JP2005081867A - Tilt angle adjusting device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a tilt angle adjusting device for a vehicle capable of being switched to corresponding optical axis control, which assures a quick response when the confirmation of vehicle performance is necessary. <P>SOLUTION: The tilt angle adjusting device is equipped with a tilt angle sensor 4 to sense the tilt angle of a vehicle body, an optical axis control means 2 to perform optical axis control on the basis of the sensing output of the angle sensor 4, and vertical direction acceleration sensors 5 and 6 to sense acceleration in the vertical direction of the vehicle, whereby the acceleration in the vertical direction of the vehicle is sensed by the sensors 5 and 6 while the vehicle is stopped, and in the case the tilt angle value sensed by the tilt angle sensor 4 after sensing the acceleration differs from preceding sensing, optical axis control to suit the varied tilt angle of the body is conducted. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a vehicle tilt angle adjusting device, and more particularly to a vehicle tilt angle adjusting device suitable for use in the case of performing optical axis control of a vehicle headlight.

  Conventionally, as an adjustment device that controls the optical axis of a vehicle headlight, the optical axis is moved while the vehicle is stopped so that the optical axis of the headlight does not move improperly when the vehicle wheel is stopped on a curb. The optical axis is moved when the vehicle travels and exceeds a predetermined speed, and the optical axis is moved when the detected tilt angle fluctuation is large or the vehicle speed fluctuation is large. The thing which did not do is proposed (for example, refer patent document 1).

JP 2000-229533 A

  However, in the conventional apparatus as described above, for example, when an ultrasonic sensor is used as the tilt angle sensor, the control operation of the optical axis can be easily detected by one tilt angle sensor, and the headlight is directly under the headlight. Although there is an advantage that the inclination angle formed by the road surface can always be constant, the detection angle by the ultrasonic inclination angle sensor can be detected while the vehicle is stopped if there is a curb on the target road surface for detecting the angle. The above-mentioned conventional example is the same for the problem that the detected inclination angle does not become a correct value.

  In addition, when the inclination angle of a vehicle parked on a flat road surface is detected ignoring errors due to tire deflection and vehicle body distortion, the detected value of the inclination angle by the ultrasonic inclination angle sensor is small on the road surface. There is a possibility that the inclination angle of the slope due to unevenness is detected, and the above-mentioned conventional example is the same for the problem that even with a flat road surface, a correct inclination angle cannot be obtained with a single inclination angle measurement value. is there. In the above conventional examples, it is difficult to confirm the operation because the specifications do not operate while the vehicle is stopped.

  The present invention has been made to solve the above-described problems. Even when an ultrasonic sensor is used as the inclination angle sensor, the optical axis is always correct without being affected by the state of the target road surface for detecting the inclination angle. It is an object of the present invention to provide a vehicle tilt angle adjusting device that performs control and can switch to optical axis control that can respond even in a test mode in which confirmation of vehicle performance quickly responds when necessary.

  A vehicle tilt angle adjusting device according to the present invention includes a tilt angle sensor that detects a vehicle body tilt angle of a vehicle, and an optical axis control unit that performs optical axis control based on a detection output of the tilt angle sensor, and a test mode. At times, the optical axis control means is switched so that the response of the optical axis control is accelerated compared to the normal mode, and the vehicle can be operated even when the vehicle is stopped or at a very low speed.

  In the present invention, based on the detected tilt angle value of the tilt angle sensor mounted on the vehicle, the test mode is switched so as to accelerate the response of the optical axis control with respect to the normal mode. And the reliability of the apparatus can be improved.

Hereinafter, a case where an embodiment of the present invention is applied to an optical axis control device for a vehicle headlight will be described as an example.
Embodiment 1 FIG.
1 is a block diagram showing an optical axis control device for a vehicle headlight according to Embodiment 1 of the present invention.
In this embodiment, the vertical acceleration sensor is used to detect the vertical acceleration of the vehicle while the vehicle is stopped, and before and after the acceleration is detected, the detected value of the vehicle body tilt angle is detected by the tilt angle sensor. When it has changed, the optical axis control corresponding to the changed vehicle body inclination angle is quickly performed.

  In FIG. 1, an optical axis control means 2 is provided in a vehicle body 1, and a headlight 3 and an inclination angle sensor 4 for detecting the vehicle body inclination angle using, for example, an ultrasonic sensor are connected to the optical axis control means 2. The vertical acceleration sensors 5 and 6 are connected to the front and rear parts of the vehicle body 1 as first acceleration sensors for detecting the vertical acceleration of the vehicle.

