vertical axis x v , and vertical axis z v It has the following: The origin of the vehicle coordinate system is located specifically at the center of gravity of vehicle 1. Vertical axis z v It points upward parallel to the normal vectors of the cabin floor and cabin roof, with the vertical axis x v It is parallel to the vehicle's longitudinal axis and perpendicular to the aforementioned normal vector, and the horizontal axis y v It is oriented parallel to the vehicle's lateral axis and perpendicular to the aforementioned normal vector.

[0037] The road surface coordinate system also uses the horizontal axis y. E , vertical axis x E , and vertical axis z E It has.

[0038] The sensor coordinate system is assigned to the inertial measurement sensor system 2 of vehicle 1, and similarly has a horizontal axis y, a vertical axis x, and a vertical axis z.

[0039] For example, misalignment of the inertial measurement sensor system 2, used for purposes such as the operation of the anti-lock system, the operation of vehicle dynamic control, and / or other uses, results from the rotation of the sensor coordinate system relative to the vehicle coordinate system. The causes include, for example, the sensor manufacturer incorrectly oriented the sensor axis in the sensor package of the inertial measurement sensor system 2, incorrect alignment of the inertial measurement sensor system 2 on the control unit wiring board, twisted assembly to the control unit, or twisted mounting of the housing of the inertial measurement sensor system 2 to the vehicle body. In fact, all components simultaneously contribute in some way to the misalignment of the inertial measurement sensor system 2 relative to the vehicle coordinate system.

[0040] The rotation of the inertial measurement sensor system 2, which represents misalignment, can be described by a combination of three rotations Θ, Φ, and Ψ, which can be considered as rolling angle, pitch angle, and yawing angle, respectively. However, various vehicle dynamic control and tasks, such as driving dynamic control, require acceleration in the vehicle coordinate system to perform correct calculations.

[0041] Calibration is necessary for the reliable and accurate operation of the inertial measurement sensor system 2. The sources of errors in the inertial measurement sensor system 2 that should be detected during calibration include, in particular, misalignment between the sensor coordinate system and the vehicle coordinate system due to packaging, installation, and assembly; offset of the acceleration sensor of the inertial measurement sensor system 2; and offset of the angular velocity sensor (rotational speed sensor) of the inertial measurement sensor system 2. Such calibration makes it possible to return the inertial measurement sensor system 2 to the orientation of the vehicle 1, i.e., the orientation of the vehicle coordinate system.

[0042] In this scenario, it is assumed that all sensor axes (horizontal axis y, vertical axis x, vertical axis z) of the inertial measurement sensor system 2 are orthogonal to each other, and that the coordinate system of the angular velocity sensor of the inertial measurement sensor system 2 coincides with the coordinate system of the acceleration sensor of the inertial measurement sensor system 2.

[0043] The calibration concept in this case is, for example, the evaluation of the direction of acceleration occurring in vehicle 1. In basic calibration, a base state of vehicle 1 to be applied to the calibration is defined. In particular, this base state is characterized by the presence of an adult driver in vehicle 1 and the fuel tank being half-filled. Other situations, such as heavy luggage or a large number of occupants, are detected by at least one level sensor mounted on axles A1 and A2 of vehicle 1, and by, for example, a seat occupancy mat, and are excluded from calibration.

[0044] In other words, in the automatically controlled calibration of the inertial measurement sensor system 2, the rotational state of vehicle 1 is recognized using at least one level sensor (not shown in detail). At this time, misalignment or offset of the sensor coordinate system of the inertial measurement sensor system 2 is determined, and calibration is performed during a predetermined period of driving of vehicle 1. During calibration, misalignment of the sensor coordinate system with respect to the vehicle coordinate system is determined, and if a level deviation exceeding a predetermined threshold relative to the reference level is confirmed by the vehicle's own level sensor during driving, the misalignment determination is interrupted.

[0045] In this case, the misalignment of the sensor coordinate system with respect to the vehicle coordinate system is the vertical axis x of the vehicle coordinate system. v It is determined from the alignment of the vertical axis x of the sensor coordinate system relative to and is determined by referring to the static pitch angle α shown in detail in Figure 2. As already explained, the vehicle coordinate system is under normal conditions, i.e., under the normal load of the vehicle, vertical axis x v and horizontal axis y v The plane extending through is defined to extend parallel to the road surface plane E. Consequently, the actual static pitch angle α is equal to zero. The pitch angle α is measured in the sensor coordinate system. If the measured static pitch angle α is not equal to zero, this sensor coordinate system is rotated with respect to the vehicle coordinate system. The measured static pitch angle α in this case represents how many degrees the sensor coordinate system has rotated with respect to the vehicle coordinate system around the pitch axis. That is, the pitch angle α is equal to the vertical axis x of the vehicle coordinate system. v This corresponds to a misalignment of the vertical axis x of the sensor coordinate system.

[0046] Furthermore, the above information can be combined with high-precision map data to obtain an estimated value of the gravitational acceleration acting on the vehicle, using the current geographical latitude, the slope of the road surface, and the vehicle's tilt relative to the road surface. Accordingly, the acceleration measured by the inertial measurement sensor system 2 is compared with the estimated gravitational acceleration during periods without further acceleration, and the offset of the acceleration sensor of the inertial measurement sensor system 2 can be obtained based on the measured acceleration = gravity + vehicle acceleration + inertial force + offset.

[0047] Periods without further acceleration can be detected, for example, by wheel rotation speed sensors and steering angle sensors. If steering angle and rotational changes are not recognized through level sensors, it can be assumed that no vehicle acceleration is occurring and no inertial force is being generated at a constant wheel rotation speed.