Next, the operation of the present embodiment will be described with reference to FIG.
2 (a) is the vehicle speed, FIG. 2 (b) is the vehicle body tilt angle detection value by the tilt angle sensor 4, and FIG. 2 (c) is the vehicle vertical acceleration detection by the vertical acceleration sensors 5 and 6. FIG. 2D shows the optical axis output of the headlight 3.
Now, as shown in FIG. 2 (a), the vehicle stops from the running state at time t0, and while the vehicle 1 is stopped, as shown in FIG. When the vertical acceleration AD of the vehicle 1 is detected, the detection output is supplied to the optical axis control means 2, and at the same time, before and after detecting this acceleration, as shown in FIG. If the vehicle body tilt angle detected by the angle sensor 4 varies, the change Δi of the vehicle body tilt angle detection value is supplied to the optical axis control means 2.

  Then, the optical axis control means 2 determines the vehicle 1 from the input vertical acceleration AD of the vehicle 1 from the vertical acceleration sensors 5 and 6 and the change Δi in the detected vehicle body tilt angle from the tilt angle sensor 4. On the other hand, since it can be determined that the passenger has got on and off, cargo has been loaded, etc., when this determination is made, the optical axis control means 2 operates the headlight 3 to move the optical axis. That is, the optical axis control means 2 performs optical axis control corresponding to the changed vehicle body tilt angle. As a result, an optical axis output OP corresponding to the change Δi in the detected value of the vehicle body tilt angle is obtained from the headlight 3 as shown in FIG.

  Thus, the absolute value obtained by measuring the vehicle body tilt angle is not used, and the change Δi in the vehicle body tilt angle detection value before and after detecting the vertical acceleration of the vehicle 1 is used. By performing the optical axis control corresponding to the change Δi of the detected value, it is possible to perform the optical axis control that reduces the influence of the inclination of the road surface on which the inclination angle is detected at the place where the vehicle stops.

  Since the vertical acceleration sensors 5 and 6 for detecting the vertical acceleration of the vehicle are attached to the front and rear parts of the vehicle body 1, respectively, the vertical acceleration sensors 5 and 6 detect the vertical acceleration of the vehicle. When detected, it is determined that the vehicle body 1 is tilted back and forth, and the vehicle body tilt angle detection value by the tilt angle sensor 4 at that time can be determined to be not a normal value. Can be removed from the data, and the optical axis can be controlled accurately. That is, more accurate optical axis control can be performed by detecting that the vehicle swings back and forth and not using the detected vehicle body tilt angle of the vehicle body 1 for control.

  As described above, in the present embodiment, when the acceleration in the vertical direction of the vehicle is detected while the vehicle is stopped, and the detected value of the tilt angle of the vehicle body by the tilt angle sensor is changed before and after the acceleration is detected. Since the optical axis control corresponding to the changed vehicle body inclination angle is performed, the optical axis control can be performed promptly. In addition, by detecting the vertical acceleration of the vehicle body, it is determined that the detected tilt angle value is not a normal value, and the detected tilt angle value is removed from the data for optical axis control. The optical axis can be controlled.

Embodiment 2. FIG.
FIG. 3 is a flowchart for explaining the operation of the optical axis control device for a vehicle headlight according to Embodiment 2 of the present invention. Note that the configuration in the present embodiment may be the same as that shown in FIG. 1, and thus the description thereof is omitted.
In the present embodiment, when a specific vibration, for example, shaking of the vehicle body, is detected while the vehicle is stopped by using the vertical acceleration sensor, the optical axis control means is provided so as to accelerate the response of the optical axis control to the normal mode described above. Is switched to the test mode.

  For example, the motion of swinging the front of the vehicle body 1 up and down and then swinging the rear of the vehicle body 1 up and down is repeated three times at a cycle of 2 seconds, and this vibration is provided in the vertical direction acceleration sensor 5 provided at the front and rear of the vehicle body 1 respectively. 6 (of course, the inclination angle detection value by the inclination angle sensor 4 at that time is removed), the inclination angle detection value detected by the inclination angle sensor 4 after the vibration is averaged (filtered), and the vehicle body By setting the tilt angle, the responsiveness of the optical axis control is changed and the optical axis control is performed promptly.