[0048] Furthermore, it is possible to compare the rotation of the vehicle body measured between the angular velocity sensor and the level sensor. It should be noted that each system measures different rotations. The angular velocity sensor measures the complete rotation of vehicle 1 in space, while the level sensor measures only the rotation relative to the road surface E.

[0049] Therefore, for comparison purposes, it must be ensured that the inclination of the road surface E does not change, and that the surface of the road surface E does not have large changes in cross-sectional shape, such as bumps and / or sinkholes. The movements that satisfy these criteria are purely acceleration-induced movements, braking-induced movements, and pitching and rolling movements of the vehicle 1. High-precision map data can then be used to check whether the inclination of the road surface E is constant within a given area. The flatness of the surface of the road surface E can also be checked using data from optical ambient detection sensor devices, such as cameras and / or LiDAR. Only when these conditions are met can the measured values ​​be used for offset calibration of the angular velocity sensor of the inertial measurement sensor system 2.

[0050] In this case, cost minimization can be achieved, for example, by using an existing inertial measurement sensor system 2 already present in the vehicle 1 for vehicle dynamic control and other driver assistance systems, and a suitable combination can be selected according to the desired accuracy and system redundancy.

[0051] Figure 2 shows the learning curve for the learned sensor mounting angle, particularly the learned pitch angle α, as a function of travel time t. Furthermore, the range B1 to Bn is shown, within which the level sensor values ​​are used as described above, and the calibration and pitch angle α learning process is interrupted during the operation of vehicle 1.

[0052] In other words, if the chassis conditions of vehicle 1 change, for example, if a large load is applied and the pitch angle α is statically constant, this means that the calibration process will be temporarily paused in situations that would normally be included in the calibration.

[0053] Other sources of error include, for example, when the vehicle is stopped with the brakes applied, or the tension on the vehicle on a steeply inclined surface, and these also contribute to the static pitch angle α. These situations can also be efficiently recognized through information from the level sensor. [Prior art documents] [Patent Documents]

[0054] [Patent Document 1] German Patent Application Publication No. 102005033237 Specification [Patent Document 2] German Patent Application Publication No. 102015115282 Specification [Patent Document 3] German Patent Application Publication No. 102004045890 Specification [Patent Document 4] Chinese Patent Application Publication No. 108819831 Specification [Patent Document 5] International Publication No. 2017 / 129199 [Patent Document 6] U.S. Patent Application Publication No. 2013 / 0166099 [Patent Document 7] European Patent Application Publication No. 3171134

Claims

1. A method for calibrating the inertial measurement sensor system (2) of a vehicle (1), wherein a control device is used, The calibration is performed during the driving operation of the vehicle (1) and is based on the determination of a misalignment of the sensor coordinate system of the inertial measurement sensor system (2) with respect to the vehicle coordinate system. The determination of the misalignment is interrupted when at least one level sensor on the vehicle itself detects a level deviation that exceeds a predetermined threshold relative to the reference level. A method characterized by the following features.

2. The misalignment of the sensor coordinate system with respect to the vehicle coordinate system is due to the vertical axis (x) of the vehicle coordinate system. ｖ This is determined based on the static pitch angle (α) determined from the alignment of the vertical axis (x) of the sensor coordinate system with respect to the sensor. The method according to claim 1, characterized in that

3. The vehicle coordinate system is defined as the horizontal axis (y) of the vehicle (1). ｖ ) and vertical axis (x ｖ The plane extending through () is defined to extend parallel to the road surface plane (E) under predetermined standard conditions. The method according to claim 1 or 2, characterized in that

4. Based on the determined alignment of the sensor coordinate system, the map data of the digital road map, particularly the geographical latitude and road slope, and the inclination of the vehicle (1) with respect to the road surface plane (E), the gravitational acceleration acting on it is estimated. During the driving operation of the vehicle (1), in a period without further acceleration, a comparison is performed between the acceleration measured by the inertial measurement sensor system (2) and the estimated gravitational acceleration. Based on the results of the above comparison, the offset of the inertial measurement sensor system (2) for acceleration measurement is determined. The method according to claim 1 or 2, characterized in that

5. Based on the map data of the digital road map, it is confirmed whether a change in the slope of the road surface plane (E) occurs within a designated area. An optical surrounding detection sensor device confirms that the change in the cross-sectional shape of the road surface plane (E) within a predetermined area does not exceed a predetermined threshold. The rotation of the vehicle (1) in space is determined by the inertial measurement sensor system (2), The relative rotation of the vehicle (1) with respect to the road surface plane (E) is determined by the level sensor. When there is no change in the inclination of the road surface plane (E) and the change in the cross-sectional shape of the road surface plane (E) does not exceed a predetermined threshold, the offset of the angular velocity sensor of the inertial measurement sensor system (2) is determined based on the comparison result between the rotation determined by the inertial measurement sensor system (2) and the relative rotation determined by the level sensor. The method according to claim 1 or 2, characterized in that

6. The calibration is performed during the driving operation of the vehicle (1) for a predetermined period of time. The method according to claim 1 or 2, characterized in that

7. The calibration is performed based on the detection and evaluation of a number of values ​​of the longitudinal and lateral acceleration of the vehicle (1) over the predetermined period. The method according to claim 6, characterized in that

8. A long-term average value is formed from the detected values ​​of the longitudinal acceleration and lateral acceleration of the vehicle (1), and the calibration is performed based on the long-term average value. The method according to claim 7, characterized in that

9. The calibration is performed based on at least one learning algorithm. The method according to claim 1 or 2, characterized in that

10. A method for adjusting the optical axis of at least one headlight of a vehicle (1), The inertial measurement sensor system (2) is calibrated according to the method described in claim 1 or 2. The alignment of the vehicle (1) relative to the road surface plane (E) is determined by the calibrated inertial measurement sensor system (2). A method in which the optical axis of the headlights is adjusted depending on the determined alignment.

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