  Note that the detected tilt angle is statistically processed after swinging, and if the detected tilt angle fluctuates, the optical axis control is not performed, and this detected tilt is only performed when the detected tilt angle fluctuates little. By performing the optical axis control using the detected angle value as the vehicle body tilt angle for optical axis control, it is possible to perform the optical axis control in the test mode without malfunction while having quick response.

Next, the operation of the present embodiment will be described with reference to FIG.
First, in step ST1, a normal optical axis control operation is started. In step ST2, it is determined whether or not the elapsed time has passed a predetermined time t1, for example, 5.2 seconds. If not, in step ST3. The vibration of the vehicle body 1 is detected by the vertical acceleration sensor 5 attached to the front portion of the vehicle body 1, and if detected, the vibration of the vehicle body 1 is detected by the vertical acceleration sensor 6 attached to the rear portion of the vehicle body 1 in step ST4. If it is not detected, it is determined in step ST5 whether or not the number of vibration detection is 0. If it is 0, the elapsed time is started in step ST6, and the number of vibration detection is determined in step ST7. After setting to 1, the process returns to step ST1 to continue the normal optical axis control operation. Also, when vibration of the vehicle body 1 is detected by the vertical acceleration sensor 6 in step ST4, the process returns to step ST1 and the normal optical axis control operation is continued.

  Then, the vibration of the vehicle body 1 is detected again by the vertical acceleration sensor 5 in step ST3, the vibration of the vehicle body 1 is not detected by the vertical acceleration sensor 6 in step ST4, and the number of vibration detections is not 0 in step ST5. In step ST8, it is determined whether or not the number of vibration detections is 2. In this case, since the number of vibration detections is 2, in step ST9, the elapsed time is in the range of a predetermined time t2 to t3, for example, 1.8 to 2. It is determined whether or not the range of 2 seconds has elapsed. If not, the process returns to step ST1 and the above operation is repeated. If the period has elapsed, the number of vibration detections is set to 3 in step ST10. Returning to step ST1, the above operation is repeated.

  On the other hand, if the number of vibration detections is not 2 in step ST8, it is determined in step ST11 whether the number of vibration detections is 4. If not, the process returns to step ST1 and the above operation is repeated. In step ST12, it is determined whether or not the elapsed time has passed a predetermined time period t4 to t5, for example, 3.8 to 4.2 seconds. If it has elapsed, in step ST13, the number of vibration detection is set to 5, and then the process returns to step ST1 to repeat the above operation.

  If vibration of the vehicle body 1 is not detected by the vertical acceleration sensor 5 in step ST3, whether or not vibration of the vehicle body 1 is detected by the vertical acceleration sensor 6 attached to the rear portion of the vehicle body 1 in step ST14. If it is determined and detected, it is determined in step ST15 whether or not the number of times of vibration detection is 1, and if it is 1, in step ST16, the elapsed time is in the range of a predetermined time t6 to t7, that is, 0.8 to 1.. It is determined whether or not the range of 2 seconds has elapsed. If not, the process returns to step ST1 to repeat the above-described operation. If the period has elapsed, after setting the number of vibration detections to 2 in step ST17, Returning to step ST1, the above operation is repeated.

  On the other hand, if the number of vibration detections is not 1 in step ST15, it is determined in step ST18 whether or not the number of vibration detections is 3. If it is 3, the elapsed time is in a range of a predetermined time t4 to t5 in step ST19. It is determined whether or not the range of 3.8 to 4.2 seconds has elapsed. If not, the process returns to step ST1 and the above operation is repeated. If the period has elapsed, the number of vibration detections is determined in step ST20. Is set to 4, then the process returns to step ST1 to repeat the above operation.

  If the number of vibration detections is not 3 in step ST18, it is determined in step ST21 whether the number of vibration detections is 5. If not, the process returns to step ST1 and the above operation is repeated. In step ST22, the elapsed time is stopped, the elapsed time is reset in step ST23, the number of vibration detections is reset in step ST24, and the optical axis control confirmation operation in the test mode is detected after the vibration is detected in step ST25. The inclination angle detection value detected by the inclination angle sensor 4 is averaged (filtered) to obtain a vehicle body inclination angle, which is converted so as to accelerate the responsiveness of the optical axis control, thereby promptly controlling the optical axis. And return to step ST1 to repeat the above operation.

  On the other hand, if the elapsed time exceeds 5.2 seconds in step ST2, the elapsed time is stopped in step ST26, the elapsed time is reset in step ST27, and the number of vibration detections is reset in step ST28. The process proceeds to step ST3 and the above-described operation is repeated.

  In this way, in this embodiment, when a specific vibration such as shaking the vehicle body is detected while the vehicle is stopped using the vertical acceleration sensor, the optical axis control means is switched so as to accelerate the response of the optical axis control. Therefore, rapid optical axis control can be performed in the test mode. In addition, the detected tilt angle value detected after swinging is statistically processed. If the detected tilt angle has a large fluctuation, the optical axis control is not performed, and this detected vehicle body is only detected when the detected tilt angle has a small fluctuation. By performing the optical axis control using the detected tilt angle value as the vehicle body tilt angle for optical axis control, it is possible to perform optical axis control without malfunction while having quick response.

Embodiment 3 FIG.
4 is a block diagram showing an optical axis control device for a vehicle headlight according to Embodiment 3 of the present invention.
In this embodiment, when longitudinal acceleration is applied to the vehicle body, large acceleration in the longitudinal direction of the vehicle is not detected, and when the vehicle moves at a low speed, the response of the optical axis control to the normal mode described above It switches to the test mode that speeds up the performance.
In other words, when the vehicle moves at a very small value, that is, at a very low speed, such as when the vehicle is moved by pushing the vehicle body by hand, for example, when the vehicle moves at a constant speed at a very low speed, a plurality of vehicles detected at that time are detected. The optical axis control is quickly performed by averaging the detected tilt angle values by the tilt angle sensor such as an ultrasonic sensor to obtain the tilt angle of the vehicle body.

  In FIG. 4, an optical axis control means 2A is provided in the vehicle body 1, and a headlight 3 and an inclination angle sensor 4 are connected to the optical axis control means 2A and attached to the vehicle body 1, and acceleration in the longitudinal direction of the vehicle is measured. A longitudinal acceleration sensor 7 as a second acceleration sensor to be detected is connected.

Next, the operation of the present embodiment will be described.
Now, when the longitudinal acceleration of the vehicle is detected by the longitudinal acceleration sensor 7 during the movement of the vehicle, the detection output is supplied to the optical axis control means 2A. At this time, the tilt angle sensor 4 detects the tilt angle of the vehicle body 1 and supplies the detected output to the optical axis control means 2A. In the optical axis control means 2A, when the longitudinal acceleration detected by the longitudinal acceleration sensor 7 moves at a very small value, that is, at a very low speed and at a constant speed, the inclination angle sensor 4 detected at that time is used. The vehicle body tilt angle detection value is averaged to obtain the vehicle body tilt angle, and the optical axis control for the headlight 3 is performed quickly.

  Further, when it is detected using the longitudinal acceleration sensor 7 that the vehicle has moved rapidly, the vehicle body inclination angle detected at that time may not be used for control. That is, when the longitudinal acceleration is applied to the vehicle body 1, some kind of inclination of the vehicle body 1 occurs. Therefore, when the longitudinal acceleration sensor 7 detects the longitudinal acceleration of the vehicle, it can be determined that the vehicle body 1 is tilted back and forth. Since the vehicle body tilt angle detected value by the tilt angle sensor 4 at that time can be determined to be not a normal value, accurate optical axis control can be performed by removing the vehicle body tilt angle detected value from the data for optical axis control.

Even in this embodiment, the detected tilt angle value is statistically processed during movement at a low speed or after swinging, and the optical axis control is not performed when the detected tilt angle has a large fluctuation, Only when there is little fluctuation in the detected tilt angle, if the detected tilt angle is used as the tilt angle of the vehicle body for the optical axis control and the optical axis control is performed, the optical axis control without malfunction can be performed while having quick response. .
Furthermore, if both accelerations in the vertical direction / front-rear direction are detected and used at the same time, it is possible to accurately determine that the vehicle has moved without shaking the vehicle body, and optical axis control without malfunction can be performed.

  In this way, in the present embodiment, when the vehicle moves at a low speed, the optical axis control means in the test mode is switched so as to accelerate the response of the optical axis control so that the light is transmitted during the test mode. Axis control can be performed quickly. In addition, by performing optical axis control using the detected tilt angle as the vehicle body tilt angle for optical axis control only when the fluctuation of the detected tilt angle is small, the test mode can be operated in a test mode without malfunction while having quick response. Optical axis control is possible.

  Further, by using both vertical / front / rear accelerations in combination, it is possible to accurately determine that the vehicle has moved without shaking the vehicle body, and to perform optical axis control without malfunction. Furthermore, since the longitudinal acceleration sensor is used to detect that the vehicle has moved rapidly and the vehicle body tilt angle detected at that time is not used for control, more accurate optical axis control is possible.

Embodiment 4 FIG.
FIG. 5 is a block diagram showing an optical axis control device for a vehicle headlight according to Embodiment 4 of the present invention.
In this embodiment, the acceleration of the vehicle is detected by differentiating the detection signal from the vehicle speed sensor, and when the vehicle moves at the extremely low acceleration and the extremely low speed, the light is not emitted from the normal mode described above. The optical axis control means is switched to a test mode in which the responsiveness of the axis control is accelerated.

  In FIG. 5, an optical axis control means 2B is provided in the vehicle body 1. A head speed 3 and an inclination angle sensor 4 are connected to the optical axis control means 2B, and the vehicle speed is attached to the vehicle body 1 and detects the speed of the vehicle. The sensor 8 is connected.

Next, the operation of the present embodiment will be described with reference to FIG. 6 and FIG.
Now, when the vehicle speed is detected by the vehicle speed sensor 8 while the vehicle is moving, and the detection signal (vehicle speed signal) is supplied to the optical axis control means 2B, the optical axis control means 2B receives the input vehicle speed signal. Processing, for example, differentiation to obtain the corresponding vehicle acceleration. At this time, the inclination angle sensor 4 detects the vehicle body inclination angle, and the detection output is supplied to the optical axis control means 2B. In the optical axis control means 2B, when the vehicle moves at an extremely low acceleration and an extremely low speed, the optical axis control for the headlight 3 is switched to a test mode having a quick response.

  FIG. 6 and FIG. 7 are for explaining a case where the vehicle is moved to the optical axis control confirmation operation after determining a traveling state at a stable predetermined speed of, for example, 1.5 km / h or less. FIG. 6 (a) shows the case of normal start acceleration and FIG. 6 (b) shows the case of extremely low speed start. FIG. 7 is a flowchart in the case of determining the traveling state at this time and shifting to the optical axis control confirmation operation in the test mode.

  For example, if the vehicle moves at a constant speed (very low acceleration) of 1.5 km / h (very low speed) with the vehicle speed sensor 8 that emits 637 × 4 cycles per 1,000 m, it is assumed that this condition is met. For example, in a vehicle speed signal of three consecutive cycles, it is only necessary to be able to determine that the total of the three consecutive cycles is 2.82 seconds or more and that the individual signal cycle variation is 10% or less.

Now, assuming that the inclination angle detection period by the inclination angle sensor 4 is 0.1 second, the vehicle body inclination angle can be measured 28 times in 2.82 seconds, and the distance moved in this 2.82 seconds is 1,177 mm. Therefore, the tilt angle sensor 4 can detect the vehicle body tilt angle every 42 mm.
As described above, by using the detected inclination angle value from the inclination angle sensor 4 obtained from a large number of inclination angle detection road surfaces, it is possible to reduce detection errors due to road surface inclinations caused by road surface unevenness.
In FIG. 6, D1 in FIG. 6A represents the moving distance of the vehicle, and the relationship between the moving distance D1 and the cycle of the vehicle speed signal is expressed by the following equation.

    D1 = 1,000 m ÷ 637 × 4 / cycle = 392 mm / cycle (1)

  In addition, D2 in FIG. 6 (b) represents a distance of 1,177 mm that the vehicle moves in 2.82 seconds, a, b, and c represent three periods of measurement time between 1,177 mm, and If all the equations (2) to (4) are satisfied, the variation in the vehicle speed signal in three cycles will be 10% or less. In addition, the total of the measurement times a, b, and c for the distance of 1,177 mm traveled by the vehicle when the vehicle speed is 1.5 km / h or less is 2.82 seconds or more.

2.7 ≦ (a + b + c) /a≦3.3 (2)
2.7 ≦ (a + b + c) /b≦3.3 (3)
2.7 ≦ (a + b + c) /c≦3.3 (4)

Next, referring to FIG. 7, as described above, the traveling state is determined when the total measurement time of the three consecutive cycles is 2.82 seconds or more and the individual signal cycle variation is 10% or less. The operation when shifting to the test mode optical axis control confirmation operation will be described.
First, in step ST31, a normal optical axis control operation is started. In step ST32, it is determined whether or not the variation in the pulse period of the three-cycle vehicle speed signal is 10% or less. Returning and repeating the normal optical axis control operation, when 10% or less, in step ST33, it is determined whether or not the vehicle speed is 1.5 km / h or less, and if it is not 1.5 km / h or less, the process returns to step ST31. Then, the normal optical axis control operation is repeated, and when it becomes 1.5 km / h or less, the confirmation operation of the optical axis control operation as the test mode is performed in step ST34, and the process returns to step ST31 to repeat the above operation.

In the method of determining acceleration based on the cycle of the vehicle speed signal from the vehicle speed sensor 8, it is desirable to input a large number of signals at low speed in order to obtain acceleration with little error even at low speed.
For example, a vehicle speed sensor having a fine resolution of 637 × 25 cycles per 1,000 m is preferable to the above-described sensor having 637 × 4 cycles per 1,000 m.
In addition, since the vehicle body inclination angle becomes more accurate as the inclination angle detection value increases, it is also preferable to use the inclination angle detection value when moving a long distance (time) for accurate optical axis control.

  In this way, in the present embodiment, the signal from the vehicle speed sensor is differentiated to detect the acceleration of the vehicle, and when the vehicle moves at the extremely low acceleration and extremely low speed, the response of the optical axis control Since the optical axis control means is switched to the test mode in which the speed is increased, there is no need to newly provide an acceleration sensor in the longitudinal direction of the vehicle, and the control device can be simplified and reduced in price.

It is a block diagram which shows the optical axis control apparatus of the vehicle headlight by Embodiment 1 of this invention. It is a timing chart which shows operation | movement of the optical-axis control apparatus of the vehicle headlight by Embodiment 1 of this invention. It is a flowchart which shows operation | movement of the optical-axis control apparatus of the vehicle headlight by Embodiment 2 of this invention. It is a block diagram which shows the optical-axis control apparatus of the vehicle headlight by Embodiment 3 of this invention. It is a block diagram which shows the optical axis control apparatus of the vehicle headlight by Embodiment 4 of this invention. It is a timing chart which shows operation | movement of the optical axis control apparatus of the vehicle headlight by Embodiment 4 of this invention. It is a flowchart which shows operation | movement of the optical axis control apparatus of the vehicle headlight by Embodiment 4 of this invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 Car body, 2, 2A, 2B Optical axis control means, 3 Headlight, 4 Inclination angle sensor, 5, 6 Vertical direction acceleration sensor, 7 Longitudinal direction acceleration sensor, 8 Vehicle speed sensor.

Claims (7)

An inclination angle sensor for detecting a vehicle body inclination angle;
Optical axis control means for performing optical axis control based on the detection output of the tilt angle sensor,
An inclination angle adjusting device for a vehicle, characterized in that the optical axis control means is switched in the test mode so as to accelerate the response of the optical axis control with respect to the normal mode.   A first acceleration sensor for detecting the vertical acceleration of the vehicle; the vertical acceleration of the vehicle is detected by the first acceleration sensor while the vehicle is stopped; and the inclination angle is detected before and after the acceleration is detected. 2. The vehicle tilt angle adjusting device according to claim 1, wherein when the detected tilt angle value by the sensor is changed, optical axis control corresponding to the changed tilt angle detected value is performed.   3. The vehicle tilt angle adjusting device according to claim 2, wherein the response of the optical axis control is accelerated when a specific vibration of the vehicle is detected while the vehicle is stopped by the first acceleration sensor.   4. The vehicle inclination angle adjusting device according to claim 2, wherein the first acceleration sensor includes a plurality of acceleration sensors respectively provided at a front portion and a rear portion of a vehicle body of the vehicle.   A second acceleration sensor for detecting the acceleration in the longitudinal direction of the vehicle is provided. When the vehicle moves at a low speed without detecting a large acceleration in the longitudinal direction of the vehicle by the second acceleration sensor, optical axis control is performed. The vehicle tilt angle adjusting device according to any one of claims 1 to 4, wherein the responsiveness of the vehicle is accelerated.   A vehicle speed sensor for detecting the speed of the vehicle is provided, the detection output of the vehicle speed sensor is processed by the optical axis control means to detect the acceleration of the vehicle, and the vehicle has moved at a very low acceleration and a very low speed. 2. The vehicle tilt angle adjusting device according to claim 1, wherein the responsiveness of the optical axis control is accelerated.   The vehicle inclination angle adjusting device according to any one of claims 1 to 6, wherein an ultrasonic sensor is used as the inclination angle sensor.

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